Prototype News

The John H. Emery Rail Heritage Trust recently announced that it awarded $250,000 in grants to 20 projects across the country. 

Emery was a Chicago native and lifelong railroad enthusiast who created the trust to fund projects that preserve the “Golden Age” of passenger railroading, specifically the years between 1920 and 1960. The trust is particularly interested in projects that allow the public to ride on historically significant pieces of equipment. Groups can submit grant proposals until Feb. 1 each year, after which a three-person committee reviews them.

For 2026, grants were approved for the following organizations/projects: 

Adirondack Scenic Railroad: $11,100 for the rehabilitation of New York Central Railroad RS-3 locomotive 8223.

Anthracite Railroad Historical Society: $10,000 to aid in rebuilding the generator for EMD F7B unit engine 664B.

Colebrookdale Railroad Preservation Trust: $25,000 for work on Hydronic Heating for the Pullman Woodland.

Connecticut Electric Railway Association: $2,350 for the painting of the Chicago, Aurora & Elgin interurban car 303.

El Dorado Western Railway Foundation: $1,000 to assist with repairs for the ex-Placerville and Sacramento (ex-Southern Pacific) historic track.

Fox River Trolley Association: $5,000 to help with seat rehabilitation for Chicago, Aurora & Elgin interurban car 20.

Friends of S.P. 4449: $10,000 for assistance with body and vent repairs for dining car DLMX 1349.

Gold Coast Railroad Museum: $11,000 to help with roof, window, seat repairs and paint for Florida East Coast Railway Coach 136.

Minnesota Transportation Museum: $20,000 for electrical and cooling system replacements for passenger cars.

Nashville Steam Preservation Society: $45,000 for electrical components for Nashville, Chattanooga and St. Louis 4-8-4 steam locomotive 576.

Norfolk & Western Business Car 300 Preservation Society: $7,000 for window repairs for ex-Norfolk & Western Pullman Hollins College.

North Carolina Transportation Museum: $5,000 for work on the restoration of ex-Norfolk & Western combine car 1506.

Oregon Rail Heritage Foundation: $27,000 for the restoration of pistons, cylinders & crossheads for Oregon Railroad & Navigation Co. 4-6-2 steam locomotive 197.

Pacific Southwest Railway Museum: $10,000 for help with mechanical refurbishment and restoration to the original appearance of ex-Southern Pacific GP-9 locomotive 3709.

Railways to Yesterday: $5,000 for assistance with the seat reupholstering of Chicago, Aurora & Elgin interurban car 315.

Smoky Hill Railway & Historical Society: $10,000 for help with the painting of the Smoky Hills Railway (SHRX) GP-9 locomotive 102.

Tri-State Railway Historical Society: $10,000 for assistance with rewiring of EMD F3 A unit engine 663.

Watauga Valley Railroad Historical Society and Museum: $15,550 to help with truck repair on the ex-Clinchfield Railroad office car 100.

West Chester Railroad Heritage Association: $5,000 for repairs of Ex-Reading Company Cars WCRL 9114 and 9124.

Western Michigan Society for Industrial Heritage: $15,000 for help with the repair and painting of ex-Canadian National coaches 5180 and 5208.

The post Emery Rail Heritage Trust Awards $250,000 in Grants appeared first on Railfan & Railroad Magazine.

The MBTA on March 23 announced that Phases 1 and 2 of critical signal modernization work taking place on the Red Line at Columbia Junction have been completed ahead of schedule, and Phase 3 will begin on March 26 for approximately two weeks.

During Phase 3 of this critical signal work, beginning at approximately 8 PM through the end of service each day, northbound and southbound Braintree branch riders will need to transfer to an Alewife-Ashmont train at JFK/UMass for continued service beyond JFK/UMass. 

Crews are completing the testing and cutover of the new, digital signaling system at Columbia Junction near JFK/UMass. This work, MBTA says, “brings important upgrades that will strengthen Red Line service reliability for riders, providing the ability to route trains more quickly, turn trains around faster, and recover from unplanned disruptions more efficiently.”

In order to test the new signal equipment and cutover to the new system, the remaining temporary service changes outlined here will be in place beginning at 8 PM through the end of service every day. Phases 3 and 4 are anticipated to last approximately two weeks each but may adjust slightly based on the work being completed. Any timing adjustments will be made public in advance on T-Alerts.

Columbia Junction is the complex area of track just north of JFK/UMass that merges the Ashmont and Braintree branches and connects the Red Line’s main passenger track to the Cabot Yard Maintenance Facility where the majority of the Red Line fleet is stored and maintained. 

The signal system in this area was significantly damaged following the major derailment of a Red Line train in 2019. Initial repairs restored service at that time, but signal and switch operations have continued to be limited. The work taking place now, which could have been completed in 2019, fully corrects these issues, restoring full system functionality. Operations will have the ability to quickly reroute trains as needed, turn trains around faster, and quickly recover after unplanned service changes, ultimately providing a better transit experience for riders. The work, the agency says, also follows through on the MBTA’s commitment to complete major signal upgrades on the Orange and Red lines prior to the World Cup matches this summer. 

Testing of the new system began in mid-February, and cutover and commissioning work began on Feb 28. More than 100 track circuits are within the Columbia Junction area, and most track circuits have 12 tests that need to be performed. With more than 1,200 tests to complete during this phase of the project, the MBTA is closely monitoring, analyzing, and documenting the results of each test, understanding that adjustments will need to be made as the work progresses.

The MBTA is also anticipating three-day Red Line service suspensions in late spring/early summer on weekends to complete final work.

In related news, the MBTA is growing partnerships with community libraries as part of the Transit Screens @ Libraries initiative, which brings real-time transit information into local libraries. This initiative is expanding the reach of real-time information beyond stations and vehicles, making it easier for those who use community spaces to plan trips before they travel, the agency noted.

Community meetings and surveys hosted by the MBTA show that riders value accurate and reliable predictions, dedicated sources of real-time information, and clear current-trip details above all else. Transit Screens @ Libraries responds directly to those needs by providing live, location-specific updates in places riders already use every day.

Currently, Transit Screens @ Libraries is deployed at libraries across the greater Boston region; Berry Library at Salem State University, Brookline Public Library, Chelsea Public Library, Robbins (Arlington) Public Library, Thayer (Braintree) Public Library, Tufts (Weymouth) Public Library, Turner Free (Randolph) Public Library, Waltham Public Library, and Framingham State Library.

Metrolinx announced March 24 that it has signed a five-year extension with Alstom to continue operating and maintaining the GO Transit and UP Express rail fleets, “ensuring consistent, reliable service for customers across the region.”

The $1.3‑billion agreement runs until 2031 and maintains more than 1,100 direct Alstom jobs across the Greater Toronto and Hamilton Area, including operations staff, crew members, customer service teams and maintenance personnel.

Alstom has been a longstanding partner in the delivery of GO rail and UP Express service. In 2024–25, the team operated more than 117,000 GO rail trips and more than 56,000 UP Express trips, while consistently achieving on‑time performance above 97% across a busy, mixed‑use rail corridor, according to Metrolinx.

“Customers count on GO Transit and UP Express every day, and partnership is essential to delivering the reliable service they expect and deserve,” said Metrolinx President and CEO Michael Lindsay. “This extension ensures continuity as we advance the modernization of the network to support faster, more frequent service as part of GO Expansion.”

The post Transit Briefs: MBTA, Metrolinx appeared first on Railway Age.

Spanning more than 300 kilometers (186 miles) and serving 11 passenger stations, the project is part of Mexico’s federal initiative to modernize passenger rail infrastructure.

This milestone, the company says, “reflects Siemens Mobility’s continued success in Latin America and marks its first ETCS contract in Mexico.” Siemens Mobility’s scope also includes the delivery of its TPS.plan software, a “powerful” train planning system that optimizes timetables and rail operations, alongside ETCS Level 1 wayside signaling, an Operational Control Center and backup, as well as Supervisory Control and Data Acquisition (SCADA) systems. Consortium partner Sonda will provide telecommunications, CCTV, and civil works.

“This contract marks a significant milestone for Siemens Mobility, as it represents our first ETCS project in Mexico and the debut of our TPS.plan train planning software in Latin America,” said Siemens Mobility CEO Rail Infrastructure Marc Ludwig. “This project underscores our commitment to enhancing mobility and connectivity across the country. The Mexico City–Querétaro–Irapuato corridor will not only improve regional transport but will also support Mexico’s sustainable development goals by modernizing its passenger rail infrastructure. We are proud to contribute to shaping the future of rail transport in Mexico.”

Siemens Mobility’s scope in this project includes the design, engineering, supply, installation, and commissioning of state-of-the-art rail technologies. Central to this are the ETCS Level 1 wayside signaling system, an Operational Control Center (OCC) with a backup OCC, and SCADA systems for real-time infrastructure supervision.

ETCS, Siemens Mobility notes, “is a standardized signaling and control system that enhances rail safety by continuously supervising train speed and movement authority. It replaces fragmented national systems with a common standard.”

Additionally, Siemens Mobility will, for the first time in Latin America, implement TPS.plan, a “cutting-edge software solution” developed by its subsidiary HaCon. This application, the company says, “enables precise timetable and track path optimization by leveraging microscopic infrastructure modeling to create conflict-free schedules.” TPS.plan also simplifies coordination by granting stakeholders full access to the most up-to-date planning status, “ensuring efficient and seamless rail operations.”

The project, Siemens Mobility says, marks a key milestone in Mexico’s rail modernization, “significantly enhancing mobility for workers, students, and commuters in the Bajío region.” By connecting the capital with the states of Hidalgo, Querétaro, and Guanajuato, “the line strengthens regional connectivity to Mexico City, boosts economic competitiveness, and aligns with federal goals for sustainable passenger rail.” With innovative technologies and by taking a leading role early on, Siemens Mobility says it establishes itself as “a trusted partner to shape industry standards while driving efficiency, improving connectivity, and fostering long-term development.”

The post Siemens Mobility, Sonda Win ETCS Signaling Project in Mexico appeared first on Railway Age.

Lee, who has served as President and CEO since July 2021, said the decision comes after “careful reflection on the agency’s progress and its path forward.”

“It has been the honor of my career to lead this extraordinary organization and to work alongside more than 3,800 dedicated employees who move North Texas forward every day,” Lee said. “Together, we navigated one of the most challenging periods in transit history and emerged stronger, more focused, and better positioned to serve our growing region.”

“Nadine stepped into this role at a very challenging moment for the transit industry and helped guide DART through recovery while setting a clear strategic direction for the future,” said Board Chair Randall Bryant. “Her leadership strengthened operations, improved safety and reliability, and positioned DART to remain a critical mobility partner for the region.”

“Our team has laid the foundation for the next era of transit in North Texas,” said Lee, who added that she “remains focused on continuing the agency’s work during the remainder of her tenure.” “I look forward to continuing to work with our Board, our member cities, and our community partners as we move forward together.”

The recruitment process, DART says, will begin immediately, and additional details regarding leadership transition plans, including the announcement of an interim CEO, will be made in the coming weeks.

The post Lee to Step Down as DART President and CEO appeared first on Railway Age.

The last surviving Norfolk & Western American Car & Foundry 12-4 sleeping car arrived at the Hoosier Valley Railroad Museum in March, where restoration work is expected to begin in the spring. The car was acquired last year by the Norfolk & Western Business Car 300 Preservation Society, a nonprofit that previously saved its namesake office car. 

The nonprofit’s new car was built in January 1950 for the Wabash Railroad. It joined the N&W fleet in 1964 and was later assigned to the railroad’s business train in 1972. There, it was named Hollins College. 

Earlier this year, the car moved from its previous home on the Morristown & Erie in New Jersey to the Hoosier Valley. The 900-mile move from New Jersey to Indiana was made possible with the help of M&E, Dover & Delaware River, Norfolk Southern, and Chesapeake & Indiana Railroad. The nonprofit plans on holding Sunday volunteer sessions beginning in April. 

For more information, visit the Norfolk & Western Business Car 300 Preservation Society’s website. 

The post Restoration of N&W Sleeper to Begin appeared first on Railfan & Railroad Magazine.

Request For Proposals

SSE #: R34262

DUE DATE: 9/08/2026

TITLE: Purchase 2,390 Subway Cars (Base 1,140 cars + Option 1,250 cars)

The Metropolitan Transportation Authority (MTA), acting on the behalf of the New York City Transit (hereinafter the “Authority” or “NYCT”), a public benefit corporation organized under the Public Authorities Law of the State of New York (“NYS”), hereby invites firms to provide proposals for the design, furnishing and delivery of 1140 Cars (the “Base Order”) with an Option to order up to an additional 1250 Cars (the “Option Order”), for the New York City Transit System “A” Division. As detailed in the RFP Overview and Proposal Procedures, both the Base Order and Option Orders have multiple split scenarios consisting of different configurations/combinations of Closed End Cars (the “R262”) and Open Gangway Cars (the “R262OG”). The Contractor will provide all design, engineering, testing, manufacturing, delivery, warranty, training, spare parts, tools, diagnostics test equipment and other services as necessary.

Info for the above solicitation(s) can be found on https://www.mta.info/doing-business-with-us/procurement/new-york-city-transit

The post MTA NEW YORK CITY TRANSIT (NON-CONSTRUCTION) appeared first on Railway Age.

North American rail volume on nine reporting U.S., Canadian, and Mexican railroads came in at 7,531,662 carloads and intermodal units for the 11-week period ending March 21, 2026, the AAR reported March 25. Cumulative volume in the U.S. was 5,479,590 carloads and intermodal containers and trailers, up 1.8% from the same point last year; in Canada, 1,763,891 carloads and intermodal units, up 1.3%; and in Mexico, 288,181 carloads and intermodal units, up 11.7%.

Results were similar through the first 10 weeks of this year (ending March 14, 2026).

For the week ending March 21, 2026, U.S. Class I railroads carried 502,252 carloads and intermodal units, rising 1.2% from the same week last year, according to the AAR. That comprised 227,853 carloads, up 1.2% from 2025, and 274,669 containers and trailers, up 1.2% from 2025.

Five of the 10 carload commodity groups posted an increase compared with the same week in 2025. They included chemicals, up 2,158 carloads, to 36,302; coal, up 918 carloads, to 58,312; and grain, up 749 carloads, to 22,989. Commodity groups that posted decreases compared with the same week in 2025 included metallic ores and metals, down 1,122 carloads, to 19,087; forest products, down 361 carloads, to 7,841; and nonmetallic minerals, down 319 carloads, to 29,289.

For the first 11 weeks of 2026, U.S. railroads reported cumulative volume of 2,450,275 carloads, up 4.7% from the same point last year; and 3,029,315 intermodal units, down 0.4% from last year.

North American rail volume for the week ending March 21, 2026, on 9 reporting U.S., Canadian and Mexican railroads totaled 331,402 carloads, down 0.2% compared with the same week last year, and 361,692 intermodal units, down 0.0% compared with last year. Total combined weekly rail traffic in North America was 693,094 carloads and intermodal units, down 0.1%.

For the week ending March 21, 2026, Canadian railroads reported 90,910 carloads, a 2.7%, and 73,440 intermodal units, a 4.4% drop-off compared with the same week last year.

Mexican railroads reported 12,909 carloads for the week ending March 21, 2026, falling 6.0% from the same point last year, and 13,583 intermodal units, down 0.2%.

The post AAR: North American Rail Volume Up Slightly Through Week 11 appeared first on Railway Age.

In the opinion of the late President Ronald Regan, “The nine most terrifying words in the English language are, ‘I’m from the government and I’m here to help.’” Among railroaders, the phrase rang painfully and expensively true for most of the 20th century when the former Interstate Commerce Commission (ICC) regulated railroads into the years the locust hath eaten. Things they have been a changin’ under ICC successor Surface Transportation Board (STB).

Take, for example, the 1970 National Environmental Protection Act (NEPA), whose intent is commendable but application often flawed.

Consider a 150-foot-wide main line right-of-way owned by a Class I railroad near an under-construction steel plant. Were the railroad asked to construct a connecting stub track over its land or that of the steel plant to serve the plant, neither Board approval nor environmental review would be required.

But what if the Class I wished to sell or lease to a short line that right-of-way from which the nearby steel plant requested the connecting stub? Under existing regulations written long ago by the ICC, an environmental assessment is required, typically taking a year and jointly paid for by the short line and taxpayers.

Or, consider a Class I branch line with no existing traffic but connected to a short line serving an auto plant. Were the Class I wishing to rehabilitate the line to facilitate new traffic from the short line, no environmental review would be required. But if the short line purchased or leased the unused branch line, an environmental review is required.

Clearly, partial railroad economic deregulation that commenced in the mid-1970s and accelerated in 1980 by the Staggers Rail Act wasn’t complete. But today, March 15, the STB removed another roadblock to railroad efficiency with a proposal to reform its permitting process to accelerate approval of rail infrastructure projects (Docket EP 779, Permitting Reform – Environmental Review Process) (download below). Public comment is sought. Under proposed revisions in the Notice of Proposed Rulemaking (NPRM), certain reviews would be eliminated, while, for those specifically required under the law, the process would be considerably shorter and less expensive to railroads and taxpayers.

The unanimous vote by Republican Chairperson Patrick J. Fuchs, Republican Michelle A. Schultz and Democrat Karen J. Hedlund makes clear this is not a politically partisan decision but another overdue effort to reduce regulatory burdens and lower regulatory costs.

In crafting its 69-page proposed permitting reform, the STB says it took guidance from the Council on Environmental Quality (CEQ) and the Supreme Court’s May 2025 decision in “Seven County Infrastructure Coalition v. Eagle County.” The Court held that the STB has discretion to determine the scope of environmental analysis, and the CEQ guidance prods agencies to reform their categorical exclusion process. The NPRM’s new categorical exclusion for connecting track along existing rail rights-of-way segments does that, allowing what the Board considers a more sensible approach.

The proposed permitting changes affect deadlines and page limits for environmental assessments where projects are unlikely to have significant environmental effects.

In a separate expression, Hedlund said, “Today’s NPRM proposed categorically to exclude abandonments from environmental review unless the abandoning carrier announces an intention to conduct salvage operations that would occur prior to consummation of the abandonment or entry into an interim trail use agreement. I encourage stakeholders to submit comments on this aspect of the NPRM, given that it proposes to reverse the Board’s prior understanding of governing law.”

Fuchs told Railway Age that “today’s proposed permitting reform would lead to more expeditious and cost-effective environmental review by focusing on appropriate analyses rather than unnecessary paperwork.”

The post STB Aims to Reform Rail Permitting appeared first on Railway Age.