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The proposed budget (download below), which aligns expenses with RTD’s Strategic Plan, was made available on Oct. 10 during the RTD Board’s Finance and Planning Committee and “minimizes impacts to transit service delivery and retains the agency’s people power to deliver on its mission.”

The Oct. 10 committee discussion included an overview of cost-saving recommendations under consideration in the 2026 proposed budget “to more closely align expenditures to projected revenue,” RTD noted.

“In the region and across the country, several businesses, organizations, and municipalities are navigating significant financial uncertainty,” said RTD General Manager and CEO Debra A. Johnson. “For many public transit agencies, including RTD, the near-term financial outlook is challenging and will require a deliberate and forward-thinking approach to balance expenses and revenue. The agency must make budgetary decisions that will safeguard RTD’s long-term financial health and ensure it is to continue delivering essential transit services and connections in the Denver metro area.”

For FY 2026, RTD’s Board of Directors is considering $1.3 billion in appropriations for operating expenses, state of good repair work, and debt service. The proposed appropriations do not include any capital carryforward expenses from the 2025 budget. Excluding the impact and timing of East Colfax Bus Rapid Transit (BRT), RTD’s revenue budget is expected to increase 6.4% to $1,141 million over the 2025 budget, according to the agency. RTD’s labor and purchased transportation expense comprise more than two-thirds of operating expense in next year’s proposed budget.

RTD’s primary source of revenue, approximately three-fourths in the 2026 proposed budget, comes from the collection of a 1% sales and use tax in the Denver metro area. The sales and use tax is subject to external market factors, including inflation, recessions, and the availability of goods and services. The agency’s finance team has been closely and regularly monitoring financial forecasts, year-to-date expenses, and revenue projections to guide the 2026 fiscal year budget development, according to RTD. The proposed budget also accounts for uncertainties in the financial climate for government agencies and private businesses alike.

The Business Research Division (BRD) of the University of Colorado Boulder’s Leeds School of Business conducted independent third-party research to provide semi-annual sales and use tax forecast models to RTD in September 2025. The BRD projects a 1.2% increase in sales and use tax revenue in 2026, with a forecast of $877 million versus their latest forecast for 2025; $877 million in 2026 is 2.9% lower than the 2025 budget, as their projections for 2025 have declined since the 2025 budget was adopted in November 2024. In the year ahead, this revenue amount is forecasted to comprise 77% of RTD’s expected funding sources before the impact of East Colfax BRT. BRD’s medium forecast financial models are used by RTD to develop its annual budget and five-year financial forecast.

RTD says it will take a disciplined approach to managing expenses in the year ahead and is proposing the implementation of a variety of cost-saving opportunities.

Funding for service contracts that did not meet the anticipated budget costs for 2025 will be pared back in 2026, resulting in a projected $17 million savings, according to RTD/ The agency’s partnership program also may be streamlined for a $2 million savings. The agency’s closed (legacy) pension plan contribution for salaried employees is budgeted at $7 million in 2026 as compared to $15 million in 2025, since the plan is considered adequately funded. Other reductions in the proposed budget include delayed hiring for 81 vacant positions to yield $7 million in savings, and modifications to overtime are projected to deliver savings of $5 million.

RTD says it is not planning a reduction in force for 2026. However, the proposed budget does not include an allotment for a cost-of-living adjustment or merit increase for non-represented employees. In October 2025, the agency implemented a cost-saving measure impacting non-represented RTD employees who received a merit increase. The one-time lump sum distribution in 2025 resulted in $4 million in savings for 2026.

The 2026 proposed budget includes a recommended $20 million in debt financing for cutaway vehicles that are used for paratransit and FlexRide services. The plan proposes a defeasance, or prepayment, of $57 million in 2026 debt obligations to strengthen the agency’s fiscal outlook. The 2026 proposed budget includes no change to the FasTracks Internal Savings Account balance that is currently $192 million. The capital replacement fund is proposed at $166 million, “though not expected to be sufficient to cover capital requirements through 2030,” the agency noted. The operating reserve of $227 million is set to three months of operating expenses according to fiscal policy.

RTD says it will monitor the budget throughout 2026 and adjust, as necessary, “while avoiding actions that would postpone funding for preventative maintenance or equipment replacement.” The agency’s FY 2026 budget complies with Colorado Local Government Budget Law.

The Board will consider acting on the proposed budget on Dec. 2 at 5:30 p.m., following a public hearing.

In related news, effective Oct. 15. RTD’s Transit Police Department (RTD-PD) Detective Bureau is fully operational and able to start investigating and prosecuting crimes.

The department, the agency says, laid the groundwork for its internal detective bureau in January to pursue investigations that occur on RTD property across jurisdictions. Since then, the RTD-PD worked to establish bureau protocols across eight counties and 40 municipalities within RTD’s service area to formally prosecute personal crimes, involving any threat or use of force, and includes felony-level narcotics violations across the agency’s system or property.

More information is available here.

The post Denver RTD Proposes $1.3B Budget for FY26 appeared first on Railway Age.

The plans (download below) will be the subject of public feedback, including hearings, before the commuter railroad’s Board of Directors votes in November.

“Like CTA [Chicago Transit Authority] and Pace [Suburban Bus], Metra initially expected to be facing a larger funding shortfall next year, brought on by the expected exhaustion of federal COVID-relief funds,” the railroad reported Oct. 10. “The agencies have been using the relief funds to cover drops in fare revenue due to lower post-pandemic ridership. But thanks to a variety of factors, Metra now expects to be able to get through most of 2026 before those relief funds are fully spent. And it expects to be able to cover the smaller shortfall with prioritized hiring, delayed discretionary spending, delayed service expansions, better operating results, and higher sales taxes.”

However, Metra said it anticipates a $276.3 million shortfall in 2027 and a $304.8 million shortfall in 2028. “Severe service cuts and other actions will be needed unless the Legislature acts to increase funding for public transportation in Illinois to replace the COVID-relief dollars,” it reported.

Illinois’ Regional Transportation Authority (RTA) required Metra, CTA, and Pace to raise fares by a minimum of 10% next year to help address deficits brought on by the exhaustion of federal COVID-relief funds, according to Metra. This would be the first across-the-board fare increase since 2018. Due to the need to round fares to the nearest quarter to assist onboard fare collection, Metra said fares would increase 13% to 15% depending on the fare product and the number of zones traveled.

For instance, the cost of a One-Way Ticket would increase to $4.25 from $3.75 for Zone1-2, to $6.25 from $5.50 for Zone 1-3, and to $7.75 from $6.75 for zone 1-4.  The cost of a Monthly Pass would increase to $85 from $75 for Zone1-2, to $125 from $110 for Zone 1-3, and to $155 from $135 for zone 1-4. The cost of Day Passes, Day Pass 5-Packs, weekend passes, and all reduced fare products would also increase. See below for a comparison between all current and proposed fares.

The proposed operating budget of $1.1 billion is about $18 million, or 1.7%, lower than the 2025 budget. The decrease, Metra said, is largely driven by “operating efficiencies and other reductions offset by expected inflationary, contractual, and market increases.”

The budget is funded by system-generated revenue of $325 million, including $207.8 million in fares. It also is funded by $635.9 million in regional sale tax receipts and Metra’s remaining $206.1 million in federal COVID-relief funding. Metra said it is proposing to set aside $60 million in fare revenue for capital needs, including for a “critical program to replace or rehab hundreds of aging bridges.”

Metra said its $575.3 capital program is funded by $426.7 million in federal formula funding and discretionary grants, $88.6 million in Illinois PAYGO funding, $100,000 in an RTA Access to Transit grant, and $60 million in Metra capital funding. The program is said to allocate $268.2 million to rolling stock; $68.4 million to bridges, tracks and structures; $59.1 million in signals, electrical and communications; $27.3 million in facilities and equipment; $59.9 million in stations and parking; and $92.3 million in support activities.

Public hearings about the budget will be held throughout the region on Nov. 5 (in Will, DuPage, and Lake counties) and 6 (South Suburban Cook, Kane, North Suburban Cook, and McHenry counties) between 4 p.m. and 6 p.m. The City of Chicago’s Nov. 5 hearing, between 4 p.m. and 6 p.m., can also be attended virtually via Microsoft Teams.

• Report: RTA Redirects Funds From Metra, Pace to Prevent CTA Service Reductions
• Reports: Lawmakers Introduce Bill to Replace Chicago RTA
• Reports: UP Takes Metra to Court
• STB Grants Metra’s ‘Terminal Trackage Rights’ Application
• Metra’s MACs: From Freight Haulers to Commuter Service
• Metra Awarded $104MM for Station Upgrades, Switchers
• Metra Outlines 2025 Construction Program

The post Metra: 2026 Budget Proposal Includes Fare Increase appeared first on Railway Age.

Nearly 300 professionals from freight and passenger railroads, industry suppliers and consultants, universities, and research organizations gathered in Pueblo, Colo., earlier this month for the Third Annual TTC Conference & Tour, reported host ENSCO, Inc., which has operated the Federal Railroad Administration’s Transportation Technology Center (TTC) since October 2022.

The two-day event allowed industry stakeholders to access the TTC research and testing campus, offering 50 miles of test tracks (inclusive of catenary and third-rail electrified track, with vehicle test speeds of up to 165 mph) and the Center for Critical Infrastructure Protection. They took part in behind-the-scenes tours, technical demonstrations, and peer collaboration, according to ENSCO. Railway Age was a media partner.

The event opened Oct. 7 at the Pueblo Convention Center, where attendees heard from key transportation executives; Eric Gebhardt, Chief Technology Officer of Wabtec, served as the keynote speaker. Technical presentations were delivered by experts from across the rail industry and academia, covering topics such as hybrid propulsion, energy management, derailment detection, and digital twins, according to ENSCO. (Due to the federal government shutdown, it noted, federal agency personnel were unable to attend.)

Day two, held on the TTC site, featured a tour of the facility’s rail research and testing assets. “Interactive tour stops showcased systems for track inspection, grade crossing safety, fiber optic sensing, and more, culminating in a live derailment demonstration that highlighted rapid response and data collection capabilities in a controlled environment,” ENSCO said.

“The TTC plays a critical and enduring role in shaping the future of rail transportation by conducting research and testing that prevents safety or security incidents, informs regulatory progress, proves the latest industry technology advancements, and develops the railway workforce,” ENSCO President Jeff Stevens said. “ENSCO was proud to host the TTC Conference & Tour, an outstanding forum for technical collaboration and knowledge sharing to drive the continued advancement of America’s rail systems.”

“We are extremely pleased with the growth of this event year over year, both in size and in the diversity of participants,” added Acacia Reber, Head of Brand Strategy and Engagement at ENSCO. “The TTC has always been the world’s largest, most secure rail testing site and a hub for innovation, and this conference builds on that legacy by bringing suppliers, railroads, transit, government partners, and researchers together in one place. Our intention is to continually expand the program and demonstrations, so the industry sees real value in what happens here.”

The 2026 event is scheduled for Oct. 20-21. For more information, contact Acacia Reber at reber.acacia@ensco.com.

• Improving Rail Operations Using AI and Machine Learning: Detecting Trespasser Hotspots
• Derailment Investigation, Prevention, Detection
• Automated Rolling Stock Inspection with Wayside and Onboard Technology
• Grade Crossing Collision Testing at the TTC
• Battery Safety in Rail Transportation

The post Eric Gebhardt Headlines Third Annual TTC Conference & Tour appeared first on Railway Age.

Jacksonville, Fla.-based Pinsly Railroad Company on Oct. 16 reported that its ninth short line, Georgiana & Andalusia Railroad LLC, has assumed operations in southern Alabama.

The 36-mile line, formerly operated by Genesee & Wyoming’s Three Notch Railway LLC, connects to CSX at Georgiana, Ala., and spans to Andalusia, Ala.

“The Georgiana & Andalusia Railroad is set to make significant infrastructure investments to support the growth of both current and future rail-served customers in the region,” reported Pinsly (formerly known as Gulf & Atlantic Railways, LLC), which operates eight other small roads (Florida Gulf & Atlantic Railroad; Grenada Railroad, a Railway Age 2021 Short Line of the Year Honorable Mention; Camp Chase Railway; Chesapeake & Indiana Railroad; Vermilion Valley Railroad Company; North Florida Industrial Railroad; Pioneer Valley Railroad; and its most recent addition Hondo Railway). “The planned investments reflect Pinsly’s ongoing commitment to enhancing supply chain solutions and driving economic development in the communities it serves.

“Pinsly Railroad Company is excited to bring its legacy of safety, customer service, and community engagement to southern Alabama,” Pinsly Chief Commercial Officer Cassie Dull said. “We look forward to building strong partnerships and delivering reliable rail service that supports local industry and job creation.”

In related news, Pinsly’s Chief Human Resources Officer Gaynor Ryan has earned a 2025 Railway Age Women in Rail award and CEO  Ryan Ratledge was selected by Railway Age readers as one of ten Most Influential Leaders for 2025.

The post Pinsly Expands Short-Line Portfolio appeared first on Railway Age.

Over the past year, the company has deployed 40 AI-enabled sensors across Norfolk, Chesapeake, Suffolk, and Portsmouth, “creating one of the most diverse and comprehensive real-world testbeds in the country for rail-crossing analytics,” according to Oculus Rail.

These four cities, Oculus Rail says, collectively host the highest concentration of rail crossings in the Commonwealth of Virginia, spanning a full range of environments—from dense urban neighborhoods and industrial port areas to suburban corridors and rural communities. This diversity provided Oculus Rail with an “unparalleled opportunity” to refine its solar-powered, wireless sensing technology across the full spectrum of real-world conditions that impact communities nationwide, the company noted.

The startup, founded by former Norfolk City Council member Andria McClellan, has drawn advisory input from Class I railroad leaders and U.S. Department of Transportation (USDOT) experts “to ensure its AI-enabled sensing technology delivers operational value to both municipalities and the rail industry.”

“We were able to test our technology where it matters most,” said Oculus Rail Founder and CEO Andria McClellan. “By working directly with local governments across different settings—urban downtowns, busy port areas, suburban neighborhoods, and rural crossings—we’ve developed a data platform that’s scalable, resilient, and immediately useful to cities across the country.”

A longtime civic innovator, McClellan served eight years on the Norfolk City Council, where she chaired the regional transportation commission and launched the Smart Cities and Innovation Committee. She founded Oculus Rail after witnessing firsthand how “blocked rail crossings disrupt traffic, delay emergency responders, and frustrate residents—with little data available to quantify the problem,” the company said.

“Local governments have been operating in the dark when it comes to blocked crossings,” McClellan said. “I started Oculus Rail to give cities and residents the data they need to make informed decisions, improve safety, and advocate for solutions with railroads and federal partners.”

“I frequently hear from constituents how frustrating it is to be stuck at a rail crossing with no idea how long they’ll be waiting. Oculus Rail gives the city—and our residents, business owners and visitors—real-time insight we’ve never had before. It’s helping us respond faster, plan smarter, and finally address one of the most common complaints we get,” added Norfolk City Councilmember Jeremy McGee.

Oculus Rail’s network of solar-powered, wireless sensors captures real-time data on blocked rail crossings, showing when and how long crossings are obstructed and how often trains impact traffic and emergency response times. The company’s analytics dashboard provides cities, regional planners, and public safety agencies with “actionable insights to reduce congestion, improve emergency response, and guide infrastructure investments.”

The data gathered in the Hampton Roads pilot is being considered in a regional rail crossing assessment led by the Hampton Roads Transportation Planning Organization (HRTPO), “supporting efforts to prioritize crossings for state and federal funding through programs like the Federal Railroad Administration’s (FRA) Railroad Crossing Elimination (RCE) Grant,” according to the company.

“This level of detail has never been available before,” said HRTPO Deputy Executive Director Pavithra Parthasarathi. “Oculus Rail’s data will directly influence how our region—and others—can target investments, reduce delays, and improve safety at the crossings that impact the most people every day.”

To empower residents directly, Oculus Rail says it has also launched the Oculus Rail App, available free to motorists in both the App Store and Google Play. The app provides timely alerts for the initial 40 monitored crossings across Norfolk, Chesapeake, Suffolk, and Portsmouth, allowing drivers to “Know Before You Go” and avoid delays. Additional crossings will be available in the future when municipalities select and subscribe to specific rail crossings.

With its technology proven in Virginia’s most complex rail environment, Oculus Rail says it is now expanding nationwide, partnering with cities, metropolitan planning organizations, and railroads “to bring real-time rail-crossing intelligence to communities large and small.”

The post Oculus Rail Launches Nationwide appeared first on Railway Age.

For months, Union Pacific’s (UP) CEO Jim Vena has been on the offensive, touting possible benefits of the proposed merger between UP and Norfolk Southern (NS). He has spoken with POTUS 47, given speeches, and written op-eds to sway public opinion. In his arguments, there are familiar promises of increased transit times, reduced congestion, and the ability to ship longer distances on a streamlined, single network. It may look promising on the surface, but the reality would tell a very different story.

Just a few years ago, Canadian Pacific (CP) and Kansas City Southern merged, reducing the number of Class I railroads from seven to six. In their arguments for the merger, CP insisted there would be minimal overlap, more efficiencies, and a broader reach by the railroad, claiming it would improve service. Sound familiar? 

Despite these promises, after the merger was approved, customers of freight rail experienced a myriad of service issues with Canadian Pacific Kansas City (CPKC), including higher dwell times, missed switches, issues integrating with its information technology systems, and more. Even Vena voiced his own complaints at the time, stating, “We ran trains for a long time with no major headaches until you get the combination of CP and Kansas City.”

Moreover, if we look at the last time UP was involved in a rail merger, back in 1996 with Southern Pacific, it was far from smooth. The Surface Transportation Board (STB) was forced to issue multiple orders throughout the 2000s because the new railroad failed to fulfill the service commitments and track maintenance obligations it had made as part of the merger, along with issues of unacceptable congestion and service levels.

It would be naïve to think that another rail merger, echoing the same promises, would yield different results. This merger would create yet another bloated Class I rail carrier, controlling 45% of total U.S. tonnage, about nine times more control than what was given to CPKC after their merger. This new rail line would have no incentive to provide adequate—or better—service, especially to small captive shippers, and would cause prices to soar even higher for American businesses that rely on freight rail shipping. This is at a time when the costs of shipping via rail have already risen 20% compared to pre-pandemic levels, and in an environment where the railroads already operate essentially unilaterally. Just last week, NS alerted Alliance for Chemical Distribution members of an increase in demurrage surcharges of $3,000 per car per day for Toxic Inhalation Hazard cars, even when shippers have little, if any, control over getting their railcars of product and are ready, willing and able to unload the product when it arrives. 

And don’t just take the shippers’ word for the fact that this merger will increase costs, decrease competition and negatively impact the U.S. economy. Several Class I carriers have also opposed this merger. In a position paper, BNSF Railway argues, “At the expense of smaller customers, communities, and shortlines, UP will double down on its historic practice of leveraging its now enhanced market power to drive higher rates on captive customers and favoring high-density lanes while closing low-volume lanes.” 

While UP and NS may promise increased efficiencies and improved service, history tells us a different story. If this merger proceeds, it will only exacerbate the problems already plaguing the rail industry. This is exactly why the STB should oppose this merger.

Eric R. Byer is the President and CEO of the Alliance for Chemical Distribution.

The post History Repeats: Shippers Shouldn’t Buy the UP-NS Narrative appeared first on Railway Age.

The Massachusetts Department of Transportation (MassDOT) on Oct. 16 announced that Massachusetts Bay Transportation Authority (MBTA) General Manager Phil Eng has been named as Interim Transportation Secretary following Monica Tibbits-Nutt’s decision to step down from her position as MassDOT Secretary and CEO. Tibbits-Nut, who plans to return to private industry, has agreed to continue to serve as an advisor through Dec. 31, 2025, “to ensure a smooth and efficient transition for MassDOT.”

Eng will serve as both Interim Secretary and General Manager during this time. Highway Administrator Jonathan Gulliver has also been promoted to Undersecretary of Transportation. He will retain his role as Highway Administrator while also taking on expanded responsibilities as Undersecretary. 

“A well-balanced multimodal transportation network is essential. MassDOT and the MBTA work hand-in-hand to make sure our transportation system is safe, reliable and modernized,” said Eng. “I look forward to taking on this interim role with MassDOT and working even more closely with Undersecretary Gulliver and their great team to deliver the world-class transportation system that the people of Massachusetts and our visitors deserve. I’m grateful for the partnership of Monica Tibbits-Nutt these past few years and her strong support of the reforms we have made at the T. It is an honor and privilege to serve every community across Massachusetts as part of Governor Healey’s Administration.”

Governor Maura Healey appointed Eng as General Manager of the MBTA in March 2023. Since then, he has overseen a “transformative period” at the nation’s fourth largest public transit system, “enhancing safety, reliability, accessibility and service.” Under his leadership, the MBTA “eliminated all subway speed restrictions for the first time in more than 20 years, opened South Coast Rail to deliver rail service to Southeastern Massachusetts for the first time in 65 years, continuing the highest return to ridership rate in the nation on commuter rail with all day frequent train service, delivering new modern Orange and Red Line cars while accelerating modernization of the signal system on those lines, and hiring thousands of labor workforce to rebuild the MBTA to better serve the riding public, communities and businesses with shorter travel times and more frequent service.”

Eng started his career at the New York State Department of Transportation (NYSDOT) beginning in 1983 as a Junior Engineer. Over the course of three decades Eng held many roles, including planning, in-house design, and bridge inspection, including the four East River Bridges (Brooklyn, Williamsburg, Manhattan and Ed Koch Queensboro Bridges), Maintenance and Operations. He ultimately served as Executive Deputy Commissioner and Chief Engineer from 2013-2017, delivering multiple projects, including the Mario M. Cuomo Tappan Zee Bridge and Kosciuszko Bridge. He then served as Chief Operating Officer of the New York Metropolitan Transportation Authority (MTA) where he oversaw “successful efforts to improve performance and efficiency across all agencies,” including New York City Transit (NYCT), Metro-North Railroad, Long Island Rail Road and MTA Bridges and Tunnels.  

Eng was then tapped to serve as Interim President of NYC Transit, where he led a workforce of 50,000 employees and was “integral to initiating and implementing the $836 million Subway Action Plan to fix aging infrastructure and improve performance across the system. “

From 2018-2022, Eng served as President of the MTA Long Island Rail Road, where he managed a system of 7,600 employees and a $1.6 billion operating budget. He then served as Executive Vice President of the LiRo Group, where he advised public and private sector clients on engineering, transportation, and infrastructure projects. 

The post Eng Named Interim MassDOT Secretary appeared first on Railway Age.

Established in 2017, the annual award is presented to railway industry women in the United States, Canada and/or Mexico for their outstanding leadership, vision, innovation, community service involvement and accomplishments. In an industry typically dominated by men, they have a track record of breaking down barriers and helping to create industry opportunities for women.

The judging committee included Railroad Financial Corporation Senior Advisor Barbara Wilson, Gateway Development Commission Executive Vice President Catherine Rinaldi, and the Railway Age staff.

“Congratulations to this year’s distinguished group of women,” Railway Age Publisher Jonathan Chalon said. “Our 25 honorees, plus five selected for honorable mention, came from a strong field of nearly 100 nominations. We are proud that all 30 will be featured in Railway Age’s November 2025 issue and recognized at the 2026 Railway Age/RT&S Women in Rail Conference, to be held Oct. 6-7 at the Hyatt Regency Schaumburg.”

“I am inspired by the incredible women recognized this year,” Barbara Wilson said. “Each of these women embodies the resilience, leadership, and vision that inspire others to aim higher and achieve more. It is exciting to celebrate the impact they are making—not just in business, but in their communities and beyond. Congratulations to all the winners. Thanks for reminding us what is possible when purpose meets determination.”

“This year’s honorees share not only a legacy of service to our industry, but also a commitment to sharing their knowledge and experience with the next generation of female railroaders,” Catherine Rinaldi commented. “They are an inspiration, and I would like to congratulate them on this well-deserved recognition.”

1. Jeannie Alexander, Vice President, Rail Operations, Chicago Transit Authority (CTA)
2. Zoe Bates, Manager Terminal Operations, Norfolk Southern
3. Tina Beckberger, Chief Commercial Officer, American Industrial Transport (AITX)
4. Christina Bottomley, Vice President, Business Development & Real Estate, CSX
5. Tammy Butler, Vice President-General Counsel, CSX
6. Andrea Dobbelmann, Chief Executive Officer, Progressive Rail Incorporated (Railway Age Honorable Mention, 20 Under 40 Program for 2021)
7. Christine “Christie” Drabic, Vice President Global Program Management, Wabtec Corporation
8. Sandra Ellis, Vice-President, Bulk, Sales and Marketing, CN
9. Tania Fauchon, Americas Quality Director & Group Railway Safety Director, Alstom
10. Rebekah Garner, Service Assurance Rail Support, Watco
11. Arielle Giordano, Vice President of Government & Industry Affairs, Genesee & Wyoming Railroad Services, Inc.
12. Rebecca Gregory, Vice President Administration & Chief of Staff, Union Pacific Railroad
13. Yvonne Hill-Donald, Chief Administrative Officer, MTA Metro-North Railroad
14. Stephanie Kuntzman, Assistant Vice President, Consumer Products, BNSF Railway (Railway Age Honoree, 25 Under 40 Program for 2022)
15. Maria Orcera, AVP, Revenue Accounting and Customer Service, Patriot Rail
16. Cinthya Melissa Guillen Pinales, General Manager–Operations Centre (Monterrey), Canadian Pacific Kansas City (CPKC) (Railway Age Honoree, 25 Under 40 Program for 2024)
17. Shelly Reid, Vice President Sales & Group Manager, The Greenbrier Companies
18. Gaynor Ryan, Chief Human Resources Officer, Pinsly Railroad Company
19. Lisa Schreibman, Acting Vice President & Chief Officer, MTA Staten Island Railway
20. Shaquana Stephens, Acting Superintendent-Commuter Operations, Amtrak
21. Beth Sullivan, Vice President Operations Support and Organizational Planning, MTA Long Island Rail Road
22. Marcia Tauriella, Vice President Global Sourcing, A. Stucki Company
23. Blaire Theuerkauf, Senior Counsel, Metra
24. Michelle Wan, Vice President, Projects, Hitachi Rail
25. Leah Windell, Customer Service Manager, Louisville & Indiana Railroad (an Anacostia Rail Holdings company)

1. Julina Corona, Project Manager, RailPros
2. Drew Enochs, Director of Operations, Railroad Products and Services, Koppers
3. Caitlin Holland, VP of Real Estate and Economic Development, Dallas Area Rapid Transit (DART)
4. Celia Pfleckl, AVP, Amtrak Airo Program, Amtrak
5. Micki Rust, Director, General Equipment, TTX Company

• 2024 Women in Rail Honorees
• 2023 Women in Rail Honorees
• 2022 Women in Rail Honorees
• 2021 Women in Rail Honorees
• 2020 Women in Rail Honorees
• 2019 Women in Rail Honorees
• 2018 Women in Rail Honorees
• 2017 Women in Rail Honorees

And don’t miss the 2026 Railway Age / RT&S Women in Rail conference, to be held Oct. 6-7 at Hyatt Regency Schaumburg, Schaumburg, Ill. This is your opportunity to network with a diverse group of women and their allies as we discuss how railroaders can build leadership toolkits and strong support networks, partner with allies, and take advantage of ever-broadening career opportunities. Join us as the industry conversation continues with this expanded live event covering the freight, passenger and transit rail sectors! Bonus: A special luncheon will recognize the 2025 Railway Age Women in Rail and 2026 RT&S Women in Railroad Engineering honorees.

The post Railway Age Announces Women in Rail Honorees for 2025 appeared first on Railway Age.