Feed aggregator

On December 19, Union Pacific and Norfolk Southern submitted an application for what they called “the most thoroughly planned merger in railroad history,” which, if approved, would create the nation’s first single transcontinental railroad and significantly reshape the American rail network. 

If authorized by the U.S. Surface Transportation Board, UP’s acquisition of NS would create a 50,000-mile railroad spanning 43 states and reaching every corner of the continental United States. During a press conference shortly after UP submitted its 7,000-page application to the STB, UP CEO Jim Vena said his proposal would complete a project that began in 1862, when President Abraham Lincoln signed the Pacific Railroad Act to construct the First Transcontinental Railroad. 

“This merger is about completing Abraham Lincoln’s vision,” Vena said. 

But while Vena spoke in aspirational terms, declaring the merger a win for the nation, getting the deal approved won’t be easy — especially as UP’s competitors line up to oppose it. 

In July, when UP announced its plan to purchase NS for $85 billion, the railroad stated it believed the merger would benefit rail shippers, employees, and the public. With the 7,000-page application, UP began to clarify some of the details of what that might look like. According to UP, the combined system will remove more than 2 million trucks from America’s highways each year. The most notable benefit will be seen in the Midwest, where the eastern and western Class I railroads meet but where complex interchanges make trucking a more attractive short-haul option for shippers. 

“As time and technology continue to transform how freight is delivered, our industry must keep pace and move forward, reaching underserved markets with new rail solutions and strengthening the U.S. supply chain,” Vena said. “Customers deserve stronger, more connected freight rail, and our merger will make that happen.”

In its application to acquire NS, UP said that the most significant benefits will occur in the Midwest “watershed,” where complicated interchanges between east and west make trucking a more appealing option. 

UP officials said that the merger would allow the combined railroads to eliminate time-consuming interchanges and reduce freight transit times. Specifically, the railroad planned to introduce two new intermodal train pairs between Southern California and the Northeast and Southeast; six new manifest trains through the Midwest; and six new premium intermodal lanes operating seven days a week. Among those new intermodal lanes are runs between Lathrop, Calif., and Croxton, N.J., via Chicago (83 hours); City of Industry, Calif., and Croxton, N.J., via Kansas City (95 hours); Los Angeles and Detroit/Livernois via Kansas City (80 hours); Inland Empire Intermodal Terminal and Jacksonville, Fla., via Shreveport, La. (83 hours); Mexico and Croxton, N.J., via New Orleans (85 hours); Houston and Atlanta via New Orleans (39 hours).  

In response to UP’s proposed takeover, competitors such as BNSF, CSX, and CPKC have all announced similar new traffic routing partnerships connecting the east and west. In his application statement, however, Vena argued that while partnerships are helpful, they are “narrow and cannot be scaled” like a true merger. 

The proposed operating plan for a new Los Angeles to Harrisburg, Pa., intermodal train, ZHBLC. 

The biggest question facing a combined UP-NS will be how it enhances competition, a key requirement for the STB to approve any merger. To do that, the railroads have said they would voluntarily establish “Committed Gateway Pricing,” streamlining the pricing of interline moves, meaning customers on other railroads would see benefits from the merger. UP has also said it would keep all existing gateways open on “commercially reasonable terms.”

UP and NS have also stated that they plan to decrease their ownership shares of two connecting short lines: the Peoria & Pekin Union Railway in and around Peoria, Ill., and the Terminal Railroad Association of St. Louis. In the case of PPU, UP and NS jointly own the short line with Canadian National. UP and NS have proposed reducing NS’s stake so that the combined railroad no longer holds the majority of interest. The same applies to TRRA in St. Louis, which is currently co-owned by UP, NS, BNSF, CSX, and CN. 

UP and NS have said they plan to reduce their ownership share in two shortlines, including the Terminal Railroad Association of St. Louis. Photo by Terry Redecker. 

In the application, Vena said he not only supported a combined UP-NS, but also a combined BNSF-CSX. “Such a merger would provide the same type of benefits as UP-NS,” Vena wrote. “It would give customers more and stronger options.”

But from the start, BNSF, UP’s main competitor in the west, has stated it’s not interested in more consolidation. In a statement shortly after UP submitted its application, BNSF CEO Katie Farmer reaffirmed that stance. 

“The transaction poses a significant threat to the U.S. economy and the American consumer through its long-term competitive harms,” Farmer said. “It would leave shippers with fewer options — driving higher rates and ultimately higher prices for consumers. This didn’t begin with customers asking for this merger, and the claimed public benefits appear to accrue primarily to shareholders. Past mergers demonstrate the risk of serious service failures with destructive impacts to customers, the U.S. rail network and the American economy.”

Even before UP submitted the application, BNSF was already questioning the “past mergers,” especially the 1996 merger of UP and Southern Pacific. On November 28, BNSF asked the STB to review the “harm” of that merger, which they claimed decreased competition and shipping options for customers across the West.

CPKC also responded, stating that the proposed merger would present “extraordinary and far-reaching risks to customers, rail employees and the broader supply chains.” As of press time, neither CN or CSX had reacted. 

That said, the merger had its supporters: the application included over 2,000 letters of support for UP and NS. 

This story will be updated as more information is received. 

—Justin Franz 

The post UP, NS Submit Application for Transcontinental Merger appeared first on Railfan & Railroad Magazine.

The STB is required by law to publish the RCAF on at least a quarterly basis. The Association of American Railroads (AAR) each quarter computes three types of RCAF figures and submits them for STB approval:

1. Unadjusted RCAF: “an index reflecting cost changes experienced by the railroad industry, without reference to changes in rail productivity.”
2. Adjusted RCAF: “an index that reflects national average productivity changes as originally developed and applied by the ICC [Interstate Commerce Commission; the STB’s predecessor], the calculation of which is currently based on a five-year moving average.” According to the STB, the five-year moving geometric average of productivity change for U.S. Class I railroads from 2019-2023 is 1.014 (1.4% per year).
3. RCAF-5: “an index that also reflects national average productivity changes; however, those productivity changes are calculated as if a five-year moving average had been applied consistently from the productivity adjustment’s inception in 1989.” According to the STB, the RCAF-5 for first-quarter 2026 uses a productivity trend for the years 2019-2023, which is 1.014 (1.4% per year).

The STB, in its Dec. 18 decision (scroll down to download), reported that it has reviewed AAR’s submission and adopted the RCAF figures for first-quarter 2026: unadjusted RCAF, 1.015 (up 5.1 % from fourth-quarter 2025’s 0.966); adjusted RCAF, 0.389 (up 4.6% from fourth-quarter 2025’s 0.372); and RCAF-5, 0.369 (up 4.8% from second-quarter 2025’s 0.352).

Table A shows the index of railroad input prices, unadjusted RCAF, adjusted RCAF, and RCAF-5 for first-quarter 2026 and fourth-quarter 2025:

Table B shows the third-quarter 2025 index and the RCAF calculated on both an actual and forecasted basis (the difference between the actual calculation and the forecasted calculation is the forecast error adjustment):

The post STB: Rail Cost Adjustment Factor Set for 1Q26 appeared first on Railway Age.

Such is the task before the STB prior to deciding whether to allow Union Pacific (UP) and Norfolk Southern (NS) to merge into the nation’s first Atlantic to Pacific transcontinental railroad. And already a dispute has arisen over what giving “substantial weight” means when applied to expected Justice Department comments on the transaction.

Those two words appear in this opinion writer’s previously published commentary, “Is a UP-NS ‘Fix’ In? Don’t Bet on It!” —the sentence reading, in part, “… the 1995 ICC Termination Act instructed the STB to give ‘substantial weight’ to competition-related recommendations of the Justice Department’s Antitrust Division.”

Came then a missive from long-time attorney friend Bill Mullins, who represents railroads, is a respected legal scholar, who oft has been my legal mentor, and who is a fellow I’d especially choose to spend a late night with in an Irish bar (and perhaps I have). It was Bill’s office and desk I inherited three decades ago following his distinguished service as a chief of staff to ICC member Ed Emmett (my subsequent role was chief of staff to STB member Gus Owen).

As is Mullins, Emmett was a word maven. Upon spotting in a draft decision the legal term, “Nunc pro tunc” (“now for then” in Latin and meaning to allow something now to be done that should have been done earlier), Emmett questioned the Office of Proceedings as to whether they were naming a Vietnamese general—then instructing, “Write those reports for the public that pays for them and wants to understand them.”

So it is that Bill pointed out that the statutory language I cited, 49 USC 11324(d), which contains the “substantial weight” language, seems, on the face of it, to apply to other than two Class I railroads.

This humble commentator responded that a following section, 49 USC 11325(b)(1), provides, with regard to mergers of two Class I railroads, that “Written comments about an application may be filed with the Board within 45 days after notice of the application is published … Copies of such comments shall be served on the Attorney General [who heads the Justice Department] and the Secretary of Transportation, who may decide to intervene as a party to the proceeding.” 

While that language, as Bill says, does not instruct the STB to give “substantial weight” to the views of the Attorney General and Transportation Secretary in a Class I merger proceeding, the expert agencies they lead are, in fact, singled out by Congress with an invitation to intervene, which seems to put them onto a higher plane than other parties. 

Bill’s concern certainly has technical merit as the statute with regard to Class I mergers does not specifically instruct the STB to give “substantial weight” to the views of the Attorney General and Transportation Secretary. Yet each is specifically invited to participate, and the STB is not barred from giving their comments “substantial weight”—particularly as the Justice Department partners with the STB when defending court actions against it.

Thus, whether the Justice Department’s comments are to be given “substantial weight” by the STB is not so clear when discussing public policy. One cannot know the thought process of STB decision-makers when reading Justice Department opinions.

Bill also points out that the Justice Department’s comments in the three-decades-ago Union Pacific-Southern Pacific merger were “wholeheartedly rejected” by the STB—politely adding that this commentator was, at the time, advising STB member Owen, who concurred. Touché.

Bill might, however, consider that the Justice Department, once invited, would not expend its resources were it not of its own learned opinion that its comments should have “substantial weight” before the STB.

Were congressionally written statutes not to have interstices (ambiguities and subtleties), courts and expert agencies (as originally intended by Congress) would not be needed to fill them.

So, we shall see, and perhaps while jointly reading the STB’s decision a year or so from now while comfortable in one of Washington’s legendary Irish bars.

Railway Age Capitol Hill Contributing Editor Frank N. Wilner, previous to his time at the STB, was Assistant Vice President for Policy at the Association of American Railroads and is the author of “Railroads & Economic Regulation,” available from Simmons-Boardman Books, 800-228-9670, https://www.railwayeducationalbureau.com. He is currently revising, for republication by Simmons-Boardman Books, his out-of-print, “Railroad Mergers: History, Analysis, Insight.” Wilner, while not an attorney, is licensed to practice transportation law before the STB. He earned undergraduate and graduate degrees in economics and labor relations from Virginia Tech.

The post UP-NS: Already, a Two-Word Debate appeared first on Railway Age.

The New York MTA on Dec. 17 announced the advancement of $1.75 billion in key transit projects for the agency that will modernize the subway system, funded by revenue generated by congestion pricing.

The MTA Board approved a design-build contract to modernize subway signals on the A and C lines in Brooklyn and Queens, moving forward on one of the most significant upgrades to service quality and reliability in the system, the agency noted. The MTA Board also approved accessibility upgrades to five subway stations, including the major complex at 42 St-Bryant Park, which serves 111,000 daily riders on the 7, B, D, F and M lines. 

The project, MTA says, will bring Communications-Based Train Control (CBTC) to the Fulton Street Line in Brooklyn and the Liberty Avenue Line in Queens between Jay Street-MetroTech and Ozone Park-Lefferts Blvd stations, replacing century-old legacy signal systems that date back to the line’s opening in 1936. It will also repair and replace switches, install upgraded tunnel lighting and run cabling to support the deployment of cellular service through the tunnels. 

When this project is completed, more than 600,000 daily riders across the A and C trains will see “substantial upgrades to reliability, faster travel speeds, and better service,” MTA said, Previous CBTC installations on the 7, L and Queens Boulevard (E, F, M, R) lines have yielded significant improvements to on-time performance and train speed increases of up to 10%, all while upgrading operations and safety systems, according to the agency.

The Fulton and Liberty Line signal modernization project is further evidence of the effectiveness of the MTA’s new CBTC-centric approach, which streamlines project delivery while maintaining the highest technical standards, the agency noted. CBTC-centric projects are now more than 33% cheaper per mile than prior projects, “a major breakthrough as the MTA continues its ambitious plans to modernize signals throughout the system.” Further funding from congestion pricing will go towards upgrading the signals on the 6th Avenue Line carrying the B, D, F and M, while the 2025-29 MTA Capital Plan includes CBTC upgrades on eight lines and more than 75 miles of track. 

The project, the agency says, also reflects the MTA’s success in expanding competition in a highly specialized market. Three bidders competed for the contract, a result of targeted efforts to bring more firms into signal modernization work—helping control costs while ensuring quality.  

The project is being delivered as a bundle of two different subway segments. The Fulton Street Line, running from Jay Street-MetroTech in Brooklyn Heights to Euclid Avenue in East New York, is funded as part of the MTA’s 2020-24 Capital Plan and is made possible by Congestion Relief Zone revenues. The Liberty Street Line, running from Euclid Avenue to Ozone Park-Lefferts Boulevard in Ozone Park, is funded as part of the 2025-29 Capital Plan.  

This project advances as the MTA adds more R211 subway cars to the A and C lines. All R211 come equipped with technology that, the agency says, “seamlessly integrates with CBTC signals, leading to a better overall commute for millions of daily riders—including more reliable service, fewer delays, more frequent trains and less waiting.”

Two contracts were also awarded today to deliver accessibility upgrades to five more subway stations, “continuing the MTA’s rapid pace to make the system more accessible,” according to the agency.

This includes ADA Package 9 at three stations in Queens and Brooklyn:

• Parsons Blvd (F)
• Briarwood (E, F)
• Gates Avenue (J, Z)

The other package will make the Bryant Park-5 Av Complex in Manhattan fully accessible:

• Bryant Park-42 St (B, D, F, M)
• 5 Av (7)

These five stations, MTA says, mark continued progress toward a more accessible transit system, bringing the total number of ADA-accessible stations awarded this year to seven. They are part of the 23 stations that will ultimately be made accessible thanks to Congestion Relief revenues.

Traction power equipment replacements are under way to maintain safe and reliable SkyTrain operations across Metro Vancouver, following a combined investment of more than $20.2 million from the federal government and TransLink.

The Expo and Millennium SkyTrain lines extend approximately 60 kilometers (37.3 miles) and include more than 35 stations. The operations of these lines are supported by a traction power network consisting of substations, electrical cabling, and power rails. As part of TransLink’s Traction Power System Replacement project, 11 substations have been identified as containing equipment that is more than 30 years old and no longer within the recommended service life.

In this phase of the project, the electrical switchgear at four substations, Waterfront, Broadway, Nanaimo, and Joyce, will be replaced and a pad mounted transformer will be installed at Columbia Transfer, between Columbia Station and the Columbia Substation.

As this critical infrastructure ages, these upgrades, the Canadian government says, “are essential for addressing electrical safety issues, maintaining a state of good repair, and ensuring the continued and uninterrupted operation of the Expo and Millennium Lines. They will also support future service growth and fleet expansion across the SkyTrain network.”

“Modern, reliable transit infrastructure is essential to keeping Metro Vancouverites moving and supporting the region’s long-term growth. This investment supports critical power system upgrades across the SkyTrain network, enhancing service reliability and meeting future transit needs,” said Minister of Housing and Infrastructure Gregor Robertson.

“These are the kinds of behind-the-scenes upgrades that are critical to ensuring we have the power to keep SkyTrain running smoothly for years to come. We look forward to the federal government’s continued investments in transit infrastructure, and further clarity on the Canada Public Transit Fund, to drive our regional and national economy,” said TransLink CEO Kevin Quinn.

The KC Streetcar Riverfront Extension reached a major milestone this week as a streetcar officially rolled onto the newly constructed tracks that lead from the River Market to the Riverfront, stopping at the newly build Riverfront Streetcar Stop.

The first “live wire” test took place on Wednesday, Dec. 17, marking the first time the system was energized and the first time a streetcar has ever traveled to the Riverfront in Kansas City’s history.

“After years of planning, design, and construction we’re thrilled to see the first streetcar reach the riverfront,” said Tom Gerend, Executive Director, KC Streetcar Authority. “We are one step closer to realizing our vision of a connected and vibrant riverfront that will serve all of Kansas City for decades to come.”

Ahead of Wednesday’s live wire test, crews conducted “dead wire” testing with a specially built clearance cart, designed by the Riverfront Extension construction team. This clearance cart was used to verify that the streetcar can safely travel on the tracks and pass surrounding and adjacent structures and track elements.

Testing will continue for the next couple of months. The current phase, called Systems Integrated Testing (SIT), is expected to continue into early 2026, weather permitting. The following phase, Pre-Revenue Operations (PRO), will focus on operator training, safety drills, and real-world service simulations.

During all phases of testing, vehicular and pedestrian traffic may experience minor delays with the possibility of the closure of Grand Boulevard between 3rd Street and the Riverfront for safety precautions.

While testing continues, crews are completing key finishing touches, including:

• Installing communications, train signals, and traffic signals.
• Completing shelters and station stops.
• Restoring sidewalks and curbs in Berkley Riverfront.
• Final concrete and cleanup of the new two-way cycle track.
• Clearing laydown yards at Berkley Riverfront, 3rd Street, and Grand Boulevard.

The KC Streetcar Riverfront Extension remains on schedule to be completed in early 2026. Once open, the 0.7-mile extension will connect riders from UMKC to the heart of Berkley Riverfront, a five-minute walk to CPKC Stadium.

The post Transit Briefs: NYMTA, SkyTrain, KC Streetcar appeared first on Railway Age.

The two unions, which comprise the Teamsters Rail Conference, conducted five months of investigation, held meetings across the nation to listen to union members employed at both railroads, and negotiated directly with UP CEO Jim Vena.

The following is a statement from Teamsters General President Sean M. O’Brien; Mark Wallace, President of the Teamsters Rail Conference and the BLET; and Tony Cardwell, President of the BMWED, on the potential merger between UP and NS.

“The Teamsters Union strongly opposes the proposed merger between Union Pacific and Norfolk Southern as currently written.

“Between the BLET and the BMWED, the Teamsters Rail Conference represents nearly 20,000 Union Pacific and Norfolk Southern workers—over half of their unionized employees. These hardworking men and women make these railroads run. We cannot and will not support any agreement or merger that fails to safeguard their lives and livelihoods.

“The Teamsters investigated the terms of the acquisition for five months, held meetings with members nationwide, and directly negotiated with Union Pacific’s and Norfolk Southern’s leadership. Executives from both carriers—particularly Union Pacific—refused to make real commitments to protect the jobs and address the concerns of our members.

“Union Pacific and Norfolk Southern have worrying histories when it comes to protecting workers and communities. This includes causing a shocking number of accidents on the tracks, like the catastrophe in East Palestine, as well as trying to give away American jobs to Mexican rail crews. They have given us every reason to believe these problems would only grow worse if the merger is approved under its proposed terms.

“It’s time for Union Pacific and Norfolk Southern to get serious and do right by our members. Until they do, the Teamsters will do everything in our power to block this harmful merger.”

According to the two unions, the “supersized” transcontinental railroad, to be called Union Pacific, that would be created by the UP-NS merger, spanning 43 states and 50,000 miles of track, would be a “de facto monopoly.”

“This debt-ridden tie-up won’t make rail more competitive with trucks as merger proponents claim,” said Mark Wallace, “We believe this transcontinental railroad will make shipping by rail less attractive as the merged carrier passes off rail lines that serve small towns, factories and farms to short line railroads while running miles-long slow-moving trains on the main line. For rail customers it will be a choice between ‘Hell or the highway.’”

More than 40 chemical company CEOs, as well as more than 60 trade associations and chambers of commerce, have also voiced opposition to the merger.

UP and NS are expected to formally file an application to allow the merger to go forward on Dec 19. The Teamster-affiliated unions say that the safety record of UP, the dominant partner in the potential merger, “should be carefully examined by the Surface Transportation Board (STB) as it considers whether this acquisition should be approved.”

“We’ve been around the track before with railroad mergers,” said Wallace. “Mergers can be messy, and the very act of merging two railroad cultures creates safety risks. UP can do better. BLET and BMWED were open-minded to the merger when first announced. We reached out to Jim Vena on day one. We have met with Vena and others on his team over the past five months. The UP CEO has failed to convince us that he has the best interests of customers, workers and the communities served by rail on his agenda. As a result, it’s now our job, with the full backing of the Teamsters union, to convince the STB that this merger should be rejected.”

The statement from BLET and BMWED follows a Dec. 16 release by UP stating that “every employee with a union job at the time of the merger will continue to have one.”

UP says it has formalized that pledge with groundbreaking jobs-for-life agreements with the International Association of Sheet Metal, Air, Rail and Transportation Workers – Transportation Division (SMART-TD), the nation’s largest rail labor organization, as well as National Conference of Firemen and Oilers (NCFO), Brotherhood of Railway Carmen (BRC), International Brotherhood of Boilermakers (IBB) and United Supervisors Council of America (USCA).

The post BLET, BMWED Oppose Potential UP-NS Merger appeared first on Railway Age.

A new Railinc-NC State University partnership aims to identify opportunities for shifting long-haul shipments from truck to rail. The two organizations will explore how even modest shifts can yield “significant cost savings, environmental benefits, and infrastructure planning insights,” Railinc reported Dec. 17.

“By combining Railinc’s capabilities with the analytical capabilities of NC State, we can deliver insights that help industry leaders and policymakers make smarter, faster, and more confident decisions,” said Dr. Daniel J. Findley, Associate Director at NC State’s Institute for Transportation Research and Education. “Rail is often an overlooked option in freight, yet it can offer advantages in cost, capacity, and sustainability compared to other modes. This research helps identify where rebalancing is not only possible but practical—creating pathways for more resilient supply chains and stronger communities.”

“A 2% shift from truck to rail could meaningfully increase intermodal rail tonnage and help justify infrastructure investments,” NC State professor Dr. George List said. “We can pinpoint where that shift is feasible and cost-effective.”

“The rail industry has made tremendous progress improving freight efficiency over the years,” noted Railinc CEO Allen West=. “This kind of analysis can build on that foundation, informing current trucking shippers of the benefits of rail.”

In a related development, Railinc in September announced it would collaborate with Duke University’s Christensen Family Center for Innovation to “explore practical innovations that advance freight rail safety and efficiency.”

• Railinc Launches RIGIS Routing + Mileage Application
• MineHub, Railinc Partner to Enhance Rail Shipment Tracking Data Capabilities

Downers Grove, Ill.-based AllTranstek on Dec. 15 reported being identified as the prevailing auction bidder for the assets of Darien, Ill.-based RAS. The transaction is subject to final documentation and court approval, with closing expected in mid-January 2026, according to the company, which specializes in rail fleet management (325,000-plus cars in North America), technical consulting and engineering, rail mileage accounting, systems development, and on-site training and inspection.

RAS was founded in 2002 and currently provides management services to approximately 500,000 railcars for shippers, operating lessors, utilities, and short line railroads; the largest percentages of cars are covered hoppers and tank cars. The company also offers services such as payment and audit of maintenance bills, handling of bad-ordered and railroad-damaged cars, review and approval of contract shop estimates and invoices, mileage accounting, Umler management, OT-57 management, Ad Valorem taxes, and management reporting (including budgeting, forecasting, and performance analysis).

“Because AllTranstek already performs many of the same core services as RAS, this acquisition would allow us to step in immediately and maintain uninterrupted service,” said Jeff Wilson, President of AllTranstek. “Our focus would be on stability, client confidence, and strengthening the service delivery model while integrating RAS operations into AllTranstek’s platform.”

According to AllTranstek, its proximity to the RAS office, overlapping service offerings, and familiarity with RAS software would “allow for a smooth integration.” AllTranstek said that it “intends to retain key RAS personnel and work closely with clients and suppliers throughout the transition.”

Separately, Bourque Logistics and AllTranstek earlier this year announced their merger to provide “a complete and unified offering to rail shoppers, railcar owners, and their railcar maintenance providers.”

The post Supply Side: Railinc, AllTranstek appeared first on Railway Age.

My report on the Dec. 4 Amtrak Board meeting in New Orleans included a proposal by Scott R. Spencer, Chief Operating Officer of AmeriStarRail, who proposed rebranding the new NextGen Acela as Libertyliner 250 to honor the 250th birthday of the United States. A relatively simple adjustment to the trainsets’ as-delivered livery, the rebranding would illustrate that the service operates in the region where the War for Independence was fought, as note the equipment’s top speed of 250 kph (155 mph). Spencer also suggested that Amtrak offer a “Freedom Pass” that would allow seven days of unlimited riding on Amtrak’s Northeast Corridor (NEC) for a flat fee of $250.00 per person.

Spencer has now announced that he wants the trains to make a “new” stop on the NEC. The stop is not a new station. It is Secaucus Junction Station, in service for 22 years, and located at the intersection of Amtrak’s NEC (former Pennsylvania Railroad) and the former Erie Railroad New Jersey Transit (NJT) built the station and uses it extensively for its Northeast Corridor Line and North Jersey Coast Line services, and some MidTOWN DIRECT trains on the Morris & Essex and Raritan Valley Lines. Riders on those lines can transfer to trains on NJT’s Pascack Valley and Main/Bergen Lines, including some Metro-North trains that go as far as Port Jervis, N.Y.

I know of only five Amtrak-operated trains that ever stopped at Secaucus Junction: two for Super Bowl XLVIII in 2014, which was played at  MetLife Stadium at the Meadowlands Sports Complex and serviced by an NJT branch line (the “Sports Line”); and Amtrak’s funeral train for New Jersey Democratic Sen. Frank R. Lautenberg (1924-2013), a longtime supporter of funding for Amtrak and transit.

Spencer wants to change that by making Secaucus Junction a regular stop on Amtrak’s Libertyliner 250 trains, if Amtrak accepts his rebranding proposal. “In the proposed partnership with Amtrak, AmeriStarRail seeks to revolutionize Amtrak’s Northeast Corridor service with Libertyliner 250 high-speed service offering Triple-Class service with Coach, Business and First Class seating on every train,” he said. Triple-Class service means that AmeriStarRail would offer coach seats as well as Business Class and First Class seats, so coach passengers would not have to settle for a longer ride on Amtrak’s Northeast Regional trains. He said that the Secaucus stop would offer improved access to “NJ Transit Pascack Valley Line, Bergen/Main Line and Metro North Port Jervis Line trains, NJ Transit trains to Hoboken Terminal, the American Dream entertainment and retail center—the second-largest mall in America, MetLife Stadium and the Meadowlands Sports Complex, home of the FIFA World Cup 2026.” While all those locations are currently accessible on NJT trains, existing operations require an extra segment on an NJT train to get to Secaucus from any station on the NEC where Amtrak trains stop.

Spencer proposed the concept in a Dec. 15 letter from AmeriStarRail to Amtrak President Roger Harris (download below). He calls the Libertyliner 250 trains “The Fastest Trains in America” and presented the slogan “The Libertyliner 250: All Aboard for a Revolutionary Way to Travel on the Northeast Corridor.” He introduced his proposal by saying, “To build on Amtrak’s record Northeast Corridor ridership, AmeriStarRail [is] pleased to share with you … our proposed privately funded partnership and the Libertyliner 250 Service Plan to increase Amtrak’s NEC service 35.1% and seating capacity 21.3% by May 2026. This will finally provide Coach seating on all Amtrak high-speed trains so that senior citizens, families, students, persons with disabilities and low-income coach passengers can have affordable and equitable access to High-Speed Rail service in America for the first time in our history.”

” The Service Plan would include hourly New York-Washington nonstop trains, as well as hourly Boston-Washington trains that would stop at Secaucus. Regarding the Secaucus stop, Spencer said, “With the opportunity to serve more than 1,000 new Amtrak passengers a day, AmeriStarRail projects that Amtrak Libertyliner 250 service at Secaucus Junction will add at least 365,000 annual passengers to NEC ridership, which is more than the annual ridership of many Amtrak long distance routes around the country.”

The Meadowlands Regional Chamber of Commerce is on board. “The Meadowlands Regional Chamber has long advocated for Amtrak stops at Secaucus Junction,” President Jim Kirkos said. “The AmeriStarRail proposal could open the Boston, D.C. and Philly markets to our regional destination, which is of real interest to us.”

Some local advocates support the Secaucus stop. “The New Jersey Association of Railroad Passengers (NJ-ARP), for more than 20 years since the construction of Secaucus Junction, has been encouraging Amtrak to stop selected Acela and Northeast Regional services at Secaucus Junction,” said Albert L. Papp, a longtime NJ-ARP and Lackawanna Coalition member, told Railway Age. “Amtrak would be able to provide access to potential riders in Bergen and Passaic Counties, leading to an increase in ridership and associated revenues. Amtrak has steadfastly refused to do this, claiming that stopping trains at Secaucus would cause train timings to increase. This does not make any sense, because all its Northeast Corridor trains stop at Newark Penn Station, about five miles west of Secaucus Junction. Amtrak needs to focus more on the revenue side of the equation, rather than the cost side, and grow the business, rather than restrict it.” Papp clarified that he is not advocating for any cuts in service at Newark, only for adding the Secaucus stop.

Lackawanna Coalition Chairperson Sally Jane Gellert, who lives in Bergen County, told Railway Age: “I can’t be the only passenger who sees Amtrak trains running through Secaucus without stopping, thinking about my Amtrak trips that mean extra travel to New York City or Newark Penn Station. It would be much more convenient if I could get off my Pascack Valley train in Secaucus and get right onto Amtrak.”

Regarding the Libertyliner 250 proposal, Spencer  told Railway Age that he would need permission from Amtrak and NJT, which owns the station. He is prepared to negotiate with both to add the Secaucus Junction stop to the schedules of many of the trains that serve the Northeast region. He also has some new ideas about Amtrak’s long-distance trains. I will report on them soon.

The post Will Amtrak Take Scott Spencer Seriously? appeared first on Railway Age.

The companies in 2019 teamed to develop and operate a diversified portfolio of rail businesses across North America. Alpenglow’s portfolio now encompasses six rail terminals: three in Canada under the VIP Rail brand (Sarnia and Corunna in Ontario and Alberta Midland in Alberta) and three in the United States under the USA Rail brand (Port Allen in Louisiana and Port Arthur and Orange in Texas). It also offers railcar storage, switching, transloading, and railcar cleaning, among other services.

“CC&L Infrastructure is pleased to complete this successful financing, which underscores the strength of our partnership with Alpenglow and the quality of the rail platform we have built together,” said Ryan Lapointe, Managing Director of CC&L Infrastructure, which is part of Connor, Clark & Lunn Financial Group Ltd., an independently owned, multi-affiliate asset management firm that is said to provide a broad range of traditional and alternative investment management solutions to institutional and individual investors. “At the outset of our partnership, we envisioned creating a safe, scalable, customer-focused rail business and this financing positions us well to continue executing on that vision. Our long-term investment approach provides a strong value proposition within the rail sector, and we look forward to supporting the next phase of growth and value creation across the portfolio.”

“Together with CC&L Infrastructure, we remain focused on owning and operating high-quality rail assets for the long term,” Alpenglow Rail CFO Henning von Kalm noted. “This private placement is a testament to the resilience of our business model and the confidence investors have in our platform. Alpenglow’s rail terminals are strategically located within North America’s leading refining and petrochemical hubs—the Alberta Heartland, the U.S. Gulf Coast and Southwestern Ontario. With this established footprint across multiple markets, we are excited to build on our successes and continue delivering strong results.”

According to the partners, CIBC Capital Markets served as their exclusive financial advisor and lead placement agent; National Bank of Canada Capital Markets and Desjardins Capital Markets served as additional placement agents; and Torys LLP acted as issuer’s counsel.

The post Alpenglow Rail, CC&L Infrastructure Build on ‘Long-Term Investment Strategy’ appeared first on Railway Age.

#CPKC recognizes shippers for safe operating behaviour and sharing our commitment to protecting our employees, environment and communities. https://t.co/OTf5RXPrDI pic.twitter.com/8gn2QLU9ZO

CPKC on Dec. 17 reported that 80 shippers have earned its 2024  Safe Shipper Award for their achievement of “incident-free movement of at least 500 carloads of hazardous materials (non-intermodal) on CPKC lines, with zero Non-Accidental Releases (NARs) over the past year.” This distinction, the railroad said, “highlights the collaborative investments made in training, technology, and process improvements.” The recipients span multiple sectors including chemicals, energy, agriculture, and manufacturing.

In 2024, for the second consecutive year, CPKC said it has “led Class I railroads with the lowest FRA-reportable train accident frequency, extending the legacy of its predecessor, Canadian Pacific, which held top industry safety marks for 17 straight years.”

“Safety is the foundation of everything we do at CPKC, and our Safe Shipper Award represents that commitment—not only for our railroad but for the dedicated shippers who share our vision,” CPKC Senior Vice-President, Sales and Marketing Coby Bullard said. “These award-winning shippers set an example by demonstrating that operational excellence and rigorous safety standards can—and must—go hand in hand.”

And the CPKC honorees for 2024 are:

• Afton Chemical
• Altagas Extraction & Transmission LP
• Arkema
• Aux Sable Liquid Products LP
• BASF
• Harvestone Low Carbon Partners
• Calumet Specialty Products Partners LP
• Celanese
• Cenovus Energy Inc
• Centennial Energy LLC
• Canadian Fertilizers Limited
• Chemtrade Logistics Inc
• Chevron Phillips Chemical
• Covestro LLC
• Dow Chemical Co
• Eagle Mine LLC
• Erco Worldwide
• Evonik Corporation
• Factor Gas Liquids Inc
• Flint Hills Resources
• Gibson Energy Inc
• Global Companies LLC
• Grain Processing Corporation
• Granite Falls Energy LLC
• Greenfield Global (two awards)
• ICEC, HJ Baker Sulphur Canada ULC
• Hunt Refining Co
• Indorama Ventures
• Ineos Olefins & Polymers USA
• Ineos Styrolution America LLC
• International Raw Materials Ltd
• Irving Oil Ltd
• Jefferson Energy Railport Terminals
• JR Simplot Co
• Keyera Corp.
• Kiros Energy Marketing ULC
• Koch Fertilizer LLC
• Lotte Chemical Louisiana LLC
• LSB Chemical LLC
• LyondellBassell
• Martin Operating Partnership LP
• Maverick Petroleum Inc
• Messer LLC
• Methanex Corporation
• Midstream Energy Partners
• Montana Resources LLP
• NGL Supply Company Ltd
• Nouryon Chemicals LLC
• Occidental Chemical Corporation
• Olin Corporation
• Orica Canada Inc (two awards)
• PBF Holding Company LLC
• Pembina Resources Services Canada
• Phillips 66 Co
• Pieridae Alberta Production Ltd
• Plains Midstream Canada ULC
• POET Biorefining LLC
• Ray Energy Corp
• Reagent Chemical & Research Inc
• Redfield Energy LLC
• Reliant Gases Ltd
• Renewable Products Marketing Group LLC
• Robinson Nevada Mining Company
• Sasol Chemicals (USA) LLC
• Shintech Inc
• SM Energy Co
• Strathcona Resources Ltd
• Superior Gas Liquids
• SWN Midstream Services Company
• The Andersons Inc.
• TotalEnergies Petrochemicals & Refining USA, Inc.
• Trafigura Trading LLC
• US Development Group LLC
• USA Rail Terminals LP
• Vale Canada Ltd
• Valero Energy Inc
• Westlake Corporation
• Wildcat Midstream Ltd Partnership

In related developments, earlier this year BNSF recognized 99 customers as Product Stewardship Award honorees for 2024; CN recognized 213 shippers with Safe Handling Awards for 2024; and UP honored 147 chemical shippers for their dedication and commitment to safety with 2024 Pinnacle Awards.

UP on Dec. 17 reported that the master-planned Mainline Texas Industrial Park is under development along its main line just outside Houston. With direct access to U.S. 90, Highway 36, Spur 10, and Interstate 69, the railroad said it will offer customers “seamless transportation across the region’s major population centers and international gateways in Laredo, Eagle Pass and El Paso.”

The park includes 1,300 acres of rail-served land and 700 acres for non-rail industrial and commercial uses, with the potential for more than 20 million square feet of Class A development. It also features railcar storage, on-site water and wastewater systems, regional drainage, and access to high-capacity gas infrastructure, according to UP.

“We’re excited about the new growth opportunities this park opens up for our customers,” UP Executive Vice President–Marketing and Sales Kenny Rocker said. “It’s near the state’s largest concentration of people, industry and commerce, and allows customers to reach more than 25 million consumers within a 250-mile radius. That’s real growth potential and another example of how we are planning into the future with our customers.”

The Laredo Gateway Industrial Railway, LLC, a non-carrier subsidiary of Kraus Development, earlier this month petitioned the Surface Transportation Board for an exemption from the prior approval requirements of 49 U.S.C. §10901 to construct an approximately 2.6-mile (13,707-foot) common carrier rail line in Webb County, Tex. It would extend from UP’s Laredo Subdivision in Texas and terminate within the new Gateway Industrial Park.

The post Class I Briefs: CPKC, UP appeared first on Railway Age.

The American Short Line and Regional Railroad Association (ASLRRA) has named Matt Carne, Senior Manager, Safety & Training, Modesto & Empire Traction Company, as its 2026 Safety Professional of the Year, and Joe Wilcox, Conductor and Engineer, Watco, as its 2026 Safety Person of the Year. Nominated by their peers and selected by a panel of industry safety experts, the annual awards “recognize two individuals for their significant and consistent dedication to operating safely.”

The Safety Professional of the Year honors a safety management employee of an ASLRRA Class II or Class III member railroad who is responsible for safety programs, training and the overall management of safe behavior and actions on their railroad(s).

The Safety Person of the Year Award recognizes an employee of an ASLRRA Class II or Class III member railroad who works with management on effective safety programs and exhibits a high degree of safety awareness.

“Safety is the one non-negotiable in the short line railroad industry. While short lines are known for always getting to yes, delivering for customers, and growing local economies, an unrelenting focus on safety underpins everything they do,” said ASLRRA President Chuck Baker. “ASLRRA’s Safety Person and Safety Professional Awards recognize individuals who go above and beyond what is required to bring every railroader home safely every night – they are prestigious honors in the industry and are extraordinarily meaningful to the recipients. I’m looking forward to recognizing Matt Carne as the 2026 Safety Professional of the Year, and Joe Wilcox as the 2026 Safety Person of the Year at our upcoming Annual Conference & Exhibition.”

The winners will be recognized at the General Session on Monday, April 13 at the ASLRRA Annual Conference & Exhibition April 12-14, in Minneapolis, Minn.

As a leader in safety at Modesto & Empire Traction Company (MET), Carne has built a culture of openness where close-call reports are encouraged and discussed to emphasize a proactive approach to safety concerns. As a former teacher and high school coach, Carne recognizes the importance of education to improving safety. He leads educational initiatives for a variety of participants to bolster safety knowledge at MET and beyond. This includes inviting regulators and the Short Line Safety Institute (SLSI) to provide on-site training to MET employees.

“Matt inspires a unified commitment to safety excellence,” writes MET Vice President of Rail Operations Jared Martin. “His approach brings people together with purpose, clarity, and shared pride in achieving safety milestones. He demonstrates a deep commitment to ensuring a safe working environment for all employees. Matt’s positive attitude, even in the face of difficult safety enforcement, helps foster a culture where safety is embraced rather than resisted.”

Carne’s efforts have helped the railroad experience measurable safety achievements, including zero regulatory violations across 16 separate inspections in 2025.

On paper, ASLRRA Safety Person of the Year Joe Wilcox’s eight years in the railroad industry make him a relative newcomer. But on the job, Wilcox brings the focus, insight and leadership of a senior team member, the association noted.

As a conductor and engineer at Watco’s industrial switching operation in Plaquemine, La., Wilcox is known for his active participation. He always comes to meetings prepared and ready to contribute, offering up relevant safety-related topics for discussion and providing valuable insight that enhances his colleagues’ understanding and awareness of safety alerts or the rule of the week. He also promotes a culture of safety within his department. Wilcox’s eye for safety and keen awareness make him a highly trusted evaluator of newer team members. While it is not part of his regular workplace responsibilities, Wilcox provides detailed and timely evaluations of student conductors to help those in management determine whether a student is ready to become a certified conductor.

This safety awareness is not limited to meeting rooms and training scenarios. Wilcox has identified several near misses that have resulted in team members implementing crucial preventative safety measures.

“Joe has built a reputation as a dedicated leader on his shift. His leadership is grounded in discipline, teamwork, and a deep sense of purpose,” said Watco Director Safety Randy Burington. “Whether at work, at home or in service to his community, he brings passion, drive and heart to everything he does.”

“Congratulations to our Safety Professional of the Year Award winner Matt Carne of Modesto & Empire Traction Company and Safety Person of the Year Award winner Joe Wilcox of Watco,” ASLRRA wrote in an X post. “Matt and Joe have each demonstrated significant contributions and consistent dedication to safe operations on their railroads. We’re excited to honor them both at our Annual Conference in April.”

The post ASLRRA Honors Carne, Wilcox for Outstanding Safety Leadership appeared first on Railway Age.

Mexico’s Rail Transport Regulatory Agency (ARTF) has awarded Alstom a contract worth around $1 billion to supply and maintain 47 DMUs for the government’s program to restore long-distance passenger services. The new fleet will be deployed on the Mexico City – Querétaro, Querétaro – Irapuato and Saltillo – Nuevo Laredo lines.

The largest passenger rolling stock order placed in Mexico in recent years will see Alstom’s local Ciudad Sahagún facility manufacture 14 commuter and 33 inter-city trains. The commuter trains will accommodate 700 passengers, with seating for 315. The intercity variant will have 265 seats, with passenger amenities including power sockets and USB charging ports at each seat. The new fleet will be equipped with ERTMS (European Rail Traffic Management System).

The contract also covers the provision of comprehensive support services, including a $33.9 million package to design and supervise the construction of train inspection facilities, as well as to design and equip two maintenance depots for $39.9 million each. Fleet maintenance will be undertaken over five years for $139.3 million, including consumables, supply of qualified personnel, technical documentation and tools. The contract runs until December 2032.

During the tender, Alstom achieved the highest combined score of 83.78 points out of 100, despite scoring lower on technical evaluation than its main competitor. The company scored a maximum 35 out of 35 for its economic proposal, which proved decisive.

CAF finished second with 81.29 points overall and submitted a higher bid of $1.23 billion. The bid submitted by CRRC Zhuzhou Locomotive in joint venture with Mexico Railway Transportation Equipment was deemed non-compliant, scoring only 41.43 technical points.

Chinese interest in the Mexican market has also been demonstrated by CRRC Zhuzhou Locomotive successfully bidding for separate contract to supply 15 EMUs, awarded for $296 million in September. They will operate on the new line connecting Mexico City with Felipe Ángeles International Airport (AIFA) and Pachuca.

The Alstom plant at Ciudad Sahagún has built 42 X’Trapolis DMUs and bi-mode trains under the $1.85 billion fleet and railway systems contract for the Mayan Train project, awarded by the Mexican government for $1.84 billion in May 2021. The contract includes fleet maintenance.

An in-depth feature on the Mexico’s passenger revival program will appear in the January issue of IRJ.

• Gulf of Mexico Train Project Construction Begins
• Reports: Mayan Train Freight Terminal Coming to Cancun
• Wi-Tronix Teams With Tren Maya
• Mexico Moving on Passenger Rail Revival
• Mexico’s Outgoing President Announces Completion of Mayan Train Project

The post Mexico Awards $1B Passenger Fleet Contract appeared first on Railway Age.