Railnews from Railfan & Railroad Magazine

One of the nation’s largest railroad unions is calling for drones to be grounded at rail yards and along main lines, something that could have a major impact on railroad photographers who have recently taken to the sky to capture photos. 

On October 6, the National Safety and Legislative Department of SMART-TD sent a letter to the Federal Railroad Administration, “demanding a full prohibition on the use of drones by railroad managers, or anyone else, in active rail yards and along main lines where trains are moving.” The filing comes as an increasing number of railroads are using drones to inspect infrastructure, but also stealthily keep an eye on crews. 

“Our rail yards are not laboratories or surveillance zones. They’re our offices,” said Jared Cassity, SMART-TD National Safety and Legislative Director. “When a drone flies overhead, it’s not just a nuisance; it’s a distraction in one of the most dangerous work environments in America. And make no mistake: if something goes wrong, it won’t be the manager behind the joystick who gets hurt. It’ll be one of our members. There is nothing cute, cool, or futuristic about any of that.”

Cassity further stated that the union also believed drones flying around railroad property pose a threat to national security, since the railroad could be considered a target by “bad actors.”

It’s unclear whether the FAA will act on the union’s request, and it’s also uncertain how feasible it is to ban drones near rail lines. Most commercially available drones require FAA approval to operate in restricted areas near airports, so the system could potentially be expanded to include rail lines. However, given the extensive size of the rail network, expanding such a system would be a monumental task. There’s also the question of how far from the right-of-way these restrictions would apply. 

Drones have become a popular tool for railroad enthusiasts over the past decade, and banning them at rail yards and along main lines would likely significantly affect that part of the hobby. 

—Justin Franz 

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A wood trestle on the Oregon Coast Scenic Railroad was damaged by fire on October 8, and the cause of the blaze is still under investigation. 

The trestle, owned by the Port of Tillamook Bay and leased to OCSR along with the rest of the former Southern Pacific branchline along the Oregon Coast, is located near Tillamook. It is not used by OCSR’s regular excursions and is not expected to impact the tourist road’s daily operations. However, it sits on a section of track connecting the excursion route with OCSR’s main restoration facility. Until the bridge is repaired or rebuilt, all equipment moving between the two sites will need to be transported by truck. 

As this story went to press, the railroad was seeking the help of a bridge inspector to determine if the structure was a total loss and whether it would need to be rebuilt from the ground up. The local sheriff’s office is currently investigating the cause of the blaze, and the railroad has been in contact with state and federal law enforcement agencies since the railroad is federally regulated, making a targeted act a federal crime. 

This is the second excursion railroad in the Pacific Northwest to be affected by a bridge fire this year. In late April, a bridge on the Mount Rainier Scenic was also destroyed by fire. The cause of that fire is still under investigation. 

—Justin Franz 

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New York, Susquehanna, & Western SY 2-8-2 142 has returned to service at the Belvidere & Delaware River Railway in New Jersey. The locomotive is owned by the New York, Susquehanna, & Western Technical Historical Society and was last used on regular excursions in 2017, when it was taken out of service for an overhaul. 

Since then, crews have slowly but surely rebuilt the locomotive, firing it up for the first time in seven years in 2024. The engine returned to service in late September and will be leading Delaware River Railroad Excursions throughout October. 

NYS&W 142 is one of a half-dozen Chinese steam locomotives exported to the United States. It was built in 1989 for Connecticut’s Valley Railroad, where it ran into the 1990s. The Susquehanna purchased its own SY locomotive, but it was lost at sea when the ship it was on sank. The NYS&W then purchased the Valley locomotive (then numbered 1647) and gave it the number 142, two numbers above the last Susquehanna 2-8-2 (140) and one number above the one that sank (141). It ran in excursion service on the railroad for more than a decade before being sold to the historical society. 

The other Chinese-built steam locomotives in the U.S. include Valley Railroad SY 2-8-2 3025 (built for the Knox & Kane in 1989), JS 2-8-2 8419 at the Boone & Scenic, Iowa Interstate QJ 2-10-2s 6988 and 7081, and R.J. Corman QJ 2-10-2 2008 (now owned by Kentucky Steam Heritage Corp.). 

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by Otto M. Vondrak/photos as noted

Five years after global pandemic restrictions decimated ridership for transit agencies across the country, MTA Metro-North Railroad is experiencing many positive signs of ridership recovery while new locomotives and rolling stock are arriving to help refresh the fleet and meet the demands of a new economy. Commuter agencies across the country are seeing signs of improvement, with Boston’s Massachusetts Bay Transportation Authority coming closest to pre-pandemic ridership levels, consistently exceeding 90 percent in 2024. This past summer, Florida’s Tri-Rail reported 4.5 million riders, surpassing 2019’s record ridership of 4.4 million. Others like Metrolink in California report only 65 percent recovery as Los Angelinos are slower to return to the office full-time.

A subsidiary of New York’s Metropolitan Transportation Authority established in 1983, Metro-North is the nation’s second-busiest passenger carrier by volume, reporting more than 60 million riders in 2024. While this amounts to a roughly 22 percent shortfall against 2019 totals of 86.6 million riders, trends in 2025 point to steady climbs in ridership totals. Some single-day and monthly records in 2025 are hitting new post-pandemic highs, showing strong momentum.

In the midst of this positive growth, MTA leadership selected Justin Vonashek to become Metro-North’s seventh president, taking office this past April. He came to Metro-North in 2016 as Vice President of System Safety, and was later promoted to Senior Vice President of Operations in 2020. In 2023, he was named Executive Vice President and Chief Operating Officer, where he managed all aspects of the railroad’s operations.

Vonashek is no stranger to trains and transit. Growing up in Chicago and graduating from Illinois Institute of Technology, he joined Metra in 2005 as a Transportation Specialist. He quickly rose through the ranks in a variety of roles at the nation’s third-busiest carrier as transportation specialist, corporate trainmaster and manager of schedules and service. During his time at Metra, he served as the liaison with Union Pacific and BNSF Railway, developed a schedule of Saturday service for the Southwest Service (former Wabash route between Chicago and Manhattan, Ill.), and also set up special event service for White Sox home games at 35th Street “Lou” Jones Station on the Rock Island District. He also represented Metra on the FRA Rail Safety Advisory Committee, the Association of American Railroads’ Locomotive Committee, as well as the American Public Transportation Association’s Passenger Rail Equipment Safety Standards Committee. It’s no wonder that Don Orseno, then Metra’s Interim Executive Director/Chief Executive Officer, nominated Vonashek as one of Progressive Railroading’s “Rising Stars” in 2013. “When I think of future leaders in the industry, I think of Justin Vonashek,” he said.

Vonashek moved over to Keolis in 2014, where he was named Chief Safety, Security, Emergency Preparedness and Regulatory Compliance Officer as the contractor prepared to take over operation of MBTA’s commuter rail operations that year. It was there that he continued his safety campaigns, including promoting the use of the Confidential Close-Call Reporting System (C3RS), which allows employees to anonymously report a safety problem or close-call event to a third party. It was this focus on safety and regulatory compliance that he brought to Metro-North when he first came on board in 2016. In an exclusive sit-down with the new Metro-North president, Railfan & Railroad asked Vonashek observed from his time at Metra, MBTA, and Metro-North, “While each railroad had its own specific challenges, the common thread is each one is focused on safety.”

Of course, the railroad’s most visible metric is daily ridership, which has trended upward in recent years as workers return to the office and discretionary travel picks up for entertainment and events. “This past week [last week of September], we broke records for best daily ridership,” while the railroad currently reports they are at 87 percent of pre-pandemic ridership levels. Of note, stations in The Bronx have seen growth of 150 percent over last year. Special event service to Yankee Stadium has been growing, too. “We saw our highest ridership to Yankee Stadium this past week [last week of September], with 16 percent of attendees traveling to the game by train.” In addition, the railroad is looking forward to its first service expansion in more than 25 years with the extension of New Haven Line service to New York Penn Station in 2027. “Enhanced East Bronx service and Penn Station Access will be a game changer,” Vonashek said. Four new stations will be added in the East Bronx: Hunts Point, Parkchester/Van Nest, Morris Park, and Co-Op City, providing direct rail access to Penn Station for Bronx residents.

ABOVE: Metro-North president Justin Vonashek disembarks from a New Haven Line “Super Express” at Grand Central Terminal in New York City. —Courtesy MTA

Asking if there are other possible territory expansions in the future, Vonashek said, “We’re focusing on improving the existing service we have and making sure the customers have the best possible experience.” More trains are being added to the upper Hudson Line to address crowding, including two new “Super Express” runs to be introduced in October that offer 90-minute service from Poughkeepsie. This follows on the heels of the new “Super Express” service introduced on the New Haven Line back in March, saving up to 25 minutes of travel time for commuters coming from Connecticut. “We saw a 10% increase in ridership after we added the Super Expresses on the New Haven Line.” These gradual improvements to schedules are the result of increased demand as more workers are traveling to New York City.

This past February, officials across the Hudson River in Orange and Rockland counties were demanding better service on the Port Jervis and Pascack Valley lines. According to a report in the Journal News, Rockland County Executive Ed Day argued that west-of-Hudson (WOH) commuters do not receive the same level of service as those on the east side of the river, and that fare hikes and increased subsidies are not justified until improvements are made. Vonashek said the challenges to expanding WOH service are directly related to the overall system capacity of partner New Jersey Transit. “There’s a practical issue of the miles of single-track main line, a lack of siding capacity, plus yard capacity in Suffern, N.Y., and Hoboken, N.J.” According to Vonashek, WOH service posted a 94 percent on-time performance rating, compared to NJT’s average 90 percent system-wide OTP. “We recently named a new superintendent of WOH just to focus on that territory, and it’s made a huge difference in terms of managing the customer experience.”

ABOVE: Metro-North GE P32AC-DM 208 wearing the 40th anniversary tribute to the original Metro-North “beachball” design of the 1980s leads a Hudson Line train at Marble Hill, N.Y., on August 30, 2025. Locomotive 208 was selected because FL9 2008 was the last of the iconic cab units to be retired from regular service in April 2007. While new Siemens Chargers are arriving to replace the P32s, 15 rehabbed units will remain on the roster through at least 2032. —Otto M. Vondrak photo

When asked how overall system velocity can be increased, Vonashek said that improvements to the signal systems in certain areas have allowed for increased speed. Plus, the introduction of the new Siemens Chargers helps reduce station dwell time. In 2021, Metro-North placed an order for 27 Siemens Charger SC42-DM dual-mode locomotives that can operate off third rail or diesel power to gradually phase out the aging General Electric P32AC-DM units delivered 30 years ago. Vonashek was excited about the new Chargers entering revenue service ahead of schedule and under budget. “No. 301 entered revenue service last week, and 302 entered service this week.” While most of the P32s will be retired, the railroad will retain 15 units and rehab them in-house to maintain them as part of the fleet through 2032. “The Heritage Unit program is part of that, as some locomotives come through for rehab.” Extensive body work is part of the program to keep these units in a good state of repair, and so far, Metro-North has released seven heritage units honoring predecessor railroads.

Vonashek is also looking forward to the arrival of new Siemens Charger dual-mode battery power/AC locomotives that will be dedicated to Penn Station Access service. These new locomotives can draw power off AC overhead catenary on the New Haven Line, or use internal battery power.

In MTA’s recent $68 billion capital plan (2025-2029), Metro-North received $6 billion that will be applied to maintaining the “core service,” which includes $1 billion dedicated to the Grand Central Terminal “artery” that funnels the Hudson, Harlem, and New Haven Lines into the busy terminal. “This is more than double past appropriations,” said Vonashek. These funds will be applied to the GCT “trainshed” (platform area) and ongoing Park Avenue Viaduct repairs, fortifying the Hudson Line against coastal surges and landslides, bringing stations to a good state of repair, upgrading electrical substations, purchasing new rolling stock to replace the last of the Budd M-3s, and improving overall system accessibility.

What’s it like to be the president of Metro-North? “I’m extremely grateful for this opportunity that I never expected, but that I also never take for granted,” Vonashek said. “Walking through Grand Central each day and taking in its beauty, a testament to the work of our skilled employees, not just in GCT, but throughout the whole system,” he said, “We are the premier commuter agency.”

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David Fink, former president of Pan Am Railways, was confirmed on October 7 as the next administrator of the Federal Railroad Administration. Fink was confirmed with a slate of other Trump appointees in a 50 to 45 vote in the U.S. Senate, with five members not voting. 

In a statement to the media, Association of American Railroads President and CEO Ian Jefferies celebrated the confirmation. 

“Freight rail is the backbone of the American economy – moving what matters safely, efficiently, and reliably every day. David’s unique experience as a fifth-generation railroader brings unmatched expertise to this role, enabling data-driven regulation and modernization that strengthens safety and performance across the network,” Jefferies said. “AAR looks forward to collaborating with Administrator Fink and the FRA to advance smart, evidence-based policies that foster innovation, enhance supply chain resilience, and support U.S. global competitiveness. Together, we can ensure America’s rail system continues to lead the world.”

Fink is the son of the late David A. Fink, who teamed up with Timothy Mellon in the 1980s to acquire the Maine Central, Boston & Maine, and Delaware & Hudson to form the Guilford Rail System (later to become Pan Am Railways after Mellon purchased the failed airline’s name). Mellon was also a major contributor to the Trump campaign. 

David Fink began his career at General Motors in the 1980s and joined his father’s railroad in 1998. He became president in 2006 and stayed on until 2022, when the regional railroad was acquired by CSX Transportation. 

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BNSF Railway made its strongest argument yet against the proposed Union Pacific-Norfolk Southern merger by releasing a position paper that states the combination would cause chaos on the national rail network and negatively affect shippers. In the paper, the Class I railroad urges shippers and the public to speak out against the $85 billion deal that would create the nation’s largest railroad 

In the paper, BNSF officials note that a combined UP-NS would hold 45 percent of the total U.S. freight tonnage, including 50 percent of the market share for chemicals, metals, and lumber. The railroad argues that this would lead to higher shipping costs for railroad customers. In comparison, the recent Canadian Pacific-Kansas City Southern merger resulted in control of 5 percent of the U.S. freight market 

“No customer is asking for a UP-NS merger to happen,” the position paper begins. “It’s driven by Wall Street on the promise of a big shareholder payout. BNSF does not believe a merger is necessary at this time, when we can deliver immediate benefits to our customers while preserving competition.”

The paper further criticized how UP’s past mergers, especially with Southern Pacific in 1996, disrupted the national rail network for months afterward. It pointed out that concessions to other railroads don’t always work. For example, BNSF has had to take UP to court multiple times over the years to force it to honor its commitments regarding trackage rights granted in the late 1990s 

BNSF reiterated it isn’t interested in merging with CSX, something its owner, Warren Buffett, has stated multiple times since UP and NS announced their plans in July 

“BNSF doesn’t believe the appropriate competitive response is for BNSF to acquire CSX at this time,” the railroad wrote. “We should not be viewed as the fix to correct the competitive imbalance that UP-NS are trying to create. Wall Street and UP would like to force BNSF into a competing merger that creates a coast-to-coast duopoly controlling over 90 percent of our nation’s rail traffic.”

—Justin Franz 

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The Age of Steam Roundhouse Museum in Ohio has acquired Chesapeake & Ohio Railway 2-6-6-2 1308 from the Collis P. Huntington Railroad Historical Society in West Virginia. The locomotive is the 25th engine to join the Age of Steam fleet and the first articulated. 

Locomotive 1308 is one of ten built for the C&O in 1949, the last steam engines made by Baldwin Locomotive Works for domestic service. The final one in the group, C&O 1309, operates today at the Western Maryland Scenic Railroad. C&O 1308 has been on display in Huntington for decades, and although the historical society maintained the locomotive’s cosmetic condition, the years outdoors were taking a toll on the engine. 

“The 1308 has been displayed unprotected outdoors in a Huntington city park since October 9, 1962,” said Nathan Vance, executive director of Age of Steam Roundhouse Museum. “While Collis P. Huntington members regularly repainted their steamer, paint protected only 1308’s exterior surfaces, and rusting of the locomotive’s boiler and all the other steel parts has continued unabated from the inside out for 63 years. The Age of Steam Roundhouse Museum can end all of that.”

Age of Steam plans to cosmetically restore the locomotive for display. The museum was the brainchild of Ohio Central Railroad founder Jerry Joe Jacobson, who collected an impressive fleet of steam engines before his death in 2017. 

It is unclear when 1308 will be relocated to Ohio. 

—Justin Franz 

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Another proposal is being floated to revive the isolated Black Mesa & Lake Powell Railroad in northeastern Arizona for tourist operations.

The all-electrified BM&LP was built in the early 1970s to haul coal 78 miles from the Kayenta Mine near Kayenta, Ariz., to the Navajo Generating Station power plant at Page, near Lake Powell. It ceased operations in August 2019 with the closure of the Navajo Generating Station; the joint closure cost the Navajo Nation hundreds of well-paying jobs and a major source of economic infusion. The trackage has sat unused since the catenary was removed not long after closure, and was officially turned over to the Navajo Nation in February 2024. The rail corridor and its parallel service road are now under the care of the Navajo Nation’s Division of Economic Development.

The Navajo Nation has explored potential reuse of the corridor since the railroad’s closure, including reversion to farmland, railbike operations, tourist train operations, and a recreational trail. Most proposals have been stymied by the region’s relative remoteness and lack of economic resources.

Now a new company is proposing tourist operations on the track, using “sustainable” vehicles powered by solar and hydroelectric power.

Sunbeam Tours and Railway, or STAR, has announced plans to “transform cultural sustainable tourism” with zero-emissions electric rail vehicles, which will make the Navajo Nation accessible to tourists while creating economic opportunities for the local Navajo population. The company was founded by Celesta Littleman, a former Navajo Generating Station employee and now an M.B.A. student at Arizona State University.

Littleman received an Emergency Operating Agreement for STAR from the Navajo Nation in June, after a lengthy process that spanned five years and two Navajo administrations. Now, the company is preparing to complete a feasibility study and potentially acquire and test rail vehicles, to be powered by renewable solar/hydroelectric power provided by the Glen Canyon Dam and operated through Arizona’s Grand Circle Region.

In an interview with the Navajo-Hopi Observer, Littleman said tourism is the number one economic industry for the area now that the power plant and coal mines have closed. The Kayenta Mine and associated fees once provided as much as eighty percent of local Native American government budgets.

“Tourists have come not just for scenery but they’ve come for the Navajo experience,” she said. “My dream is to use the railroad tracks to give visitors a once-in-a-lifetime experience to see parts of the Navajo Nation that no one would ever see.”

Littleman said STAR would bring more tourists to nearby Horseshoe Bend, Lake Powell, Antelope Canyon and other canyons along the way. The hope is to have a STAR vehicle on each end of the railway — one will go from Page to Kaibeto and back, and the other one will go from Shonto to Cow Springs and Kaibeto and back — 60 miles roundtrip on both ends. Local service to Navajo residents to economic centers would also be provided. (The former Kayenta Mine is 20 miles southwest of its namesake town.)

Suppliers for the equipment to be used have not been specified, but artistic depictions at the company’s website (https://sunbeamrailway.com/) show hi-rail-adapted road vans and potential passenger trains set in the Arizona mesa desert landscapes.

—Alexander D. Mitchell IV

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The American Steam Railroad Preservation Association will mark the 80th anniversary of Reading Company 4-8-4 2100’s construction with a special open house in Cleveland on October 11. The event will be held at the Midwest Railway Preservation Society’s roundhouse and will support the ongoing restoration of the Northern. 

Reading 2100 was built in the railroad’s own shops in September 1945 by essentially expanding an existing Baldwin 2-8-0. The locomotive operated into the 1960s. In 1975, it and its sister locomotive, 2101, were purchased by Ross Rowland. Locomotive 2101 was restored for the American Freedom Train while 2100 served as a parts source. Locomotive 2100 was briefly restored in the 1980s before moving to Ontario and then Washington State, where it briefly ran in the 2000s. In 2015, the locomotive was moved to Ohio to be restored by ASRPA. The locomotive was fired up for the first time since the 2000s earlier this year. ASRPA hopes to have the engine in service by next year and plans on painting it in American Freedom Train colors. It is also getting a new number, 250, to mark the nation’s 250th birthday 

“We at ASR are very excited to be hosting our very first open house to let all of our followers and supporters have an opportunity to see No. 250 up close and in person and to see and touch railroading history being made right here in Cleveland,” said ASR President Rob Gardner.

Admission for the event starts at $15.00 per person, and children under 3 are free. Guests 16 and under must be accompanied by a ticketed adult. To register in advance, visit www.americansteamrailroad.org/visit-events.

—Railfan & Railroad Staff

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The Illinois Railway Museum is raising money to restore its Union Pacific DD40X “Centennial” to operation. 

UP 6930 was one of 47 eight-axle locomotives built by EMD in 1969. Since that year marked the 100th anniversary of the completion of the first transcontinental railroad, they were called “Centennials.” The engines operated for a decade before being retired in 1980. Three years later, 25 of the DD40Xs were brought back into service and operated for another two years. Among them was 6930. 

After the engine was retired permanently, UP removed its traction motors, wheels, and prime movers to be used on other units. The locomotive was donated to IRM in 1991 with worn-out components but a mostly intact electrical system. In 2005, IRM restored 6930 to become a cab car. Now, the museum aims to complete that restoration and is raising funds to do so. The museum has two replacement prime movers donated by Progress Rail, ready to be installed. However, they still need eight traction motors, and a full cosmetic restoration will be required. For more information, visit irm.org/revive-the-centennial/.

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The restoration of New Jersey’s “Merci Train” boxcar, an artifact rediscovered in a warehouse in 2024, started in Boonton, N.J., over the weekend. The kickoff coincided with the United Railroad Historical Society of New Jersey’s annual Railroad Museum [For a Day] event 

The “Merci Train” consisted of 49 boxcars from France, gifted to the United States as a thank-you for the country’s aid during World War II. These cars, built in the 1890s and previously used to transport troops in World War I, were filled with gifts from French citizens. The 49 boxcars—one for each state, plus the then-Territory of Hawaii—were shipped to New York Harbor in 1949 and unloaded at Weehawken, N.J., before being distributed across the country. New Jersey’s car was taken to Trenton, where it was officially presented to the state at a ceremony that drew over 20,000 attendees

After the car was unloaded, it was entrusted to the American Legion to serve as a monument and exhibit. However, by 1958, the car’s whereabouts were unknown, and historians believed it was lost forever. In 1993, a similar boxcar was found in a field in Tennessee by the National World War I Museum and Memorial. The owner planned to scrap it, but the WWI museum rescued it and stored it in Kansas City, where it stayed for the next 30 years. In 2024, the WWI museum curator, Dr. Chris Juergens, aimed to uncover the boxcar’s history with help from Merci Train historian David Knutson 

“Purely by accident, I saw pictures of an old boxcar posted on Facebook and was able to determine it was New Jersey’s missing boxcar,” Knutson said. “When I realized the Museum and Memorial actually had the car in their possession, I was thrilled. Now, thanks to URHS, it will return to New Jersey and be properly restored for future generations to appreciate.”

Earlier this year, URHS acquired the car and relocated it to New Jersey, where it is currently being restored. URHS Executive Director Kevin Phalon said a complete evaluation will need to be done, but early inspections show that about one-half to three-quarters of the car’s sideboards can be salvaged, as well as most of the metal. The roof and floor will need to be completely replaced. The car has road tires, something it received when it arrived in the United States, and Phalon said those will remain. 

“The Merci train is a unique symbol of international friendship, gratitude, and the enduring legacy of those who served in the World Wars,” Phalon said. “The story of how it got from France to America and then to New Jersey is nothing short of miraculous.”

For more information, visit URHS.org/MerciTrain.

—Railfan & Railroad Staff

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CSX Transportation announced on Monday that CEO Joe Hinrichs had departed and was being replaced by Steve Angel. The sudden change came without explanation and just days after Hinrichs celebrated his third anniversary at the helm of CSX. 

The transition comes as CSX is coming under increased pressure to respond to Union Pacific and Norfolk Southern’s proposal to merge. Some investors had called for Hinrichs to forge a merger partnership with either BNSF or CPKC, or resign. However, so far, CSX has opted for collaboration instead of a merger. 

In CSX’s announcement of Angel’s appointment, officials wrote that the new CEO was an expert in guiding companies through “significant transformation.” Angel previously led Linde plc, a chemical company, and General Electric. 

“We are excited to welcome Steve as our new CEO. He is a visionary in creating long-term value and an expert in guiding companies through significant transformation. The Board conducted a very targeted process, and Steve was the clear choice to lead CSX,” said John Zillmer, Chairman of CSX. “The Board is laser-focused on advancing CSX’s strategic priorities and maximizing shareholder value, and we are confident Steve has the right skillset, expertise, and background to help us deliver our next phase of growth.”

While it seems most of UP and NS’s competitors wanted to avoid additional mergers — and are vocal against the UP-NS deal — shifting opinions in Washington D.C. might mean they have little choice. Earlier this month, President Donald Trump was asked what he thought of the proposed merger and said it “sounds good to me.” While the president does not have the ability to approve or deny mergers, the White House appears to be putting its thumb on the scale in support of the merger, most notably with the dismissal of Robert E. Primus at the U.S. Surface Transportation Board. Primus was notable for being the lone vote against the CPKC merger in 2023. 

—Justin Franz 

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Almost one year to the day after Hurricane Helene wiped out much of CSX’s Blue Ridge Subdivision between Erwin, Tenn., and Spruce Pine, N.C., this portion of the former Clinchfield Railroad was placed back in service. On Thursday morning, September 25, 2025, coal train C758 (Bailey, Penn.-Terrill, N.C) departed Erwin, and rolled south through a ceremonial ribbon placed at the Poplar, N.C., bridge over the Nolichucky River. It was a welcome site to CSX employees and contractors, who worked tirelessly through this $450 million, 60-mile-long rebuilding project.

It was also fitting that CSX assigned its Clinchfield heritage unit, ES44AH 1902, to lead the train out of Erwin. This locomotive had been brought into Erwin five days earlier on Train U248, an extra local called out of Bostic, N.C., to work a couple of customers along the route. As of opening week, CSX had several other unit trains planned to traverse the Blue Ridge Sub, such as coal train C404 (Danville, W.Va.-Brice, N.C.). Manifest traffic, one to two trains each way daily pre-flood, was expected to resume in early October.

—Scott Lindsey

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The future for the iconic Beverly Shores station on the South Shore Line looks bright after the Northern Indiana Commuter Transportation District agreed to lease the structure to Indiana Landmarks for 100 years, ensuring that a museum and art gallery inside can remain there. 

In the late 1980s, the structure, one of the last Spanish Colonial Revival-style depots on the system, was scheduled for demolition. However, supporters of the building rallied to preserve it and have it listed on the National Register of Historic Places. The town of Beverly Shores helped establish a museum, which opened in 1988. The depot continues to operate as a flagstop. 

The depot’s original lease was nearing expiration, so NICTD partnered with Indiana Landmarks to extend it, securing its preservation for the future. 

“The South Shore Line deeply appreciates this new partnership with the railroad, the town and Indiana Landmarks,” said Michael Noland, NICTD president and CEO. “Preserving this historic piece of our history and the Samuel Insull era of the railroad takes a group effort. This strategic partnership brings Indiana Landmarks into the fold to help secure much-needed resources for this community and regional asset, and we are most grateful.”

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Railroad journalist and columnist Don Phillips died on September 23 after a years-long illness. He was 83.

Phillips was one of the nation’s leading transportation journalists, working for the Washington Post and International Herald Tribune. However, in the railroad world, he was best known for his columns in Trains, which ran from 1977 to 2018, with a brief hiatus in the late 1980s, often under the moniker “The Potomac Pundit.” 

Phillips grew up in Birmingham, Ala. He studied journalism at Auburn University before landing a job at United Press International’s Atlanta bureau in 1966, marking the start of a decades-long career in newspapers. That same year, Phillips had his first byline in Trains. He went on to cover many of the biggest stories in railroading during the late 20th century, from the Northeastern railroad crisis leading to the establishment of Conrail and the Staggers Act, to the infamous deadly wreck on the Northeast Corridor at Chase, Md., in 1987, to the merger mania of the 1990s.

Phillips wrote his last column for Trains in 2018 and soon found a new venue for his work with Railfan & Railroad, where he wrote “Capitol Lines.” He also wrote a column for Passenger Train Journal. Throughout his career, his writing carried both personality and warmth, whether examining the political hurdles facing the industry or evoking the deep nostalgia that has always been at the heart of railroading.

—Justin Franz 

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On September 22, the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART-TD) made an unprecedented announcement that its leadership was throwing its support behind the proposed Union Pacific-Norfolk Southern merger. In return for the union’s support, UP and NS officials have stated that all SMART-TD members working in train and yardmaster service would be guaranteed a job for the length of their careers following the possible merger. It is the first time in history that a union has backed a major Class I merger of this size. 

In a press release, SMART-TD officials stated they believed that the guarantee not to furlough any members would reduce service disruptions following a consolidation, something that has haunted past mergers (including some of UP’s previous acquisitions). 

“This is a proud day for our members,” said SMART-TD President Jeremy R. Ferguson. “For generations, railroaders have worried about what mergers might mean for their jobs and whether or not they would be given the opportunity to reach retirement on the rail. Today, we can say with confidence that the biggest railroad and the biggest rail union in America are breaking new ground. We are protecting jobs, protecting families, and protecting the future of the U.S. supply chain.” 

UP CEO Jim Vena said that the deal with SMART-TD confirmed his previous assertion that no unionized employees would lose their jobs as a result of the merger. “When we announced our intent to create the first transcontinental railroad in America, I made a promise to protect the jobs of all unionized employees. Those who have a job when the merger is approved will continue to have one,” Vena said.

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In mid-September, Sound Transit took a significant step toward opening the final portion of its 2 Line. The first Link light rail vehicle crossed the I-90 floating bridge under its own power overnight on September 8, kicking off test runs on the line expected to open in early 2026. This marks a historic milestone for both Sound Transit and the transit industry – it was the first time light rail trains under power have operated across a floating bridge anywhere in the world.

During the historic test, a single train crossed the Homer M. Hadley bridge several times at increasing speeds, from approximately five miles per hour up to the full operating speed of 55 mph. The test was conducted in darkness so crews could observe and document expected electrical arcing. Arcing between the overhead catenary and the vehicle is typical in this phase of testing. 

The next step in the process is rigorous testing, which includes live wire and signal testing, which will be completed over the next few months. The opening of full 2 Line service is expected in early 2026.

—Bob Gallegos

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The parent company of Rocky Mountaineer has purchased the historic Lake Louise, Alberta, depot. Last month, Armstrong Collective announced it acquired the 1910 station that houses a restaurant and serves as a boarding location for its First Passage to the West excursion. 

The station was built by the Canadian Pacific Railway and served as one of its gateways to Banff National Park and the railroad’s hotels, including the nearby Chateau Lake Louise. 

“Rocky Mountaineer’s guests have been enjoying the incomparable scenery of Lake Louise for 35 years, and we are proud to continue our investment in the region with the purchase of the Lake Louise Railway Station and Restaurant,” said Tristan Armstrong, CEO, Armstrong Collective. “This acquisition ensures the long-term stability of an iconic community business, as well as for our Rocky Mountaineer train operations in the area. We look forward to working alongside the existing Lake Louise Railway Station and Restaurant team to continue providing incredible experiences for visitors and local residents.”

The company stated that the station restaurant would continue to be operated by its current management for the rest of the season. 

—Railfan & Railroad Staff

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Pulse of the Continent, a new documentary about CPKC’s “Final Spike Steam Tour” in 2024, premiered at a Calgary film festival over the weekend with a party attended by the crew and locomotive that starred in it. The event near downtown Calgary marked the first time in more than a year that Canadian Pacific H1b 4-6-4 2816 appeared in public and under steam. 

The new movie chronicles the 76-day, 10,000-mile journey that 2816 and her crew made from Calgary to Mexico City and return in 2024. CPKC restored the locomotive to service to celebrate the one-year anniversary of CP and Kansas City Southern. However, the 2024 trip was historic for several reasons: 2816 became the first steam locomotive to visit Canada, the United States, and Mexico; it was the first main line steam locomotive to run in Mexico since the 1960s; and at 10,000 miles, the tour will likely be remembered as the longest steam excursion featuring a single locomotive. 

Since the locomotive returned to Calgary, it has been stored at CPKC headquarters, and the railroad has been tight-lipped about its future. However, sources close to the railroad say the locomotive is well cared for, and its appearance at the film premiere suggests that CPKC isn’t finished with the 95-year-old locomotive yet.

Locomotive 2816 was built by the Montreal Locomotive Works in 1930. The locomotive ran in regular service until 1960, when it was retired and eventually sold to F. Nelson Blount, the founder of Steamtown. In the 1990s, it was reacquired by CP and restored to service in 2001. The locomotive ran for about ten years before being placed in storage in 2012. 

—Justin Franz 

The post CP 2816 Makes Appearance at Calgary Film Premiere appeared first on Railfan & Railroad Magazine.

Union Pacific filed a lawsuit in federal court in September against Metra, claiming the Chicago-based commuter railroad owes $2.3 million in track fees. The suit comes just months after Metra officially took control of passenger operations on the UP-North, UP-Northwest, and UP-West routes. 

Although trains have long had Metra branding and equipment, UP crews have been operating passenger trains to Waukegan, Harvard/McHenry, and Elburn since 1995, when it took over the Chicago & North Western.

Since 2019, the freight railroad has been trying to avoid its obligation to provide passenger service itself, but the two sides have not been able to agree on how much Metra would pay to use UP’s tracks. When the previous contract expired earlier this year, Metra took control of the operation without settling the key payment detail. As a result, Metra is operating under the terms of a previous contract, but UP says that’s not sufficient. 

While the payment issue is pending in a federal court, the U.S. Surface Transportation Board has approved a request from Metra for trackage rights over UP lines to ensure service can continue regardless of what happens in the courtroom. 

—Justin Franz 

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