Prototype News

Mandated by Congress in 1982, the Triennial Review examines how recipients of Urbanized Area Formula Program funds meet statutory and administrative requirements, according to the FTA. It is also said to help identify potential issues, provide support to grantees, mitigate risks, and improve public transparency.

The review assessed MTS’s management of federal funds and program implementation across 23 critical areas. These included financial management; maintenance; Americans with Disabilities Act (ADA) compliance; Title VI of the Civil Rights Act of 1964; procurement; Disadvantaged Business Enterprise (DBE); legal and regulatory compliance; safety and security; and equal employment opportunity (EEO), according to MTS, which operates four Trolley lines and 92 bus routes in 10 cities and unincorporated areas of San Diego, Calif., and served more than 75 million riders in Fiscal Year 2024.

MTS said it has received more than $320 million in FTA funding over the past three years. This includes both formula and competitive funding that has been used for preventive maintenance and state of good repair projects, purchasing new Trolleys and buses, zero-emission bus infrastructure, and operating assistance.

“A perfect score from the FTA speaks volumes about our MTS team’s professionalism and commitment,” said Stephen Whitburn, MTS Board Chair and San Diego City Councilmember. “It confirms that MTS delivers high-quality service with integrity, efficiency, and accountability.”

“From our understanding it is very uncommon for a transit agency to receive a perfect score,” MTS CEO Sharon Cooney noted. “The FTA reviewers were very thoughtful and thorough. The review team spent multiple days on site at MTS and a significant number of hours reviewing our policies, practices and procedures. Our team worked hard to provide all the necessary documentation, and the outcome couldn’t have been better.”

Separately, the MTS Board in May signed off on a $473.1 million operating budget for FY 2026.

The post MTS Earns ‘Perfect Score’ in Federal Triennial Review appeared first on Railway Age.

Set to open to the public later this month, the Gettysburg Excursion Railway features fully renovated 1950s-era Budd passenger coaches, including a café car.

According to Patriot Rail, ticket holders will experience views of the Eternal Light Peace Memorial and Gettysburg’s countryside, plus narration about Adams County history including Civil War figures and events. The 60-minute ride departs from the restored former Gettysburg & Harrisburg Railroad Depot built in 1884. The company will offer themed rides and special onboard events, catered by the Gettysburg College culinary group and Wyndham Gettysburg Hotel & Conference Center. Also available: private event space and a Depot gift shop.

Patriot Rail entered the excursion business ten years ago with the Blue Ridge Scenic Excursion Railway based in the Blue Ridge Mountains between Blue Ridge, Ga., and McCaysville, Tenn. In 2023, it added two New Hampshire excursion trains in Lincoln and Meredith, which operate over 54 miles of track, and a Rail Bike adventure in Laconia, N.H.

“This launch marks an exciting new chapter in Patriot Rail’s Excursion Division growth and its commitment to supporting the communities we serve,” said Brandy Christian, CEO of Patriot Rail, which operates 31 short lines across the United States. “We’re proud to enhance tourism by inviting guests to experience the rich history of one of America’s most iconic landscapes—aboard a passenger railcar journeying through the Adams County countryside.”

“The Gettysburg Excursion Railway is more than a train ride—it’s a moving tribute to the stories that shaped our nation,” added Karl Pietrzak, President and CEO of Destination Gettysburg. “As both residents and visitors travel this historic route, they’ll connect with the past in a way that’s immersive, educational, and truly memorable.”

The post Patriot Rail Unveils Fourth Excursion Train appeared first on Railway Age.

TYLin Group on Aug. 6 announced the appointment of Jenni Roseleip as Chief Marketing Officer. She brings more than two decades of distinguished leadership in marketing, communications, brand, business development, and sales within the architecture, engineering, and construction (AEC) industry.

“Jenni’s proven track record in increasing brand awareness and value, driving strategic growth, and her deep expertise in the AEC industry will enhance our organization’s ability to achieve our strategic ambitions,” said TYLin CEO Matthew Cummings. “We are thrilled to welcome her leadership and vision as we continue to position ourselves as the partner of choice for transformative projects worldwide.”

Most recently, Roseleip held an executive marketing and communications role at a leading global professional services firm, leading strategic initiatives that “elevated brand visibility, strengthened client and employee engagement, and supported market growth.”

In her new role, Roseleip will be instrumental in executing the company’s ambitious five-year strategic vision and driving priorities, including client account management and sustainable revenue growth. She will also be instrumental in the global brand positioning of TYLin and Sidara’s other leading infrastructure companies, including Introba and Landrum & Brown.

“I’m honored and excited to join TYLin Group at this dynamic point in its journey,” said Roseleip. “I look forward to collaborating with leaders and teams across the globe to further elevate our brand, enhance client experience and relationships, and drive growth aligned with the visionary goals and ambitions of our strategic plan.”

VLS Environmental Solutions, a leader in sustainability-driven waste, railcar cleaning, and repair solutions, announced Aug. 7 that Michael Obertop has joined as the firm’s new National Rail Solutions Sales Director. This strategic hire “exemplifies VLS’ commitment to bolstering its expertise and leadership within the rail industry.”

Obertop brings to VLS more than two decades of experience in the rail sector, holding prominent roles at leading companies such as Carboline, Cathcart Rail, and GBW Railcar Services. Over his career, Michael has earned a reputation for “driving growth, optimizing operations, and delivering innovative solutions tailored to the unique challenges of the rail industry,” the company noted.

His, the company says, arrival comes at a pivotal moment for VLS’ rail division, which has experienced significant expansion driven by investments in advanced technologies and service capabilities. Most recently, VLS marked a milestone with the launch of its state-of-the-art railcar cleaning rack in Victoria, Texas, “enabling rapid, efficient, and environmentally responsible service for clients with even the most challenging cleaning requirements.” The company, VLS says, “stands at the forefront of high-hazard cleaning and maintenance solutions, specializing in handling a diverse array of materials—while prioritizing safety, compliance, and sustainability.” This growth, the company adds, “underscores VLS’ commitment to providing industry-leading, full-service railcar solutions that maximize efficiency and support environmental stewardship.”

“Michael’s robust industry expertise and proven leadership make him a tremendous asset to VLS. His ability to anticipate client needs and deliver impactful solutions aligns perfectly with our mission of providing innovative and environmentally responsible services,” said David Carter, Executive Vice President Railcar Services at VLS.

At Cathcart Rail, Obertop led strategic initiatives as Senior Vice President of Sales & Marketing, driving significant growth in service delivery and building strong client relationships. His experience at Carboline and other organizations has honed his expertise in sales, operations, and business development across complex industries.

“I’m thrilled to join VLS and bring my experience in driving growth and building lasting client partnerships to this incredible team. It’s an exciting opportunity to continue making an impact in such a dynamic organization,” said Obertop.

“VLS has seen a steady rise as a leader in sustainability and rail solutions,” stated Bryant Tenorio, Senior Director of Sales & Marketing. “With Michael’s wealth of experience, we are confident he will spearhead new opportunities and help advance our comprehensive offerings in railcar cleaning, repair, and waste management. His vision aligns seamlessly with our overarching goal to deliver unmatched value to our clients while upholding environmental stewardship.”

Lochner on Aug. 8 announced the addition of Chad Edwards to its growing National Transit Team. He brings more than two decades of experience advancing transit and rail initiatives across Texas, serving in key leadership roles at Trinity Metro, Dallas Area Rapid Transit (DART), and the City of Fort Worth.

Edwards will partner with clients nationwide to deliver impactful transit and rail projects, from strategic planning and alternatives analysis to final design, construction, and operations planning. “His extensive agency experience, deep knowledge of federal programs, and successful track record of securing funding and building stakeholder consensus will be instrumental in helping clients deliver projects in today’s evolving public transportation landscape,” the company said.

Most recently, Edwards served as Executive Vice President of Strategy, Planning & Development for Trinity Metro in Fort Worth, Texas, where he successfully secured more than $125 million in capital funding and oversaw the implementation of transformative system-wide initiatives. His previous roles included Assistant Director of Transportation & Public Works for the City of Fort Worth, and Assistant Vice President of Capital Planning at DART, managing multi-billion-dollar transit infrastructure programs, including the Silver Line.

“We are excited to welcome Chad to our team,” said Gary Thomas, National Transit & Rail Market Director at Lochner. “With more than 20 years serving as a public transit and rail advocate, Chad brings firsthand agency perspective—someone who not only understands the day-to-day challenges transit leaders face, but also the complexities of navigating federal requirements and funding processes.”

Edwards was named to Fort Worth Inc.’s, The 500 – Most Influential People in Fort Worth in 2025 and is a graduate of both Leadership Fort Worth and Leadership APTA, reflecting his deep commitment to advancing public transportation and regional mobility.

The post People News: TYLin Group, VLS Environmental Solutions, Lochner appeared first on Railway Age.

The proposal is necessary to support the integration of UAS into the national airspace system (NAS), according to the FAA and TSA in their Notice of Proposed Rulemaking (download below). It is also intended to provide a “predictable and clear pathway for safe, routine, and scalable UAS operations that include package delivery, agriculture, aerial surveying, civic interest [to include wildfire recovery, wildlife conservation, and public safety], operations training, demonstration, recreation, and flight testing.” According to the FAA and TSA, operations would occur at or below 400 feet above ground level, from “pre-designated and access-controlled locations.”

The TSA also proposes making “complementary changes to its regulations to ensure it can continue to impose security measures on these operations under its current regulatory structure for civil aviation.”

Comments are due on or before Oct. 6, 2025.

“To date, the Federal Aviation Administration (FAA) has allowed some such [BVLOS] operations through individualized exemptions and waivers to existing regulations,” according to the NPRM. “This NPRM leverages lessons learned from individual exemptions and waivers to create the repeatable, scalable regulatory framework … that would allow for widescale adoption of UAS technologies … Further, this proposed rule’s Automated Data Service requirements would provide clarity for manufacturers and service providers producing UAS and offering key enabling services, such as UTM [Unmanned Aircraft System Traffic Management], to UAS operators.”

Under the proposed rule, all operators would need FAA approval for the area where they intend to fly, according to the FAA’s BVLOS fact sheet (download below). They would identify the boundaries and the approximate number of daily operations, as well as takeoff, landing and loading areas, FAA reported. They also “would ensure adequate communications coverage and procedures in cases where the communications with the drone are lost.” The FAA noted that operators “would have to be familiar with airspace and flight restrictions along their intended route of flight including reviewing Notices to Airmen (NOTAMs),” and “be required to identify and mitigate any hazards.”

Operators would also use Automated Data Service Providers (ADSPs) “to support scalable BVLOS operations,” according to the FAA. “ADSPs could provide services to keep BVLOS drones safely separated from each other and manned aircraft.” The FAA would approve and regulate these entities and require the services to “conform to industry consensus standards following vetting and testing.”

Additionally, drones would have technologies that “enable them to automatically detect and avoid other cooperating aircraft,” the FAA said. They would also “yield to all manned aircraft broadcasting their position using ADS-B” and “could not interfere with operations and traffic patterns at airports, heliports, seaplane bases, space launch and reentry sites or facilities where electric Vertical Takeoff and Landing (eVTOL) aircraft take off or land.”

The FAA is proposing two types of authorizations for BVLOS operations, depending on the scope. It also proposes requiring two positions: an operations supervisor, who would be responsible for overall safety and security, and a flight coordinator, who would “directly oversee aircraft operations and intervene to ensure safe conditions, if necessary.” Neither position would require holding an FAA-issued airman or remote pilot certificate, according to the government agency.

AAR’s Ian Jefferies on Aug. 6 released the following statement on the proposal: “It is encouraging to see this long-overdue BVLOS rule released. America’s freight railroads commend [U.S. Transportation] Secretary [Sean P.] Duffy and the USDOT, for advancing a forward-looking policy that could help unlock the full potential of unmanned aircraft systems across our national transportation network.

“Routine BVLOS operations hold tremendous potential for railroads—enhancing safety, speeding up inspections, and improving emergency response in ways that were previously limited. AAR members have long advocated for a rule that offers clarity, scalability, and meaningful safety benefits, and while we are still reviewing the rule in full, we are optimistic that today’s action represents a significant milestone toward that goal.”

BNSF, CSX and Union Pacific are among the railroads testing and/or using drones in maintenance-of-way, disaster response, security and other applications.

The post FAA, TSA Eye ‘Beyond Visual Line of Sight’ Drone Operations Rule appeared first on Railway Age.

According to CSX, the project combines modern engineering solutions with strategic planning to overcome logistical challenges. Most of the track upgrades involve removing existing rail, excavating deeper into the ground, and lowering the track profile. This, the Class I says, allows the necessary clearance for double-stack freight containers without compromising infrastructure integrity.

Some sections, however, sections required a different approach, CSX noted. At three key bridges—North Avenue, Guilford Avenue, and Harford Road—raising the bridges was necessary due to obstructions beneath them. This tailored solution, the Class I says, “demonstrates the adaptability of the construction team, ensuring optimal results across diverse project sites.”

Once complete, the Howard Street Tunnel Project will allow double-stack trains to operate effortlessly along the entire I-95 corridor. This capability, CSX says, “significantly enhances the efficiency of freight transport, reducing costs and transit times for customers.” Additionally, the Port of Baltimore stands to gain from this modernization, “boosting its role as a major hub for international trade,” the Class I noted. “The larger state economy will also enjoy increased competitiveness and job opportunities tied to this infrastructure upgrade.”

Throughout the project’s execution, CSX says the team “remains committed to completing the work with the highest standards of safety and efficiency. These efforts ensure timely delivery and build a foundation for sustained economic growth driven by improved freight mobility.”

“The CSX Howard Street Tunnel Project is a catalyst for progress. By unlocking the potential of double-stack train operations, it strengthens the region’s logistics network and secures a brighter future for Maryland’s economy,” CSX said.

The post CSX ‘Elevates Freight Efficiency’ With CSX Howard Street Tunnel Bridge Project appeared first on Railway Age.

The Pier B On-Dock Rail Support Facility, “a cornerstone of the Port’s $2.2 billion program to enhance cargo movement efficiency, reduce environmental impacts and support regional economic development,” will transform the existing rail yard into a state-of-the-art facility, doubling its size from 82 to 171 acres. The project will more than triple the Port’s on-dock rail capacity, enabling it to handle up to 4.7 million Twenty-Foot Equivalent Units (TEUs) annually. The expansion, Jacobs says, “is expected to significantly reduce truck traffic, lower emissions and improve air quality in the surrounding areas.”

Expected to be complete in 2032, the Pier B On-Dock Rail Support Facility is also set to provide substantial community benefits, including creating more than 1,000 local jobs and contributing to local health and environmental initiatives, the company noted. By enhancing on-dock rail capacity, the project will help the Port “further its efforts to reduce the environmental footprint of cargo movement.”

“As one of the busiest ports in the United States and a major entry point for goods, the Port of Long Beach plays a significant role in international trade and the economy,” said Jacobs Executive Vice President Eva Wood. “Jacobs’ experience in managing large-scale infrastructure projects will deliver enhancements at the port that will expedite cargo movement, reduce shipping costs and contribute to a more resilient supply chain.”

“The Pier B On-Dock Rail Support Facility embodies the core values of the Port of Long Beach, allowing more cargo to move through our marine terminals with greater efficiency and less impacts on the community,” said Port of Long Beach CEO Mario Cordero. “It is also an enormous undertaking with ten construction contracts to manage. Jacobs has demonstrated its qualifications to help us accommodate this peak workflow, and we’re pleased to work with the company to build this new gateway for the nation’s container cargo.”

The post Jacobs Tapped to Support Port of Long Beach’s Pier B On-Dock Rail Support Facility appeared first on Railway Age.

Construction has wrapped up on a new intermodal terminal in Kansas City, Mo. Opened July 16, Union Pacific’s (UP) 31st terminal serves both domestic and international containerized shipments of grains, consumer goods, refrigerated products, and auto parts in the Midwest region, and adds capacity to the railroad’s original Kansas City operation. UP held a ribbon-cutting celebration Aug. 7.

Located west of downtown on existing UP property (Armourdale Yard) and near several major highway and interstate arteries, the Kansas City Intermodal Terminal provides customers in the growing markets of Missouri, Kansas, Iowa, and Nebraska access to UP’s 23-state network, including ocean ports on the West Coast and the Gulf of Mexico, according to the railroad (see map above). It will “accommodate significant future expansion with growth in demand,” the railroad said during its October 2024 announcement of the terminal’s construction, and will “help to convert more truck traffic to rail, reduce congestion on the nation’s highways, and lower greenhouse gas emissions.”

The Kansas City Intermodal Terminal includes UP’s PGT gating system, which was developed in-house to scan a driver’s equipment and speed up the gating process, allowing truckers to quickly enter and exit the ramp, according to UP.

“This new terminal reflects our commitment to building for the future and providing our customers with convenient and cost-effective access to the U.S. supply chain,” UP Executive Vice President–Marketing and Sales Kenny Rocker said Aug. 7. “Our customers want faster, more reliable freight options and this terminal delivers.”

Last year, UP opened an intermodal terminal within its downtown Phoenix, Ariz.. rail yard, which Rocker reported offers regional shippers and receivers in Arizona “a fast, sustainable rail option to move product in international containers into and out of Southern California that is cost competitive and removes trucks from our nation’s congested highways.” UP also more recently brought intermodal terminals to Southern California and the Minneapolis-St. Paul metropolitan area, for instance. The Twin Cities Intermodal Terminal in Minneapolis saw 2024 volumes grow 94% over the prior-year period, UP reported in March.

UP on Aug. 7 also announced it will shift its Kansas City Intermodal Terminal domestic service from the Intermodal Container Transfer Facility terminal in Long Beach, Calif., to the City of Industry terminal in Southern California. Domestic units moving to the Kansas City Intermodal Terminal, it said, will now benefit from UP’s expedited premium network six days per week, offering a more than 25% faster journey and up to 25 hours in savings compared to current industry options, with just over 2.5 days transit. According to UP, making the change to City of Industry will complement the Kansas City Intermodal Terminal and allow for expanded market access, efficient drayage management and enhanced logistics planning. Units originating in Kansas City will continue to utilize the existing expedited premium train to the City of Industry terminal, it noted.

The post UP: Intermodal Terminal Launches in Kansas City (UPDATED 8/8) appeared first on Railway Age.

After years of delays and canceled debuts, the next generation of Amtrak’s high-speed Acela train will finally enter revenue service on the Northeast Corridor on August 28. 

Amtrak officials say five Acela Avelia Liberty (sometimes called the NextGen Acela)  trainsets will enter service to start, and that by the end of 2027, all 28 trains should be in operation. Until then, high-speed service between Boston and Washington, D.C. will be handled by both the original Acela trains and the new ones. 

“NextGen Acela is more than a new train—it’s an evolution of travel,” said Amtrak President Roger Harris. “In just a few weeks, history will be made with the debut of NextGen Acela as we launch a new standard for American train travel.”

The Alstom-built trains were expected to enter service back in 2021, but they were delayed by various mechanical and infrastructure issues, specifically compatibility issues with the decades-old catenary on the route. With those issues resolved, testing of the trains has been increasing in recent weeks along the Northeast Corridor. 

The new trains can travel up to 160 miles per hour and feature amenities like free, high-speed internet, individual power outlets and more. Tickets to ride the new trainsets will be available in the coming days. 

—Justin Franz

The post New Acela Trains to Enter Service August 28 appeared first on Railfan & Railroad Magazine.

The first five of Amtrak’s long-awaited, Alstom-built higher-speed trainset, the “NextGen Acela” (but also called “Acela II,” “America’s high-speed train,” and “Avelia Liberty” by the builder), are set to debut on the Washington, D.C.-New York City-Boston Northeast Corridor on Aug. 28, following roughly four years of delays attributed to problems encountered during testing on portions of the NEC infrastructure.

The 28 TGV-based trainsets will be phased into service through 2027, sharing duties with their now 25-year-old predecessor, the first-generation Acela trainsets, nicknamed “The Fast Pig” in some railroading circles because of their high power car axle loads and numerous problems encountered during testing and their first years of service. The NextGen Acela is articulated and offers axle loads much lower than the first-generation equipment. It also offers 27% higher passenger capacity. Each trainset has two power cars, eight articulated intermediate trailer coaches and one centrally located non-articulated café car. The power cars are constructed of carbon steel; the coaches of aluminum. The trainsets meet FRA Tier III Passenger Equipment Safety Standards; Standards for Alternative Compliance and High-Speed Trainsets. Certified for operations at up to 186 mph (300 kph), they will operate at a maximum speed of 160 mph on the NEC. Amtrak says it will be offering expanded weekday and weekend schedules.

“The new NextGen Acela offers an elevated experience, with features and amenities that today’s savvy travelers expect, plus everything they need to be productive along the way: free high-speed 5G-enabled Wi-Fi, as well as individual power outlets and reading lights,” Amtrak noted. The fleet is being assembled at Alstom’s Hornell, N.Y. facility “by skilled Machinists Union workers, using components from more than 180 suppliers across 29 states, creating approximately 15,000 U.S. jobs,” Amtrak added.  

As well, Amtrak noted, the NextGen Acela “is a key component of our broader fleet modernization plan,” which includes new Siemens-built Amtrak Airo equipment debuting on the Amtrak Cascades, Northeast Regional and East Coast routes; new Siemens ALC-42 locomotives on Long-Distance routes, and upgraded interiors in coaches, dining cars, sleeper, and Sightseer Lounges “featuring new seat cushions, upholstery, lighting and finishes.”

The NextGen Acela was experiencing “complications in completing testing … along the [NEC’s] decrepit infrastructure,” wrote Washington Post reporter Luz Lazo in May 2023. They “need more analysis to ensure they can safely operate on the curvy and aging tracks between Washington and Boston.” Numerous delays have been attributable to “unforeseen complexities in testing and computer simulation processes required by the Federal Railroad Administration. Amtrak and … Alstom have cited some compatibility hiccups between the high-tech train, modeled after those in operation across Europe, and infrastructure that dates back 190 years in some areas. The latest hurdle, officials said, involves testing the train’s wheels, particularly at higher speeds.”

“Modeling of the wheel-to-track interface is particularly complex due to age, condition, and specific characteristics of Amtrak infrastructure on the Northeast Corridor, and especially the existing tracks,” Alstom told the Post, adding that it has been “conducting extensive investigations” to ensure safe operation and is “confident that this extensive process will demonstrate compatibility of the latest generation of high-speed technology with existing infrastructure.”

“Further refinement of analysis, simulations and testing” are required, Amtrak told the Post. “We want our customers to experience these new trains as soon as possible, but Amtrak cannot operate them for passenger service until Alstom has completed testing and meets all safety requirements.”

Among the problems encountered were pantograph/catenary loss of contact on the older, variable-tension system between Washington and New Haven, Conn. at higher speeds. Wheel/rail interface problems, which reportedly did not surface during high-speed testing on the RTT (Railroad Test Track) at the ENSCO-operated TTC in Pueblo, Colo., occurred on the NEC. This problem appeared to echo similar issues encountered during testing and early revenue service of the non-articulated, first-generation Acela trainsets, which are much heavier than the new articulated equipment—25-ton power car axle loads on the so-called “Fast Pig,” compared to 17.5 tons on the new equipment. In addition to premature wheelset wear, the first-generation trainsets experienced cracked yaw dampers, upper carbody pantograph shrouding that peeled off at speed, and inboard brake discs that disintegrated.

“’Decrepit’ and ‘curvy and aging’ are exaggerated terms for infrastructure that, despite needing major capital improvements, hosts more than 2,000 intercity and commuter trains every day,” I commented in 2023. “The Northeast Corridor Commission has identified more than 150 projects worth close to $120 billion, including upgrades or replacements of 15 bridges and tunnels more than 100 years old, needed to bring the NEC into a state of good repair. Amtrak is getting $66 billion in new federal funding for SOGR and expansion projects, much of which is for the NEC. Among the major NEC projects are the Gateway Program and the Baltimore & Potomac Tunnel replacement.”

One year prior, Railway Age Publisher Jon Chalon and I toured a NextGen Acela (then called the Acela II) at Philadelphia 30th Street Station. Three of the 28-unit order were on the property. In articles dating to 2019, Railway Age had covered the trainsets’ manufacturing at Alstom’s Hornell, N.Y. plant and toured an interior mockup; the 30th Street Station tour was the first time we saw completed unit. “Suffice to say the overall design and amenities are a vast improvement over the existing Acela trainsets,” I commented. Now we’ll see how they do, finally in revenue service. Here’s my commentary following the 2019 interior mock-up tour, with Amtrak-provided photos of the real thing (obviously with models posing as passengers, at least to my eyes):

Amtrak’s Acela Express, which replaced the iconic Metroliner service that helped define the Northeast Corridor for the better part of 30 years, is now approaching age 20 (kind of old for a train). The equipment, popular with customers but sort-of affectionately called “The Fast Pig” in railroading circles, will soon be replaced with new, lighter, sleeker and faster trainsets from Alstom. (“Soon” took six years.)

Here’s a look inside. While the existing trainsets are comfortable, some of the interior features tend to be on the clunky, bulky or unwieldy side. Not so with the new trainsets. This time, the designers—unfettered by a long-gone Amtrak executive still mockingly referred to as the “Decorator General”—got it right.

Based on the mockups I saw at Alstom’s plant in New Castle, Del., these new trainsets are inviting, comfortable, ergonomic, spacious, and conducive to working, or just plain ’ol relaxing—the polar opposite of flying, which is what train travel is meant to be (are you listening, ex-Delta Airlines CEO Richard Anderson?). The engineer’s cab is, well, unusual for North America, with a center-seating position a la TGV, and smartly placed controls.

Nice! Rather “European,” but definitely “American,” if we’ve defined the look and feel of an American high(er) speed trainset. Perhaps we have. If the existing Acela equipment can be compared to a heavy, clumsy but luxurious 1960s Cadillac or Lincoln “land yacht” with a few modern amenities (a “resto-mod,” in collector-car parlance), this new trainset approaches what you’d expect in a 2019 Cadillac XTS, Lincoln MKZ, BMW, Mercedes, Infiniti or Lexus, with hint of Corvette C-8 or Dodge Challenger Demon performance. You get the picture.

OK, enough automotive comparisons. Suffice to say that, given the choice of flying the Delta Shuttle from New York to Washington, driving (even in a fast, comfortable car) or riding the new Amtrak equipment, the train wins, hands-down. No brainer. Just make sure, Amtrak, that you maintain the tracks, catenary and signal/train control system, OK? But that’s a $30 billion engineering story for another day.

Here’s what we can look forward to in 2021 (now Aug. 28, 2025):

• Larger windows with pull-down shades (no dust-collecting curtains).
• Winged headrests with built-in adjustable reading lights. Every seat has convenient, center-mounted electrical outlets and USB ports. You won’t have to ask your neighbor, “Mind if I drape my cell phone charging cord over your lap?” There are built-in aisle hand-holds, so you don’t have to worry about “accidentally” smacking someone in the face or the back of the head if the train happens to hit a patch of “rough” track. There are also grab bars for stability, and what Amtrak calls “gap fillers to cover the space between the train and the platform, creating a smooth surface for entering/exiting the train.” In other words, retractable bridge plates. As well, when you’re walking between cars, you won’t have to step on a large, rubber, accordion-like contraption in the vestibules. Those have been smoothed over.
• Streamlined, open overhead luggage racks (goodbye, closed compartments with head-bang-inducing doors that airline-brainwashed customers tend to leave open), and large, end-of-car open luggage racks.
• The tables with facing seats have individual flip-up extensions, so you don’t (again) have to disturb your neighbor. You want yours down. He or she wants it folded. No problem!
• More legroom, and flip-down footrests.
• Two-tiered, fold-down at-seat tray tables. They’re light, a vast improvement over the current, anvil-like tray tables that often get stuck when you’re trying to slide them out. (“Damn tray. It won’t move! Oops! There goes my drink!”)
• Indirect, crew-adjustable lighting. Much more pleasant than fluorescent lights glaring in your face when you’re trying to catch some shut-eye on a chilly winter evening.
• Spacious, fully accessible restrooms with “touchless” features and a 60-inch-diameter door turning radius.
• Each nine-car trainset will seat 378. There will be seven “Acela Class” cars (replacing “Business Class”) with 49 to 59 seats; one “First Class” car with 44 seats; and one Café car with no seats (not even bar stools, so don’t even think about hanging out with a laptop. Just get your food and libations and head back to your seat!). The Café car will have, in addition to an attendant providing hot food, “self-select” refrigerators. These are not vending machines. You get what you want and pay for it at the counter. Amtrak calls this “convenient dining options, offering easy access and greater selection.” Well … we’ll see. Just don’t get rid of the Angus cheeseburgers, OK?
• High-resolution-LCD digital signage.
• Individual receptacles for trash and recycling (sustainability—about time!).
• Digital seat displays. Amtrak is evaluating an advance-seat reservation system. Don’t even think about grabbing an aisle seat and putting your “personal belongings” on the window seat—a passive-aggressive way of saying, “Get lost. I prefer to sit by myself and hog as much space as possible.”
• Onboard Wi-Fi to “enhance the digital experience.” In other words, it’s not supposed to drop out when you need it most.
• Safety systems, such as CCTV cameras, that “provide real-time monitoring and ensure a safe and comfortable ride.”

At this point, it looks like the new Acela Express will be well-worth the wait. Caroline Decker (now with WSP USA), one of Railway Age’s first “Women in Rail” honorees, and the people at Alstom and Amtrak (apologies if I’ve left any company out), deserve a round of applause. Hopefully, when this new equipment enters service, they’ll be worthy of a standing ovation.

By the way, do you think it should be renamed Metroliner? I’ve always liked that name. It sounds more like a train …

The post Amtrak Acela ‘NexGen’—Finally! appeared first on Railway Age.

Infrastructure Ontario (IO) and Metrolinx on Aug. 6 awarded a fixed-price contract of C$1.44 billion to North End Connectors to design, build, and finance (DBF) the advance tunneling project for the Yonge North Subway Extension, which will extend the TTC’s Line 1 subway service approximately 5 miles (8 kilometers) from the existing terminus at Finch Station into the City of Richmond Hill (see map above). The twin 3.9-mile (6.3-kilometer) tunnels will run from Finch Station on TTC Line 1 to south of Langstaff Road in Markham, where the extension will shift to a surface-level segment.

The North End Connectors team includes:

• Applicant Leads: Aecon Infrastructure Management Inc., Fomento de Construcciones y Contratas Canada Ltd., and Ghella Canada Ltd.
• Construction: Aecon Infrastructure Management Inc., Fomento de Construcciones y Contratas Canada Ltd., and Ghella Canada Ltd.
• Design: EXP Services Inc. and TYPSA Inc.
• Financial Advisor: National Bank Financial, Aecon Concessions, Fomento de Construcciones y Contratas Canada Ltd, and Ghella Investments & Partnerships SpA.

The scope of work for the project also includes design and construction of launch and extraction shafts, twin tunnels, headwalls for emergency exit buildings and stations, and support of excavation for emergency exit buildings; plus procurement and installation of tunnel boring machines and precast concrete tunnel liners.

According to IO and Metrolinx, early works for the project are under way and major construction is slated to begin once design work is complete.

The tunneling project is being delivered as a DBF contract, using IO’s Public-Private-Partnership (P3) model. It underwent an “open, fair, and competitive” procurement process, overseen by a third-party advisor, IO and Metrolinx said, and North End Connectors “submitted the proposal that delivers the best value for Ontarians.” The Request for Proposals was released in December 2023.

A separate contract will cover Stations, Rail and Systems construction.

The extension is expected to contribute more than 94,100 daily boardings.

Amtrak has added a new track and platform at Washington (D.C.) Union Station that will primarily serve Virginia Railway Express commuter trains, along with Amtrak Long Distance and Amtrak Virginia trains that connect the Northeast Corridor with destinations across the Southeast.

Track 22 is on the lower level of Union Station and previously served as a storage track. According to Amtrak, this project involved installing new tracks, rebuilding the platform, and rehabbing the historic columns at the 118-year-old station. The new platform and track, it noted, are fully accessible, with a new hallway providing access via a new elevator, escalator, and stairs connected to the station.

Since assuming new responsibilities for day-to-day management and operations of Washington Union Station just over a year ago, Amtrak said it has advanced several investments to “revitalize and improve” operations, such as adding a new ticketed waiting area that provides more seating; modifying the boarding process to reduce congestion; advancing state-of-good-repair initiatives to improve safety, security and maintenance of the station; and introducing new retail options.

“As Amtrak ridership continues to break records, this investment is key to easing rail congestion and improving service reliability at Amtrak’s second busiest station, along the Northeast Corridor, and into Virginia,” Amtrak President Roger Harris said. “This is yet another example of Amtrak’s commitment to creating a safer, more reliable and more welcoming environment at this gateway to our nation’s capital.”

“This is an exciting milestone for improved rail infrastructure in the region,” added VRE CEO Rich Dalton, who earlier this year announced his intent to retire, effective Oct. 3, 2025. “The added station and track capacity at Union Station provided by the Track 22 Project enhances the reliability and flexibility of service for all passengers moving through the station, including VRE riders. This project is a crucial part of a collaborative effort to modernize this vital transportation hub and VRE looks forward to the benefits it brings to our riders and the broader rail network.”

• Amtrak, Union Pacific Settle Sunset Limited Dispute
• Heartland Flyer Gets a Lifeline
• East River Tunnel Rehabilitation, Sunnyside Yard, Rensselaer and Beyond: An Update
• AmeriStarRail Issues a Challenge—and Faces One—for America’s 250th Birthday

New state transit funding must be secured by Aug. 14 for SEPTA to avoid implementing a 20% service cut that would close a recurring budget deficit, the transit authority reported Aug. 6. Otherwise, it said, it must advance efforts to ensure staff, equipment and materials for riders are ready for reduced schedules starting on Aug. 24; the new schedules include the elimination of 32 bus routes and “significant reductions” in trips on rail modes, and an end to all special service including the Sports Express.

According to SEPTA, the implementation deadline must be set so it has time to complete a series of pre-schedule change tasks, including finalizing work schedules for thousands of frontline workers and other staff, and ensuring equipment is in place and ready for service. Time is also needed to prepare data feeds for the SEPTA App, external feeds, digital signage, platform announcements, and bus and train marquees to ensure service information is accurate, it noted. These processes are said to take a minimum of three weeks to complete for routine schedule changes but will be compressed to less than 10 days to prepare for the new schedules on Aug. 24.

SEPTA said it has worked to create two sets of schedules for all service modes—one set of schedules based on current service levels and another set reflecting the 20% cuts. The transit authority added that it has put up signs at the 3,000 bus stops across the system that will be eliminated as of Aug. 24, and has met with officials at the School District of Philadelphia, where tens of thousands of students need to find other ways to get to school, which begins the next day on Aug. 25.

“The Aug. 24 service cuts would be the first of several steps SEPTA will take this year to fill a $213 million budget deficit, absent a legislative solution,” the transit authority said. “Additional measures will quickly follow, including a 21.5% fare increase on Sept. 1 and a complete hiring freeze later in that month. A second wave of service cuts on Jan. 1 will include the elimination of five Regional Rail Lines, a 9 p.m. curfew on all rail services, and the elimination of 18 additional bus routes to achieve an overall 45% reduction in service. Those are steps needed to balance this year’s budget without new funding. Additional cuts would follow in subsequent years.”

“Our planning and operations staff have worked hard to compress the timeline for pre-schedule change work, but we cannot push it beyond Aug. 14,” SEPTA General Manager Scott A. Sauer said. “If funding is not secured by then, these painful service cuts will go into effect on Aug. 24.” According to Sauer, SEPTA remains “optimistic” that a funding agreement can be reached by Aug. 14, and “will continue working with lawmakers in any way we can to help get this over the finish line.”

• SEPTA FY26 Budget Includes Service Cuts, Fare Hikes
• Second of a Series: Philadelphia Leads the Way
• 2025 Passenger Rail Outlook: ‘Murphy Was an Optimist!’
• UPDATE: TWU Ratifies SEPTA Agreement
• SEPTA, Conduent Launch 3D Fare Gates Pilot Program
• SEPTA Reprieve, But for How Long?
• SEPTA Postpones Second of Two Fare Increases

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

RSI on Aug. 6 announced changes to its Executive Board following the unexpected passing of former Chair Rob Oesch.

“We are all deeply saddened by the loss of Rob, a great leader whose contributions to the rail industry and RSI were invaluable,” said Greg Dalpe, Executive Vice President, Freight Car Services, Progress Rail, who is stepping into the role of RSI Board Chair. “We are committed to honoring his legacy and will continue the important work he championed. We are confident that this new executive board, comprised of experienced and dedicated leaders, will guide our organization forward with a shared vision for a strong and innovative rail supply industry.”

Kate Suprenuk, President, Marmon Railcar Leasing, UTLX & Procor, will fulfill Dalpe’s unexpired term as Vice Chair. Justin Roberts, Vice President, Corporate Finance & Treasurer, The Greenbrier Companies, will take on the duties of Treasurer that Dalpe was also handling prior to assuming the chairmanship.

The RSI Board of Directors officers for the remainder of 2025 are as follows:

• Chair: Greg Dalpe, Executive Vice President, Freight Car Services – Progress Rail
• Vice Chair: Kate Suprenuk, President, Marmon Railcar Leasing – UTLX & Procor
• Secretary: John Cohen, Vice President, Public Affairs – Alstom
• Treasurer: Justin Roberts, Vice President, Corporate Finance & Treasurer – The Greenbrier Companies
• Past-Chairman: Jeff Lytle, President – CIT Rail

RailPros announced Aug. 7 that it has hired Walter F. Bleser, II, PE, as Vice President, Strategic Consulting Services.

Bleser will be responsible for growing RailPros’ Strategic Consulting business by leveraging his two-plus decades of experience in railway engineering, consulting, and strategy. He will work cross-functionally “to deliver tailored, high-impact solutions across North America,” the company said in a press release.

“Walter brings expertise in enterprise value and navigating complex projects. He joins our team at a pivotal moment for our industry,” said RailPros CEO Kendall “Ken” Koff. “He will work alongside our existing team to strengthen client relationships and identify new opportunities to provide strategic help to both RailPros and the railroad industry.”

Bleser holds a master’s in civil engineering (structural engineering) from the University of Kansas, and a Bachelor of Science degree in civil/structural engineering from Kansas State University. He is also a licensed Professional Engineer.

“I’m excited to join RailPros, a firm with a strong commitment to excellence in the railway sector, where as their tagline says, rail is not part of the business, it is the business,” said Bleser. “Together with our clients and stakeholders, we’ll build forward-thinking strategies that drive meaningful results in today’s rapidly evolving transportation environment.”

The post People News: RSI, RailPros appeared first on Railway Age.

Indiana River & Rail Terminals recently managed the barge-to-truck transload of some delicate oversized cargo at Ports of Indiana-Mount Vernon destined for a state-of-the-art pharmaceutical manufacturing facility under construction in central Indiana.

As the largest general cargo operation on the Ohio River, Indiana River & Rail Terminals “plays a critical role in supporting Indiana’s economy through the multimodal handling of steel, project cargo and a variety of breakbulk commodities,” the Port said.

The shipment consisted of two 51-ton specialized tanks, built in the Houston metro area, which, the Port says, “will play an integral role in the manufacture of medications at a pharmaceutical research, development and production campus under construction near Lebanon, Ind., 35 minutes northwest of Indianapolis.”

The tanks’ 44-foot by 18-foot dimensions and weight made overland shipping financially and logistically impractical, the Port noted. So, the company’s transportation provider, Barnhart, arranged for the barge shipment to Ports of Indiana-Mount Vernon. The tanks were carefully braced and loaded in a standard 195-by-35-foot barge for the move from Texas to Mount Vernon via the Gulf Intracoastal Waterway, Mississippi River and Ohio River. Upon arrival, Indiana River & Rail Terminals transloaded each tank onto Barnhart specialized heavy-haul trucks for the final leg.

“Our team utilized the same expertise, operational skill and care for transloading this cargo that they do for every customer, no matter the commodity,” said Shane Davenport, Terminal Manager for Indiana River & Rail Terminals. “However, we took some extra pride from this knowing that this equipment will aide in creating medications that can improve thousands of lives for many years to come.”

Established in 2024, Indiana River & Rail Terminals is a joint venture between Ports of Indiana and Superior River Terminals Indiana, a general cargo stevedore operating at Ports of Indiana’s Mount Vernon and Jeffersonville facilities.

“Barnhart chose Indiana River & Rail at Ports of Indiana-Jeffersonville to handle Lebanon-bound materials earlier this year, and we’re very happy to have Mount Vernon’s heavy-duty capabilities play a role in this historic expansion of Indiana’s pharmaceutical industry,” said Ports of Indiana-Mount Vernon Port Director Jason May. “Indiana River & Rail Terminals has quickly built a reputation for safe, reliable and efficient logistics management across the full spectrum of commodities for Fortune 500 and family-owned small businesses alike, and we’re proud to serve so many Indiana job-creators while growing the state’s economy.”

Port of Los Angeles Executive Director Gene Seroka and ILWU Local 13 President Gary Herrera recently participated in a national oral history project about the impact of the COVID-19 pandemic. The two leaders were invited to share their collective memories by StoryCorps, a non-profit organization which preserves stories for the United States Library of Congress American Folklife Center.

During a wide-ranging 40-minute conversation (listen here), Seroka and Herrera exchanged memories from their unique vantage points five years after one of the most impactful global events of the 21st century: the COVID-19 pandemic.

The two leaders shared the sense of duty they felt, not only to keep one of America’s most vital economic engines running, but to be present for their respective workforces and surrounding communities.

“No one knew what we were capable of until we were put to the test,” Seroka said during the conversation. “The onset of the COVID-19 pandemic is a rare cultural benchmark and the opportunity to share the stories of our resilient workforce here at the Port of Los Angeles. How we took care of each other and kept each other safe while keeping essential cargo moving is an honor we don’t take lightly.”

“It was a very proud moment during a very scary time,” said Herrera. “The men and women of the ILWU never stopped. In 100 years, if someone was to look back on what we did, they’re going to think we were amazing, but we just did what needed to be done.”

Founded in 2003, StoryCorps has collected and preserved conversations from more than 630,000 participants across the country and shares many of the stories through a weekly NPR podcast, as well as animated shorts, books and digital platforms.

The post Intermodal Briefs: Ports of Indiana, Port of Los Angeles appeared first on Railway Age.

The National Transportation Safety Board (NTSB) has released a preliminary report for its ongoing investigation of the July 6, 2025, CN train derailment with hazardous materials release in Sardis, Miss.

At about 3:19 p.m., local time, a southbound CN mixed-freight train derailed 21 railcars on the Grenada Railroad near Sardis, Mississippi, according to the NTSB, which published its report on Aug. 6 and noted that the information is “preliminary and subject to change.” The derailment occurred on the south end of a 130-foot-long bridge. The derailed equipment included four tank cars carrying hazardous materials, two containing sulfuric acid and two containing sodium hydroxide. One of the tank cars was mechanically breached during the derailment and released about 10,500 gallons of sodium hydroxide. “CN and Grenada Railroad estimated damages to be about $2 million. No injuries were reported. Visibility conditions at the time of the accident were partly cloudy with no precipitation; the temperature was 93°F,” according to the NTSB.

​The train crew, which consisted of one engineer, one conductor, and one Grenada Railroad pilot, was operating on the Grenada Railroad to bypass a track outage on CN’s Yazoo subdivision because of a derailment the previous day in Glendora, Miss. The engineer was using dynamic braking to control the 12,311-ton train’s speed as it traveled down a 0.9% downhill grade. “At the time of the accident, the train was traveling about 24 mph (the maximum authorized speed at the location of the derailment was 25 mph) when an undesired emergency automatic brake application was initiated when the train’s air brake line lost pressure,” NTSB said.

​Train A48871-06 was 7,002 feet in length with 114 mixed manifest railcar consist and three locomotives on the head end. Review of the outward-facing video of the lead locomotive shows an “S-curve” misalignment of the track on the south end of the bridge as the train approached the bridge. This track, NTSB says, was designed as tangent or straight track across a bridge. Twenty-one railcars, the 41st to the 61st behind the locomotive, derailed from train A48871-06 as it passed over the track with the misalignment.

While on scene, NTSB investigators inspected the railcars involved in the accident; examined conditions of the track and bridge; performed a preliminary review of event recorder data from the lead locomotive and the video from inward- and outward-facing image recorders; reviewed Grenada Railroad radio and phone communications; collected select railcar components for further examination; reviewed railroad crew and staff training programs, company policies, and procedures; and conducted interviews.

NTSB’s investigation is ongoing. “Future investigative activity will focus on Grenada Railroad track and bridge maintenance procedures, CN operating rules related to train operation and assembly, and in-depth analysis of event and image recorder data,” it reported. “In addition, rolling stock engineering and manufacturing processes will be reviewed as they relate to the railcars involved in the derailment.”

Parties to the investigation include the Federal Railroad Administration (FRA); the Pipeline and Hazardous Materials Safety Administration (PHMSA), CN and Pinsly Railroad Company; the Brotherhood of Locomotive Engineers and Trainmen (BLET), the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART); and Brink Engineering Solutions, Inc.

The post NTSB Issues Preliminary Report for CN July 6 Derailment appeared first on Railway Age.

The corn, soybean, and wheat facility ships grain via rail to poultry markets in Mississippi and export markets in the Gulf.

The new rail loadout facility in particular will help speed the transport of grain to market, ensuring storage capacity is available during harvest, according to Effingham, Ill.-based TGM, a full-service grain company that operates 25 elevators across Illinois and Indiana, including six MID-CO Commodities branch offices.

“The new rail loadout facility will help us load railcars at 50,000 bushels per hour from the two new bins, allowing us to load 105-car unit trains in 10 to 12 hours as compared to the 72 hours it used to take,” TGM General Manager Joe Meinhart said. “This is a time savings for our staff and benefits farmers because we’ll be shipping grain to markets in the south faster than ever.”

“I know our existing farmer customers will be excited about our increased dumping capacity because they’ll be able to dump their grain and get back out to the field faster, which is critical during harvest,” TGM Grain Division Manager Ken Meinhart added. “The new storage also raises our total storage capacity to nearly 4.5 million bushels, which will help ensure we have adequate bin capacity during harvest season.”

Separately, CN has published its grain plan required by the government of Canada to assess how much product it expects to move during the 2025-26 crop year (Aug. 1, 2025-July 31, 2026) and to identify the actions it is taking to meet demand. As part of that plan, the railroad is undertaking capacity projects that are expected to be completed this year in Western Canada.

The post TGM Expands Grain Storage, Access to CN-Served Facility appeared first on Railway Age.

The City of Edmonton has taken delivery of the first Hyundai Rotem low-floor light rail vehicle (LRV) for the ETS (Edmonton Transit Services) Valley Line West LRT, “marking a major milestone for the project.”

Shipped in two sections from Hyundai Rotem Company’s facility in Changwon, South Korea, the vehicle underwent testing before being loaded July 1 onto a roll-on/roll-off ship designed to carry wheeled vehicles. The ship arrived at the Port of Tacoma, Washington State, on July 20. The LRV was then transported by truck to the Gerry Wright Operations and Maintenance Facility in southeast Edmonton.

Upon arrival in Edmonton, the LRV was offloaded and will undergo final assembly. Testing and commissioning will occur on the Valley Line Southeast tracks, “with measures in place to ensure this does not impact existing passenger service,” ETS said.

Hyundai Rotem is supplying 46 Valley Line West LRVs. Currently, there are 16 at various stages of manufacturing in South Korea. Delivery to ETS will continue into 2027. The 46 new vehicles will complement the current fleet of 26 Alstom Flexity Freedom LRVs operating on Valley Line Southeast. Both vehicles are designed to be fully compatible with the infrastructure of the entire 17-mile Valley Line.

“The arrival of the first LRV is more than just a milestone; it’s a sign of momentum for the Valley Line West. Watching this train roll into Edmonton is a proud moment for our team and for the city,” said Brian Latte, Director, Valley Line West, City of Edmonton. “This LRV is a part of where we’re headed as a city. As Edmonton grows toward two million people, Valley Line West will change how we move, how we build, and how we connect with one another.”

“We’re proud to see the first LRV arrive safely in Edmonton. From initial design to manufacturing and testing in Korea to final delivery, this vehicle represents years of collaboration and a shared commitment to delivering a high-quality transit vehicle,” said Chiseung Kim, Project Manager, Valley Line West, Hyundai Rotem Company. “As the LRV manufacturer, Hyundai Rotem hopes that the LRVs we deliver will operate well in Edmonton and be helpful to Edmontonians in their daily lives.”

In 2023, Edmontonians were invited to participate in user testing and interact with a full-scale LRV mock-up. “Participants’ feedback directly shaped the final design, helping ensure these vehicles are accessible, comfortable and inclusive for all riders,” ETS noted.

When completed, the entire Valley Line will run from from Mill Woods through downtown Edmonton to Lewis Farms, with 25 stops. Unlike the existing LRT (Capital and Metro Lines), it will run primarily at grade in the center median of city streets, connecting to the Capital and Metro lines at Churchill station. 

Valley Line Southeast, an 11-station segment from Mill Woods to 102 Street in downtown Edmonton, was constructed first, beginning in 2016. It opened in November 2023, three years behind schedule. This segment cost C$1.8 billion, with $800 million coming from the City of Edmonton, $600 million from Alberta Province, and C$400 million from the Canadian federal government. A P3 (public–private partnership) of the City of Edmonton and TransEd Partners (Bechtel, EllisDon, Alstom, Fengate Capital Management Ltd., Arup Canada, IBI Group) built and operates Valley Line Southeast under a DBOM (design-build-operate-maintain) contract.

Construction for the C$2.6 billion Valley Line West extension project began in 2022. In 2020, the City of Edmonton, in a P3 contract, selected Marigold Infrastructure Partners to build it. Construction commenced in May 2022 and is expected to be completed in 2028.

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