Prototype News

The co-sponsor count for H.R. 516, the Railroad Tax Maintenance Credit Modernization bill to update “a successful, decades long public-private partnership,” has surpassed the symbolic 100 marker, the American Short Line and Regional Railroad Association (ASLRRA) reported Aug. 7. U.S. Reps. Adam Gray (D-Calif.-13), Michael Lawler (R-N.Y.-17), Frank Lucas (R-Okla.-3), Mary Miller (R-Ill.-15), Max Miller (R-Ohio-7), and Kim Schrier (D-Wash.-8) signed on Aug. 5, joining 96 other bi-partisan co-sponsors.

The bill was introduced in January by U.S. Reps. Mike Kelly of Pennsylvania and Mike Thompson of California, the Chairman and senior Democrat of the House Ways & Means’ Tax Subcommittee, respectively. Its goal: to improve the Railroad Track Maintenance Credit—also known as the 45G tax credit, referring to its section in the U.S. tax code.

45G has been a meaningful tax incentive for short lines to put more of their own funds to work—to the tune of more than $8 billion to date—upgrading track and bridges to modern standards, according to ASLRRA, which represents the nation’s 603 small roads. “Modern track provides safer and more efficient transportation, benefitting the entire interconnected freight rail network, thousands of rail shippers in critical industries, and the American public,” it pointed out. “Short lines operate one-third of the nation’s rail system, and are the origin or destination point of one in five cars shipping by rail.”

Enacted in 2004 and made permanent in 2020, 45G provides a credit of 40 cents for every dollar invested in upgrading short line track, up to a cap of $3,500 per mile. However, over time, the cost to rehabilitate a mile of track has increased significantly, the Association said, and H.R. 516 “seeks to increase the cap per mile to $6,100, index the cost to inflation going forward, and allow expenditures on all short line-owned track to be eligible for the tax credit.”

The 102 co-sponsor count for H.R. 516 places the bill in the top 2% of all tax bills active in the 119th Congress in the House of Representatives, specifically ranking ninth out of 434 bills, according to ASLRRA. And of the top ten bills, it noted, “H.R. 516 is one of only three bills that can be considered truly bipartisan with substantial support from both major political parties.”

“The 45G tax credit has allowed short lines nationwide to invest in upgrading rails and bridges to modern standards—investments that have improved safety, fueled growth for shippers, and supported the economies of small towns and rural areas across the country,” said ASLRRA President Chuck Baker, who covered the topic in Railway Age’s June 2025 and December 2024 issues. “However, the credit has not accounted for inflation which, over time has eroded the power of the credit, and does not apply to short lines established since 2015. This bill [H.R. 516], alongside its Senate counterpart, S. 1532 [introduced in April by Sens. Mike Crapo of Idaho and Ron Wyden of Oregon, the Chairman and senior Democrat of the Senate Finance Committee, respectively], will update the credit to address these issues, so that the credit can continue to serve the country’s freight rail shippers as Congress intended. We are deeply grateful for the leadership of Reps. Kelly and Thompson, and the bipartisan support of the 101 Representatives who have joined them to date.” (S. 1532 has 14 co-sponsors.)

ASLRRA said it is seeking to have the bill included in the next tax bill that becomes law in the 119th Congress. Short line industry leaders, it added, have participated in more than 500 Congressional meetings in the first six months of 2025 in support of 45G modernization, and many will host Congressional delegations on their railroads during summer recess this month.

For more information on 45G and its needed update, visit the ASRLLA website.

The post ASLRRA: Support Grows for 45G ‘Modernization’ Bill appeared first on Railway Age.

The Wheeling & Lake Erie, the over 800-mile regional railroad that runs through Ohio, West Virginia, Maryland, and Pennsylvania, is being sold to FTAI Infrastructure, Inc., for $1.05 billion. Once approved by federal regulators, the railroad will become part of FTAI’s Transtar. 

The Wheeling & Lake Erie was founded in 1990 after acquiring some former Norfolk Southern routes, some of which belonged to the original W&LE that operated from 1877 until it was leased to the Nickel Plate Road in 1949. The railroad maintains a fleet of EMD locomotives in a Denver & Rio Grande Western-inspired livery. Transtar operates seven different short lines across the country, including the Union Railroad Company, which interchanges with W&LE. 

In a statement announcing the sale, W&LE officials stated the transaction would help the railroad stay competitive for decades to come. 

“This strategic transaction represents a pivotal moment in the W&LE’s history. Since 1992, under the leadership of Larry Parsons, we’ve undergone a remarkable transition from a distressed shortline to a high-performing regional carrier. Our growth has been defined by operational reinvestment, network expansion, and a steadfast focus on customer service, positioning us as one of the leading regional railroads in North America,” railroad officials wrote. “The decision to partner with FTAI and Transtar was made with the best long-term interests of our customers and company.”

The railroad stated that the W&LE’s current brand will stay the same. The sale is expected to close during the third quarter of this year, when the railroad will be put into a voting trust pending approval by the U.S. Surface Transportation Board.

—Justin Franz 

The post Wheeling & Lake Erie Sold appeared first on Railfan & Railroad Magazine.

The Salamanca Rail Museum in western New York has had to leave its longtime home at a former Buffalo, Rochester, & Pittsburgh Railway depot built in 1912. It is now searching for a new site to showcase a small fleet of rolling stock and other exhibits related to the region’s railroad history. 

When the Salamanca Rail Museum Association was established in the early 1980s, it was located inside the station and freight house donated by Chessie System to the City of Salamanca. While the city owned the building, it did not own the land it sits on, which is part of the Seneca Nation of Indians’ Allegany Territory. The museum noted that although a lease should have been negotiated at that time, it never was. The building and grounds were managed by the City of Salamanca’s Industrial Development Agency, which paid for insurance, grounds maintenance, and any repairs needed. In 2023, the City of Salamanca told the museum it could no longer cover those costs. A new agreement was then made in which the museum agreed to help pay for insurance. The museum also financed a new air conditioner, roof repairs, and regrouting of the west wall. Once again, no lease was ever negotiated with the tribe. 

Unfortunately, the oversight decades ago of not negotiating a lease for the property has come back to haunt the museum and city officials. Earlier this year, the Seneca Nation informed both parties that they needed to vacate the property. The museum was initially told it had to leave by the end of April but was later given an extension to the end of July. Since then, volunteers have been tirelessly working to move equipment, and last week, they managed to move the entire fleet to a new location. While the museum has lost its home, officials are hopeful they will eventually be able to reopen at a new site. 

“We are working to secure a new property,” the museum announced on social media. “A few locations have been evaluated, and conceptual drawings are being made to approach those who control the properties we are considering. Please understand we cannot publicly disclose any of these potential locations, but we do not plan to move far. We also do not know what the future plans are for the buildings and grounds.” —Justin Franz 

The post New York Railroad Museum Looking For New Home appeared first on Railfan & Railroad Magazine.

FTAI Infrastructure Inc. on Aug. 6 reported agreeing to purchase The Wheeling Corporation, owner of two-time Railway Age Regional of the Year recipient Wheeling & Lake Erie Railway Company (W&LE), for cash consideration of $1.05 billion from an entity controlled by Larry R. Parsons, CEO of The Wheeling Corporation.

Operating more than 800 miles of track in Ohio, Pennsylvania, and West Virginia, W&LE is one of the largest Class IIs in the country and the largest Ohio-based railroad. It interchanges with CN, CSX, and Norfolk Southern, as well as 14 small roads, including Transtar LLC’s Union Railroad Company, outside of Pittsburgh, Pa.

FTAI Infrastructure Inc. (NASDAQ: FIP) is externally managed by an affiliate of diversified global investment firm Fortress Investment Group LLC, and includes in its portfolio: Transtar, which owns and operates six Class IIIs and a contract switching company transporting raw materials, semi-finished products, and finished products for a wide range of industries; Jefferson Energy Companies in Texas; Repauno Port & Rail Terminal in Pennsylvania; and Long Ridge Energy & Power in Ohio. Concurrently with the acquisition’s closing, FTAI Infrastructure Inc. said it plans to refinance its existing 10.50% senior notes and Series A preferred stock. According to the company, it has received commitments for $2.25 billion of total capital including $1.25 billion of new debt to be issued by FTAI Infrastructure Inc. and $1 billion of preferred stock to be purchased by Ares Management funds and issued by a newly formed holding company that will own the combined Transtar and W&LE business. FTAI Infrastructure Inc. management plans to discuss additional details regarding the transaction and related financing during a scheduled second-quarter earnings call on Aug. 8.

“As our nation prepares to celebrate 250 years of independence in 2026, we’re proud to unveil a locomotive that reflects not only the stars and stripes—but also pride, precision, and craftsmanship from the people who make the Wheeling & Lake Erie Railway a special place,” the regional reported via Facebook on June 20, 2025.

“For over 30 years, Larry Parsons has been the driving force behind the rebirth of the W&LE,” FTAI Infrastructure Inc. said. “Taking the helm in 1992, Mr. Parsons guided the railroad through a period of extraordinary change—transforming a coal-dependent line into a modern, customer-focused regional railroad. His leadership has left an indelible mark on the company and the communities it serves. In seeking a long-term partner to carry this legacy forward, Mr. Parsons chose FTAI Infrastructure Inc. and Transtar, whose values and operational excellence reflect the foundation he spent a lifetime building.”

“Growing our freight rail platform has been a key focus for FIP [FTAI Infrastructure Inc.], and we are thrilled to have this opportunity to combine with the W&LE,” FTAI Infrastructure Inc. CEO Ken Nicholson said. “We believe the W&LE is an excellent candidate for a combination with Transtar, adding scale, diversification and network reach. Together, Transtar and the W&LE have identified several growth opportunities and operating efficiencies that we expect to drive substantial growth in revenue and EBITDA. As a result of these opportunities, we expect our combined freight rail segment to generate approximately $200 million of annual Adjusted EBITDA by the end of 2026.”

According to FTAI Infrastructure Inc., the transaction is expected to close into a voting trust (pursuant to rules established by the Surface Transportation Board) in third-quarter 2025; it is subject to customary closing conditions. The company reported that it expects to gain control of W&LE upon receipt of approval by the STB, at which time the W&LE will be an affiliate of Transtar.

Barclays and Deutsche Bank provided debt commitments and served as financial advisors to FTAI Infrastructure Inc.; Sidley Austin LLP and Skadden, Arps, Slate, Meagher & Flom LLP acted as legal advisors to FTAI Infrastructure Inc.; and Calfee, Halter & Griswold LLP and Fletcher & Sippel LLC acted as legal advisors to W&LE.

Further Reading:

• W&LE Unveils “Patriotic Powerhouse” No. 1776
• MSE, W&LE, EIRR Accept Railway Age Awards
• EOVR Expands Ohio Operations
• Union Railroad Company Opens New Railcar Repair Facility
• Transtar Teams With RSI Logistics

The post FTAI Infrastructure to Acquire W&LE appeared first on Railway Age.

UP Pictured, from left to right: Reed Janousek, Assistant Vice President-Bulk for UP and one of Railway Age’s “25 Under 40” Award honorees for 2025; Chris Schaffer, CEO of Ag Processing Inc.; Jason Hess, Senior Vice President Marketing and Sales at UP; Nicholas Smith, General Director at UP; Clifton Ellis, General Director Marketing and Sales-Grain Products for UP; Brandon Dlugosz, Director Marketing-Grain Products for UP; Stevie Gerken, Marketing Manager, Renewable Fuels at UP; Michael Gant, Senior Manager of Locomotive Management at UP; and Taylor Holterman, Sales Manager at UP. (Photograph Courtesy of UP)

Ag Processing Inc. (AGP) late last month held a ribbon-cutting ceremony to open its 11th soybean processing and degumming facility, which will support 80 full-time employees. Located in David City, Neb., the facility is scheduled to begin commercial operations later this month, according to the Omaha-based agribusiness, which serves primarily as a U.S. soybean processor/refiner producing and marketing soybean meal, refined soybean oil, and biodiesel. Once fully operational, the facility is expected to be capable of processing more than 50 million bushels of soybeans annually and producing nearly 700 million pounds of degummed oil per year.

“The site encompasses approximately 273 acres with 2.5 miles of paved roads and approaching 13.6 miles of rail tracks providing access to two Class I railroads [Union Pacific and BNSF],” said Lou Rickers, Chief Operations Officer of AGP. “With the amount of rail track on site, AGP will load a unit train of 110 cars every three to four days. We will be able to hold a loaded unit train, receive an empty unit train, and continue to build a third unit train of soybean meal. Also encompassed within the total miles of rail, the site will be able to load and build 110 car unit trains of oil. The degumming plant will be able to load that train in just two days, as long as the cars are available on site. I want to thank AGP’s team and our business partners for building a facility with speed and space to match any customer’s needs.”

“We proudly joined AGP to celebrate the grand opening of its newest soybean processing and degumming facility in David City, Neb.,” UP reported via social media on Aug. 5. “In partnership with [Rio Grande Pacific’s] Nebraska Central Railroad Company, we’re excited to support operations at this state-of-the-art facility.”

(Courtesy of Rio Grande Pacific)

Nebraska Central Railroad Company is a 340-mile network comprising five former UP branch lines and one former BNSF branch line (see map above). Trackage includes rights to approximately 60 miles of UP main line between Grand Island, Neb., and Columbus, Neb. The railroad, through its interchanges with UP (Columbus, Central City, and Grand Island) and BNSF (David City), is an integral part of grain shipments in the region. It serves nearly a dozen unit loading facilities and can handle more than 250 unit trains annually in conjunction with its Class I partners.

“As a cooperative, AGP’s mission is to add value to our members’ soybeans by processing the beans into meal and oil, selling those products in the open market, and returning the earnings to our local owners,” AGP Board Chairman Dean Thernes said. “With so many of our existing members in this area, the David City location is not only a great fit with our mission to serve the cooperative system, but it is also a perfect addition to AGP’s existing midwestern processing platform and, we strongly believe, it will improve our ability to compete in the domestic and international markets.”

“We have a network of members who can supply us soybeans to process,” AGP CEO Chris Schaffer added. “We have marketing and logistics systems in place to sell and deliver the soybean meal to domestic and foreign customers. We have the speed, space, and relations to get our soybean oil to both our food and fuel customers. And we have an experienced and dedicated team to run it all.”

Further Reading:

• STB Receives Notice of Intent for Proposed UP-NS Merger
• Union Pacific + Norfolk Southern: It’s Official
• Amtrak, Union Pacific Settle Sunset Limited Dispute
• UP’s Denver, Colo., Equipment Shop Rebuilds 100th Tamper

CSX (Photograph Courtesy of CSX)

CSX on Aug. 5 reported presenting the Madisonville-Hopkins County Economic Development Corporation (MHCEDC) with a commemorative rail spike, celebrating Madisonville Industrial Park II as Kentucky’s first Silver Level CSX Select Site. This recognition, it noted, “highlights the site’s strong infrastructure, direct rail access, and readiness for industrial growth.”

Sites that earn CSX Select Site designation, the railroad said, “meet stringent criteria for infrastructure, site preparedness, and streamlined regulatory compliance, ensuring they are ready for immediate development.”

“We’re grateful to CSX and our local partners who contributed to this effort,” MHCEDC said. “This designation highlights Madisonville’s position as a competitive location for advanced manufacturing and logistics investment.”

According to CSX, Canadian-based plastics packaging producer E. Hofmann Plastics recently broke ground on a build-ready site adjacent to the CSX main line in Hopkins County—an investment of $43 million that will create 164 new jobs and a 100,000-square-foot plant by 2026.

“This represents E. Hofmann Plastics’ first facility investment in the United States,” said Jody Lassiter, Manager of Industrial Development for CSX. “CSX is excited to serve as the rail partner supporting their growth and success.”

CSX in April announced the latest group of properties to receive CSX Select Site designation. Eighteen sites across 12 states earned a Gold, Silver or Bronze rating based on an evaluation of a wide range of site characteristics.

For more on CSX Select Sites, read: Diageo North America Establishes Beverage Distribution Plant at CSX Select Site, Rickenbacker South Industrial Rail Park Receives CSX Select Site Platinum Designation, CSX Adds Eight Rail-Served Properties to ‘Select Site’ Program, and CSX Launches Select Site Online Property Search Tool.

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

Railroads are vulnerable to extreme weather conditions, and they need to prepare for winter’s onslaught well before operations and the flow of goods are affected. Innovative technologies are needed in critical areas of train operation and functionality. Several railroads and suppliers share with Railway Age how they ready themselves for sub-zero temperatures.

CPKC

“We pioneered railroading in the harsh Canadian winter,” CPKC tells Railway Age. “Challenging weather conditions can have a significant impact on railway operations. Each year, across our North American network, we plan for the challenges associated with railroading in extreme weather to mitigate the impacts to the extent possible so that we can continue delivering for our customers.”

As part CPKC’s winter weather contingency planning, the Class I analyzes weather data and meteorological models to forecast the type, severity, and geographical scope of anticipated winter conditions. While weather forecasts are not exact, they guide critical preparation efforts, CPKC noted. Winter plans are developed for each region, rail yard, and facility across the network, while assets and resources such as snow removal equipment and sand are strategically placed to facilitate rapid responses to winter weather. Contingency plans also address Operations, Engineering, Mechanical, and Operations Centre personnel.

“CPKC prioritizes winter preparedness to mitigate the significant challenges extreme weather poses to railway operations. Operational adjustments, such as implementing shorter train lengths in certain conditions, are required to maintain safety, which always must be the priority,” the Class I said. CPKC says it continues to invest in the people, equipment, and infrastructure needed to safely and efficiently transport traffic throughout the winter and all other seasons. These investments, CPKC adds, “have achieved significant improvements to the capacity and resiliency of the railway network during the winter period and all year round.” For example, this year, CPKC is taking delivery of 100 new Tier 4 locomotives.

“Collaboration with customers complements these efforts by preparing facilities for winter weather. Safety here remains a cornerstone, with measures like snow and ice removal prioritized throughout the rail network.”

CSX

The CSX winter readiness strategy is a coordinated effort led by the Class I’s engineering and mechanical teams with a strong focus on employee and operational safety, CSX tells Railway Age. As winter weather can pose operational challenges for the transportation industry, CSX takes a proactive approach to seasonal preparedness to ensure its network remains resilient and safe.  

This, CSX says, includes ensuring employees are ready for cold-weather conditions, aware of emergency procedures, and equipped with the proper personal protective equipment, such as boot spikes and thermal gear. Walking paths are routinely inspected for hidden hazards, and salt is strategically placed to mitigate slips and falls.  

Rail infrastructure is inspected and winterized, and key assets like switch heaters, snow blowers, and generators are tested and staged for rapid deployment. During the spring and summer months, switch heaters are upgraded, and new heaters are installed at additional locations. This year, CSX installed more than 30 new heaters across its network in high traffic locations like Chicago, Indianapolis, Cincinnati, Louisville, and Philadelphia.  

CSX’s preparedness strategy also includes exploring innovations that enhance winter operations, the Class I said. “We leverage advanced technologies, including dual electric and propane switch heaters, to effectively reduce weather-related disruptions. CSX works closely with our customers and other railroads to coordinate traffic flows and maintain fluidity across our network during peak winter conditions.”

Norfolk Southern

“As a Class I railroad, we know that winter weather can pose serious challenges to our operations. That’s why we take a proactive, system-wide approach that begins in the summer to ensure we’re ready to keep freight moving safely and efficiently—even in the harshest winter conditions,” NS tells Railway Age.

Safety is a core value at NS, the class I says. “It is the lens through which we make every decision. Every employee is empowered with the authority to speak up and stop operations if there are questions or concerns. Our railroaders are given clear roles and responsibilities for servicing customers during challenging winter conditions. Teams conduct regular site audits to safely streamline snow and ice removal.

“We install and maintain switch heaters across our network to prevent ice and snow from freezing critical track components. In areas prone to drifting snow, we use snow fences and windbreaks to reduce accumulation. We also prioritize drainage maintenance to prevent flooding and ice buildup from snowmelt.

“Our mechanical teams work ahead of the season to winterize locomotives and railcars. That includes inspecting and insulating air brake systems, using fuel additives to prevent gelling, and ensuring batteries and electrical systems are cold-weather ready. We also conduct cold weather testing on new equipment to ensure it performs reliably in extreme conditions.

“We use remote sensors to monitor track temperature, rail stress, and switch status in real time. In some areas, we deploy drones to inspect hard-to-reach or snow-covered infrastructure. Our predictive analytics tools (DTI portals and ATGMS technology) help us anticipate weather impacts and adjust operations before disruptions occur.

“When temperatures drop, we may shorten train lengths or adjust speeds to reduce the risk of break-apart. We also pre-stage snow removal equipment and mobile response teams in high-risk areas. Our dispatchers use contingency routing plans to reroute traffic around blocked or congested corridors.

“We work closely with our Class I peers to coordinate traffic flows and share resources during major winter events. Through joint dispatch centers and data-sharing platforms, we stay aligned and responsive across the broader rail network.”

(G&W) Genesee & Wyoming

Winter preparedness across G&W’s U.S. railroads most impacted by winter weather (namely those in the Northeast and upper Midwest, as well as through South Dakota, Kansas, and Utah) begins in late summer/early fall with the following activities:

• Conduct industry audits to ensure the ground is free of debris that snow would otherwise cover up and cause a hazard.
• Pre-order supplies such as switch brooms, winter boots, hats, hand warmers and gloves.
• Dig out any dirt or mud that builds up on or near a switch, so the switch is less likely to freeze and is easier to operate when temperatures fall below freezing. 
• Perform company vehicle audits to ensure compliance before winter.
• Ensure all switch heaters are in good working condition.

Just before the arrival of winter weather, G&W says it ensure there are salt buckets at the doorways and steps of the company’s office and depot locations and that switch brooms are available on locomotives.

“Our Safety Department reminds frontline employees of the importance of clothing layers and winter hydration,” G&W tells Railway Age. “Customer service sends an email to all customers with tips for winter preparedness; trainmasters communicate with interchange partners to ensure we have a good plan in place to avoid weather-related delays and congestion; and roadmasters communicate with snow removal contractors to ensure contracts are in place as needed.”

“In terms of actions related to interchanges, we increase communication with Class I partners, as well as the frequency of our interchanges with them,” G&W said. Some of this, the company adds, is due to increased business during this time but also to stay current on traffic and remain well prepared for weather-related disruptions and delays.

Examples of location-specific actions in the Northeast and Midwest include:

• Buffalo & Pittsburgh Railroad stages equipment at Buffalo, N.Y., and Caledonia, Pa., to mitigate heavy snow and ice build-up in area tunnels. BPRR also ensures its Snow Jet in Buffalo is operating and fueled up for use when heavy lake-effect snow hits.
• At G&W’s railroads along the Great Lakes, the company ensures teams are adequately prepared to suspend operations in the event of a lake-effect snow emergency that causes highway closures.
• Ensure tracks remain passable by operating trains and light power moves so Engineering can properly inspect tracks.

Hotstart

Hotstart has a variety of products that are designed specifically for locomotive idle reduction, the company tells Railway Age, whose APU5 product line runs off the onboard locomotive fuel supply to provide the locomotive with coolant and oil heat, battery charging, and cab heat without the need for shore power.

(Hotstart)

Additionally, Hotstart supplies shore power systems and battery chargers in numerous configurations for a variety of applications. “Saving on fuel is not the only benefit of equipping a Hotstart. Our products reduce the number of restarts on locomotives equipped with AESS, therefore limiting engine wear and tear,” the company says.

“Product reliability is of the utmost importance to our customers. In addition to reliability, ease of product installation, operation and maintenance is significant in keeping labor costs down, while freeing up mechanical crews to address other locomotive needs,” Hotstart notes. “On-time delivery is key to our customers staying on schedule. Hotstart acknowledges that a quick and knowledgeable customer service team is critical to providing a positive customer experience.”

(Hotstart)

Hotstart says it encourages customers to plan accordingly well before cold weather arrives. Prior to the winter months, the company recommends customers “ensure new equipment installations are done properly, perform any needed maintenance on existing equipment, replenish common replacement parts, and train appropriate personnel.” For financial preparedness, Hotstart says it is important to research available federal and/or state funding opportunities. Most of the available funds today are allocated for infrastructure needs; however, there are funds set aside for reducing emissions.

According to the company, several customers have secured local/state/federal funding to equip their locomotive fleets with Hotstart’s EPA “SmartWay”-verified equipment. Government funding, such as Diesel Emissions Reduction Act (DERA), financially assist railroads to procure idle reduction technologies that decrease fuel costs, emissions and engine wear. Such programs, the company says, allow railroads to install necessary equipment in advance of the winter months and avoid unfavorable fuel costs and emissions.

Hotstart says its product line is “constantly evolving.” From minor product enhancements to new product development, Hotstart says it “takes pride in continuously improving based on customer feedback and new available technologies. Our products have changed dramatically during our 80+ years of existence and will continue to do so as customers’ needs evolve. From PTC to PSR to hybrid locomotives, the rail industry has changed tremendously in the past few years. While the industry evolves, Hotstart will continue to be a leader in designing new technologies that help customers move the needle and reach their strategic goals. The future is bright.”

(Rails Co.) Rails Co.

Rails Co. produces a variety of railway switch snow removal devices—from low pressure (LP) and high pressure (RT) gas bar and manifold heaters—to hot air blowers in electric, gas, and oil configurations.

The bar and manifold gas heaters can operate manually or automatically via add-on ignition and sensor components, according to the company, which also designs and produces custom tubular electric heater control panels in AC and DC configurations for use with Rails Co. tubular electric heaters and other brands. “The hot air blowers and control panels use common, industrial components to better assure customers the availability of replacement parts,” Rails Co. tells Railway Age.

Rails Co. can build blowers and control panels to incorporate the customers’ own programmable logic controller (PLC), radio or Supervisor Control and Data Acquisition (SCADA) functionality. “In the spring, we recommend opening all circuit breakers and removing fuses that control heater power to the track switch running rails,” the company said. “All accessible electrical contacts, that may be exposed to humid air, are to be treated with an appropriate no-XO material to minimize oxidation. For winter preparation, consumable and long lead parts should be procured in advance for inventory. “Beginning early fall, we recommend exercising the heaters weekly—to check viability and loosen (break adhesions) moving parts (e.g., solenoids). Exercising them also mitigates insect and rodent accumulations.

“In 2024 we finished projects in Cleveland, Minneapolis, and Washington, D.C., (Purple Line), where we teamed with Siemens Mobility. We are negotiating other transit projects for 2025-2026. We are continuing to improve our product line for ease of maintenance and trouble shooting. Customers want products that are easy to use and easy to learn to use. They also want products that are more SCADA capable for remote operations, programming, and monitoring. “Most of our customers want open source for the SCADA package or that we incorporate the user’s package into our systems. Proprietary packages are not attractive. While our company is small, we are customer oriented and try to help solve customer problems, regardless of the revenue volume.”

(PDI) Power Drives Inc.

PDI’s PowerHouse Hybrid is a locomotive idle reduction technology that heats and circulates engine coolant and oil maintaining a fluid temperature above 100 degrees F, thereby allowing the operator to shut down the prime mover.

According to the company, the PowerHouse Hybrid (U.S. EPA Smartway-verified), developed in response to customer needs, saves five to nine gallons of fuel per hour as compared to an idling locomotive. It also eliminates wear and tear on the locomotive engine and reduces noise and harmful emissions. The PowerHouse Hybrid can be powered in one of two ways—it can run off the locomotive batteries for up to seven days without starting the engine or it can be plugged into an external 120 VAC power source. When the PowerHouse Hybrid is powered by 120 VAC power, the integrated charging system charges the batteries.

“Customers want an idle reduction technology that does not require access to three-phase power or an additional engine to maintain,” PDI tells Railway Age. “They have also asked for a unit that is easy to install and can be installed on virtually any locomotive. The thinking among our customers has evolved based on experience that they have had with various versions of idle reduction technology,” which the company says, “can be installed at any time; however, it is best to get ahead and install these units in the off season.”

According to PDI, one Class I customer entered into a three-year contract to acquire these units on an ongoing basis to equip a significant portion of its fleet. Another customer installed 50 units, recording fuel savings of more than $1.5 million in one winter season.

(NYAB) New York Air Brake

New York Air Brake (NYAB), a subsidiary of Knorr-Bremse, offers the advanced CCBIIe (Computer Controlled Brake), a next-generation locomotive brake control system that’s now “smarter, more robust, and more cost-effective to operate and maintain,” the company tells Railway Age. Beyond its enhanced feature set, the CCBIIe incorporates upgraded materials and component designs that contribute to improved reliability and dependable performance—even in the extreme cold weather conditions.

To support operation in winter environments, NYAB Engineering—working with Knorr-Bremse’s Central Materials Laboratory—developed a new rubber compound for O-Rings and K-Rings, paired with Dow Corning Molykote M55 grease. This combination, NYAB says, delivers improved cold-weather durability, maintaining sealing performance at temperatures as low as -60°F. Testing shows the new compound retains performance up to four times longer than previous materials, with more than 12 times greater wear resistance. These enhancements, NYAB adds, are projected to reduce rubber-related failures and extend the usable life of brake system components by up to 60%.

“With these advancements, NYAB’s CCBIIe positions itself as a high-performance solution for railroads operating in the most demanding winter conditions,” the company said.

Wabtec (Wabtec)

Wabtec’s Train Analysis Tool is helping railroads identify and resolve problems. The Train Analysis Tool remotely collects key parameters from all the locomotives in a consist. Analytics are used to identify the root cause of issues impacting propulsion and braking performance. The results are presented to “Diesel Doctors” at the Wabtec’s Mechanical Help Desk as a “Sense.” Senses help a Diesel Doctor quickly identify the root cause of problems reported by the train crew and provide feedback on how to resolve them.

For example, to accelerate identifying frozen blowdown valves, Wabtec incorporated analytics in the Train Analysis Tool to provide a Sense when it detects a possible frozen unit. This new Sense, the company says, is expected to have a significant impact during the upcoming winter season.

“The future is bright for the Train Analysis Tool as it evolves Train Level Diagnostics,” Wabtec notes. “The ability to monitor the entire train and pinpoint problems for crew or responder resolution results in service interruption reduction opportunities such as UDE (undesired emergency brake application) detection and prevention.”

Frozen engine blocks and locomotive components are a recurring winter problem for railroads, Wabtec tells Railway Age. Locomotives will occasionally not dump coolant water in below-freezing temperatures due to various failure modes. When this happens, the water expands into ice and can cause catastrophic engine damage. In many cases, railroads can spend more than $1 million per year on freeze-related damages.

After an extensive investigation and follow-up lab and field testing, Wabtec has launched “new and improved” AL-X Water/Coolant Drain Valves that are significantly better performing for specific failure modes compared to legacy designs. The new valves are available in Standard (DL2.1) and SAE (Magnum) thread sizes and both variants are now equipped with dome style handles. According to Wabtec, AL-X Drain Valves provide much better tamper resistance and have a proprietary T-handle attached to a magnetic flag to provide a clear indication when a valve is disabled. The AL-X Drain Valves are a plug and play solution requiring no modifications to the locomotives and they can also be applied to EMD locomotives.

Wabtec says it has completed its first winter of biofuel testing with positive results around the use of biodiesel and renewable diesel blends in cold weather. Fuel temperature testing in Erie, Pa., and field testing in Canada have shown that B20 manufactured to the appropriate cloud point can be used down to –40ºC with appropriate petroleum diesel blends. Wabtec’s engine and locomotive biofuel upgrade kits will be available in 2025 to support railroad decarbonization plans through use of up to B20 and R100. These kits, combined with Wabtec expertise, “can be used to support carbon reduction plans at railroads while maintaining operations even in cold weather,” the company notes.

Other technologies that Wabtec offers to help customers in winter operations include Advanced Rail Cleaner (ARC) Traction Antilock Braking System (TABS), and Sub-freezing AESS for increased fuel efficiency. Wabtec has been expanding its AESS solutions by developing new summer/winter algorithms to optimize fuel savings, shutdown time, and increase cold weather shutdown availability across customer platforms. “As AESS continues to increase fuel savings, it becomes even more important to protect lead acid batteries from failure,” the company said. “Cold weather can exacerbate battery problems leading to a locomotive’s failure to start. Wabtec’s new StartSaver ultra-capacitor system supplements the lead acid battery ensuring a successful locomotive start even in the harshest conditions. It also contributes to increased fuel savings with reduced battery charging time and lengthens the life of batteries by 50%.”

In addition, Wabtec works with customers to evaluate commonly used winter components and performs analysis on a yearly basis. In preparation for winter, Wabtec adjusts inventory levels for the winter season to protect operations and reduce equipment unavailability.

(RECo) Railway Equipment Co.

RECo’s products, such as track switch heaters and remote monitoring systems, are designed to ensure smooth railway operations during harsh weather conditions, the company tells Railway Age. “With our remote monitoring capabilities you are able to troubleshoot remotely and know if your units are running as intended to ensure the switches stay clear during winter conditions.”

According to RECo, customers are increasingly seeking advanced monitoring solutions and energy-efficient products, reflecting a shift towards technology integration and sustainability. “There is also significant interest in our new redundant switch heater, which RECo has developed to use both Natural Gas/Propane and Electric, a first redundant system in the industry,” the company said.

There have been numerous installations of track switch heaters and remote monitoring systems in the past two years, enhancing winter preparedness for railways, RECo said. “We have seen a shift towards our GHAB Concentrator, which can aid in monitoring up to 12 switch heaters in one location, [feeding] this information back to the central office [and] providing real-time status updates on the heaters.”

RECo says it continually updates its products to incorporate the latest technology and improve efficiency, with new developments in remote monitoring and energy-efficient systems. “We have recently tested our first combo unit in two locations this past winter to optimize efficiency, as well as to improve fuel efficiency in remote areas,” the company tells Railway Age. “RECo is focusing on developing more sophisticated monitoring systems and eco-friendly heating solutions to meet evolving customer needs. We are particularly excited about test results of our new induction heating system and Combo units.”

(Frauscher) Frauscher Sensor Technology USA Inc.

“Extreme cold and severe ice and snow events are on the rise, particularly dangerous when occurring in warmer climate areas that have difficulty handling this winter weather. Keeping a signaling system operating reliably in these conditions is obviously a priority for operators, since harsh weather can negatively impact systems that rely on shunting,” Frauscher tells Railway Age. “This significant problem can be alleviated by incorporating axle counters. Inputs to the system are provided via our IP68 rated wheel sensors that are immune to the effects of these conditions, providing robustness, high reliability and increased safety.”

“What our customers are asking for today is an answer that never changes. Every operator, whether freight or transit, has the safe operation of their signaling systems at the very top of their priority list—year in and year out. After meeting this basic need, in recent years operators have expressed the need for ways to merge and analyze data from various data points to better monitor their systems and gain the ability to recognize and fix issues before they cause issues,” the company said. “To meet this need, we have developed Frauscher Insights, an advanced diagnostic suite that recognizes and prevents potential failures at an early stage. It utilizes train detection data to enable warning and error messages on the dashboard and also provides an interactive track plan. This real-time display of system status makes fault detection more efficient, so that potential downtimes can be recognized at an early stage and possibly avoided.”

“Our recommendations for operators to properly prepare for the winter months is consistent from year to year. Addressing any concerns with individual trackside components by conducting required inspections or testing and maintenance where necessary is very important,” the company tells Railway Age. “The flexibility and compatibility of Frauscher systems allow for an individual unit to be replaced without replacing an entire line or system. For example, a track circuit that has previously had issues during winter weather can be replaced with two-wheel sensors that can be seamlessly incorporated into the track circuit system. Road salt, snow, ice and deteriorated track and ballast are particularly hard on some signaling technology. Inspecting the system before these conditions are present will allow needed replacements and fixes to be implemented before winter downtime events occur.”

Throughout the past 10 years that Frauscher has been in North America, the company has worked with operators and integrators to identify where the integrity of their signaling systems could be improved. A significant percentage of these discussions, Frauscher says, involved areas that experience severe winter conditions. “By eliminating the dependence on shunting, we have successfully implemented solutions ranging from primary train detection, grade crossings and switch protection, to triggering trackside equipment, for operators in Toronto, Edmonton, and Calgary in Canada to Minneapolis, Chicago, Alaska, Boston, and Philadelphia. As many of these systems have been in operation for several years, the operators continue to benefit from deploying axle counters that work reliably 12 months of the year.”

“Our commitment to continuously develop products and services that meet the needs of the industry is nearly four decades old,” the company said. “The growing and ever-changing effort to digitize rail operations, with the resulting plethora of available information, provides exciting opportunities to use that information to improve rail operations.” Frauscher Advanced Data Transmission FAdT is a versatile data transmission solution that can facilitate the exchange of any digital input-output data between different locations, supporting both vital and non-vital applications. It allows for the connection of various sensors and switches, bypassing the inherent limitations of each specific component. FAdT allows for the connection of any input or output device, supporting Ethernet-based transmission for a high-speed and reliable data exchange. Communication based on Frauscher’s proprietary protocol enables seamless data transfer between locations, or from a particular location to higher-ranking systems. “The FAdT is bidirectional, modular, expandable and scalable, empowering railway operators with greater flexibility. The robust hardware design ensures resistance to environmental conditions, resulting in a cost-efficient, durable, and reliable solution, even for winter use,” the company noted.

Frauscher says it devotes approximately 15% of revenue to R&D annually. Current innovations include Frauscher Insights and Frauscher Advanced Data Transmission FAdT. “Our goal remains to provide operators with the tools they need to run their networks as safely, smoothly and cost effectively as possible. We will continue to develop and introduce products and services to help operators achieve those goals,” the company said.

Thermon

Thermon’s array of snow-clearing devices are designed to reliably withstand even the harshest winter storms, the company tells Railway Age. By offering a variety of options such as electric elements, hot air blowers and high velocity ambient air blowers, “we ensure our customers have their selection of high performing products that are appropriate for their applications,” Thermon says. “Our SCD’s are designed with safety, efficiency and quality in mind to carry our customers through the winter and result in less maintenance, decreased down time and increased dependability.”

According to Thermon, buyers are looking for cost savings, decreased lead times and reliable quality products. “We have centralized our manufacturing to our San Marcos, Texas, facility to reduce costs, improve lead times and keep our quality superior to our competitors. We continue to work closely with the railroads to exceed their expectations and keep costs down while delivering dependable products consistently,” the company notes.

Thermon says it urges customers to plan early and order material ahead of winter to prepare for any unforeseen roadblocks that may arise. The company is currently working on its next generation of Hellfire gas fired blowers with trials expected to take place this winter. “We are revolutionizing our current design to include updated components, expanded communication capabilities, OLED character display + organized status LEDs, and a new forward-thinking design. We will continue our innovation efforts to ensure we are always staying ahead of the curve with our customer’s needs,” Thermon said.

(ZTR) ZTR

ZTR’s KickStart technology is built to solve one of the most critical challenges in cold weather: reliable locomotive starts. Available in two variants: KickStart Starting Assist and the more advanced KickStart Battery and Starting Manager (BSM), the solution supports starting reliability, protects battery health, and helps railroads minimize costly downtime during winter. By reducing the need for idling to recharge batteries, KickStart also supports Automatic Engine Stop-Start (AESS) systems like SmartStart, improving sustainability and fuel efficiency during harsh weather.

According to ZTR, customers are looking for more than just dependable engine starts—they want systems that can proactively manage battery health, reduce the need for manual intervention, and integrate seamlessly with AESS. The shift toward battery intelligence and cold-weather readiness has grown stronger over the past year, with increased demand for solutions that combine reliability, diagnostic visibility, and a fast return on investment. This evolution has made KickStart BSM particularly relevant for fleets operating in extreme climates, the company notes.

ZTR’s recommendations for railroad customers when it comes to preparing for winter months, include:

• Equipping locomotives with starting assist technology to prevent cold weather start failures.
• Reducing battery-related strain by integrating systems that support reliable starts and preserve battery life.
• Monitoring voltage behavior during cranking to identify early warning signs of potential failures.
• Ensuring compatibility across locomotive platforms to enable faster deployment and simplified maintenance.
• Working with solutions that complement AESS strategies to reduce unnecessary idling while maintaining readiness.

In the past year, ZTR has initiated KickStart BSM pilot programs with two Class I railroads operating in winter-prone territories. These pilots, the company says, have focused on improving battery-related starting performance in challenging weather, with successful results in reducing cranking voltage drop and electrical charge ripple. “We have even published case studies on these results,” ZTR tells Railway Age. “Customers have chosen KickStart BSM to improve cold-weather reliability, streamline winter readiness efforts, and better align with fuel and emissions reduction goals.”

KickStart BSM is an evolution of ZTR’s KickStart technology. It combines supercapacitor-based starting assist with intelligent battery and power management. This includes hotel load shedding, real-time voltage monitoring, and improved cranking support. The system is designed to reduce battery-related start failures, maximize battery lifespan, and support consistent performance across varying locomotive types during winter.

ZTR says it continues to enhance the KickStart BSM platform with capabilities that go beyond starting assist. A key area of development is integration with ZTR’s Vision platform, enabling remote monitoring, performance tracking, and actionable insights. According to the company, operators will be able to:

• Monitor starting system behavior and battery health in real time.
• Track fuel savings and reduced idling over time.
• Gain operational insights through historical trend data.
• Receive system recommendations to optimize performance.

These additions, ZTR says, are designed to give railroads greater visibility and control over their locomotive fleets—supporting smarter maintenance decisions and continuous improvement in winter and year-round operations.

The post Winter Weather Warm-Up appeared first on Railway Age.

ATP

ATP on Aug. 5 announced that, following a rigorous Request for Qualifications (RFQ) evaluation process, it has selected the following three firms to advance to the RFP phase for the final design and construction of the civil, rail, station, and system components of the Austin Light Rail project:

• Austin Rail Constructors, a joint venture led by Stacy & Witbeck, Inc. and Sundt Construction, Inc.
• FCC Construction, Inc.
• Kiewit Infrastructure South Co.

The partners ATP selects for this contract will help shape and build nearly every aspect of the system, including the transitway, tracks, systems, stations, bridges, traffic signals, utilities, drainage structures and streetscape. The agreement is expected to extend through the duration of design, construction, and opening for service, planned for 2033. 

After the proposal deadline on Oct. 24, 3035, ATP says it will evaluate each submission and expects to award a contract in early 2026.

CTA

The CTA on Aug. 5 announced more than 20 rail stations and bus turnarounds have already received repairs and improvements this year, as part of its cyclical facility improvement program “Refresh & Renew.” More than two dozen additional locations throughout the system will receive repairs and improvements before the end of the year.

Since the spring, crews have been performing an estimated $6.5 million in repairs and maintenance at the following rail locations across the CTA service region:

• Red Line: Addison, Sox-35th, Belmont, 47th, Garfield, 63rd, 69th
• Brown Line: Rockwell, Damen
• Blue Line: Pulaski, Austin, Kedzie-Homan
• Green Line: 35th/Bronzeville, Oak Park, Halsted
• Pink Line: Damen, Polk

By the end of the 2025, work will be completed at additional rail stations and bus turnarounds, including:

• Blue Line: Western (O’Hare), Grand
• Red Line: Harrison, 79th, 95th, Jarvis, Morse
• Brown Line: Kimball
• Green Line: 43rd
• Orange Line: Kedzie
• Pink Line: 18th
• Purple Line: Noyes

“I am always so pleased when I hear riders say, ‘this is my station’ or ‘this is my bus stop’—people take ownership and pride in their touchpoint to transit,” said CTA Acting President Nora Leerhsen. “The ‘Refresh and Renew’ program is an investment that shows that we join them in taking pride in our shared spaces.”

To complement Refresh & Renew, CTA also deploys power washing teams to attack grime collected during the winter months. This separate group of personnel is dispatched during the overnight hours and is tasked with scrubbing and power washing the surfaces of CTA’s stations. Each year between the spring and fall seasons, each of CTA’s 146 rail stations is power washed at least once a month as part of routine station cleaning efforts.

(CTA)

Created in 2019, Refresh & Renew, the agency says, is intended to keep CTA’s stations in a state of good repair with routine maintenance that enhances the safety, security and overall look and feel of facilities.

Prior to starting work at a location, crews perform an initial and thorough inspection of the location to identify any behind-the-scenes or customer-facing items that need repair and/or replacement—either immediately or in the near-term.

Some of the more comprehensive improvements made as part of this program include concrete repairs, removal of outdated fixtures and equipment, repairs to utility and plumbing lines and more. Work also includes smaller cosmetic upgrades such as painting and replacing sheet metal or damaged signage, lighting upgrades, cleaning, and repair of surfaces (e.g., columns, walls, railings, fencing/gates and platform fixtures) and power washing are also performed.

More information is available here.

The post Transit Briefs: ATP, CTA appeared first on Railway Age.

Among the list of reasons to attend the much-anticipated 2025 Light Rail Conference is “Reconfiguring Riverside Yard for Type 10 ‘Supercars’ on the MBTA Green Line” by Rachel J. Burckardt, P.E., Senior Vice President / Senior Project Manager, Northeast Lead, Freight Rail National Business Line, WSP USA. This year, Railway Age and RT&S are pleased to venture to Pittsburgh on Oct. 1-2 with a packed lineup of LRT professionals who are significantly influencing today’s rail transit industry.

Burckhardt, an expert on Boston’s rail transit system and among the most accomplished women in rail transit, will present on the MBTA’s (Massachusetts Bay Transportation Authority) planning for its new Type 10 LRV, dubbed the “Super Car” because of its length. Changes to stations, track curvature and shop facilities are needed to accommodate it. Burckhardt will focus on reconfiguration of Riverside Yard, the Green Line’s main maintenance facility and largest storage yard. 

MBTA Green Line Riverside Yard. OpenRailwayMap.org

The 100%-low-floor Type 10, manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) for the MBTA Green Line, is a whopping 54% longer than the existing rolling stock, and will be equipped with new safety and accessibility features. The MBTA ordered 102 Type 10 cars in late 2022, at a cost of $810 million. The cars are expected to enter service in 2027 and will replace the Kinki Sharyo Type 7 and AnsaldoBreda Type 8 cars.

This edition of our annual in-person Light Rail Conference will be filled with dynamic panels and the chance to network with a wide-reaching group of like-minded professionals. This event will offer a comprehensive review of the specialized technical, operational, environmental, and socio-economic issues associated with light rail transit (LRT) in an urban environment.All this will take place at the Fairmont Pittsburgh. Plus, don’t miss a special tour of the Pittsburgh Regional Transit PRT light rail system. The 26.2-mile network runs from the North Shore and Downtown Pittsburgh areas, through Pittsburgh’s southern neighborhoods and many South Hills suburbs. With 80 light rail vehicles in its fleet, PRT aims to be the “region’s transportation mode of choice by delivering an innovative network that is clean, sustainable, and equitable; a network that enables individuals, businesses, and economies to thrive.”

Meet Rachel J. Burckardt, P.E.

A long-time presenter at our Light Rail conference, Rachel J. Burckardt, P.E. has nearly 40 years of experience at WSP USA and predecessor Parsons Brinckerhoff in a variety of civil engineering projects focusing mostly on transportation, including railroads, transit, roadways, bicycle facilities and paths. She has worked with railroads, transit agencies and DOTs on a variety of projects including West-East Rail, South Coast Rail, and Green Line Extension in Massachusetts, as well as grade crossings throughout New England, and station, yard, shops, and facilities projects. Burckardt is also an accomplished musician. Her musical experience includes more than 45 years as a church musician. She is also a composer of many works, with eight self-produced albums of sacred and liturgical music, choral music, orchestral music, jazz, improvisational music and electronic music. Burckardt is Founder of the Tutti Music Collective and President of Wood Harbor Music, which produces recordings on the Wood Harbor Music label, publishes sheet music and organizes concerts for local performers.

Program Highlights

Presented Oct. 1-2 at the Fairmont Pittsburgh, the 2025 Railway Age and RT&S Light Rail Conference is a must-attend premier conference on LRT for transportation professionals in planning, operations, civil engineering, signaling, and vehicle engineering. Students at the undergraduate and graduate levels are also welcome.

In addition to Rachel J. Burckard, transit leaders on the program include Andy Lukaszewicz and  Justin Selepack of Pittsburgh Regional Transit (PRT), Bryan K. Moore and Casey Blaze of the Greater Cleveland Regional Transit Authority (GCRTA), Henry Posner and Ida Posner of Railroad Development Corporation (RDC), Harry Skoblenick of Alstom, Barbara M. Schroeder of Benesch and many more.

Key sessions will focus on:

• Strategic insights into major new-builds and expansion projects.
• Engineering sessions illustrating how to best support long-term efficiency and safety.
• Capital program oversight, risk mitigation, and performance tracking.
• Resilience planning, sharing adaptive strategies for extreme weather events.
• Improvements to customer-facing technologies such as fare collection, communications and security.
• The viability and scalability of alternative propulsion technologies.
• Confronting funding challenges.

Supporting Organizations

Industry support for the Railway Age / RT&S 2025 Light Rail Conference is already strong, including sponsorship from 4AI Systems, Piper Networks, Benesch, and RDC.

Learn More

• View the confirmed speakers and take advantage of the early bird rate for Railway Age / RT&S 2025 Light Rail
• To inquire about sponsorship opportunities, contact Jonathan Chalon at jchalon@sbpub.com or (212) 620-7224.

The post WSP’s Rachel J. Burckardt Featured at 2025 Light Rail Conference appeared first on Railway Age.

North American rail volume on nine reporting U.S., Canadian, and Mexican railroads came in at 20,943,417 carloads and intermodal units for the 31-week period ending Aug. 2, 2025, the AAR reported Aug. 6. Cumulative volume in the U.S. was 15,162,611 carloads and intermodal containers and trailers, up 3.8% from the same point last year; in Canada, 5,035,654 carloads and intermodal units, up 1.6%; and in Mexico, 745,152 carloads and intermodal units, down 5.1%.

For the week ending Aug. 2, 2025, U.S. Class I railroads carried 513,529 carloads and intermodal units, up 2.9% from the same point last year, according to the AAR. That comprised 233,805 carloads, up 6.4% from 2024, and 279,724 containers and trailers, up 0.2% from 2024.

Nine of the 10 carload commodity groups posted an increase compared with the same week in 2024. They included grain, up 4,402 carloads, to 21,557; coal, up 2,871 carloads, to 61,962; and motor vehicles and parts, up 1,467 carloads, to 15,822. One commodity group posted a decrease compared with the same week in 2024: petroleum and petroleum products, down 185 carloads, to 10,829.

For the first 31 weeks of this year, U.S. railroads reported cumulative volume of 6,828,409 carloads, up 2.8% from the same period in 2024; and 8,334,202 intermodal units, up 4.7% from 2024.

North American rail volume for the week ending Aug. 2, 2025, on nine reporting U.S., Canadian, and Mexican railroads totaled 337,571 carloads, up 4.5% compared with the same week last year, and 363,089 intermodal units, up 2.7% compared with last year. Total combined weekly rail traffic in North America came in at 700,660 carloads and intermodal units, up 3.6%.

For the week ending Aug. 2, 2025, Canadian railroads reported 88,410 carloads, down 2.2%, and 72,286 intermodal units, up 13.0% compared with the same week last year.

Mexican railroads reported 15,356 carloads for the week ending Aug. 2, 2025, up 19.1% compared with the prior-year period, and 11,079 intermodal units, up 8.2%.

The post AAR: North American Rail Volume Up Through Week 31 appeared first on Railway Age.

Starnes joins the team with nearly 20 years of experience in the railroad industry. Most recently, he served as Chief Operating Officer at Gulf & Ohio Railways in Knoxville, Tenn., where he oversaw operations, revenue, and marketing across four shortline railroads in Tennessee, South Carolina, and North Carolina. Throughout his career at Gulf & Ohio, Starnes also held key operational roles, including General Manager, Designated Supervisor of Locomotive Engineers (DSLE), and Engineer/Conductor.

“We are thrilled to welcome Chris to our leadership team,” said SCFE General Manager Bob Lawson. “His deep industry expertise, proven track record in operations and marketing, and passion for railroading will be a tremendous asset as we continue to grow our footprint and strengthen our customer relationships.”

Originally from Gate City, Virginia, Starnes holds a bachelor’s degree in management and leadership from Virginia Intermont College, earned in 2007. Beyond the rail industry, he is an avid traveler, golfer, and photographer—particularly of aviation and rail subjects. His photography has been featured in national publications and recognized in award competitions.

The post SCFE Taps Starnes as Sales, Marketing, and Revenue Manager appeared first on Railway Age.

GER, a subsidiary of Puerto Verde Holdings (PVH), in 2023 filed a petition with the STB for authority to construct and operate the line, which would be part of an international commercial transportation corridor proposed by PVH, the Puerto Verde Global Trade Bridge project, consisting, in addition to the proposed line, of a new border crossing for commercial motor vehicles (associated CMV Facility) between Piedras Negras, Coahuila, Mexico, and Eagle Pass, Tex.

The Draft EIS (download below) analyzes the potential environmental impacts of both the proposed rail line, which requires licensing authority from the STB, and the commercial motor vehicle crossing because they would be built as a single port of entry for freight rail and commercial motor vehicle traffic between Mexico and the United States, according to the STB. It was prepared together with the United States Coast Guard as a cooperating agency, in compliance with the National Environmental Policy Act.

Green Eagle Railroad DEIS Volume I_DEIS_03142025_508Download

The Draft EIS preliminarily identifies the Southern Rail Alternative, one of two studied, as the Preferred Alternative (see map at the top of the page); it is also GER’s preferred alignment.

“OEA’s analysis showed that the beneficial and adverse impacts of the Southern Rail Alternative and those of the Northern Rail Alternative would be generally similar, with the exception of impacts on visual quality, noise, and water resources,” the OEA reported in March. “While the Southern Rail Alternative would have greater visual impacts than the Northern Rail Alternative, it would have lesser noise impacts (severe impacts on three receptors versus 12 receptors for the Northern Rail Alternative). The Southern Rail Alternative also includes only one crossing of Seco Creek, compared to four crossings for the Northern Rail Alternative, resulting in lesser potential impacts on the creek. OEA found that the Southern Rail Alternative would have fewer impacts on noise and Seco Creek when compared to the Northern Rail Alternative and that this would compensate for the greater visual impact of the Southern Rail Alternative.”

Under the Southern Rail Alternative, the proposed line would be a “secure,” double-tracked line extending between the existing UP main line at approximately milepost 31 and the United States/Mexico border, according to the OEA. This alternative would cross the Rio Grande River on a new rail bridge (New Rail Bridge), which would stand approximately 60 feet above the water line and would be about 45 feet wide. The New Rail Bridge would have only one in-water pier, on the Mexican side of the border, OEA noted. East of the Rio Grande River, this alternative would run to the south of Seco Creek. It would cross U.S. 277 (Del Rio Boulevard); Barrera Street; a concrete-lined stormwater drainage channel; and Seco Creek on four other, smaller bridges. Between bridges, this alternative would be constructed on an elevated embankment up to approximately 19 feet high and 130 feet wide. According to the OEA, other features include a non-intrusive inspection facility just past the eastern end of the New Rail Bridge; culverts; fencing; service roads; and 20-foot-high noise barriers on both sides of the tracks between the Stormwater Channel Bridge and the non-intrusive inspection facility.

The associated CMV Facility would be constructed a short distance to the north of the proposed line, on what is currently agricultural land, according to OEA. (See map of the associated CMV Facility, plus the Southern Rail Alternative below.) It would consist of a new bridge (New Road Bridge) across the Rio Grande River just north of the New Rail Bridge; a new road (CMV Road) connecting the New Road Bridge to FM 1589 (Hopedale Road); and associated border inspection facilities.

This map shows the proposed line and the associated CMV Facility. Click here to open the Green Eagle Railroad EIS Interactive Map.

“OEA reviewed the potential environmental impacts that could result from construction and operation of the proposed line and the associated CMV Facility,” it reported in the Draft EIS. “OEA’s findings were based on consultation with federal, state, and local agencies; input from GER and the public; and OEA’s own independent analyses. OEA is preliminarily recommending mitigation for the following resource areas: noise, cultural resources, and biological resources. OEA is not recommending mitigation for other resource areas because impacts would be beneficial; they would be minor and minimized through compliance with applicable laws and regulations; or they cannot feasibly and reasonably be mitigated.”

OEA accepted comments on all aspects of the Draft EIS through May 5, 2025. It also held three public meetings: two in-person on April 29 and one virtual on May 1.

OEA on Aug. 6 issued a Final EIS, which responds to comments received on the Draft EIS and sets forth OEA’s final recommendations, including final recommended mitigation measures, to the STB (download Final EIS documents below). Issuance of the Final EIS completes the Board’s environmental review for this project.

52673 Volume IDownload Green Eagle Railroad FEIS Volume II_Appendices_08062025_508Download

“Between March 14 and June 2, 2025, OEA received 104 written or verbal comment submissions (a
single submission may contain several comments) from 92 unique commenters,” it reported in the Final EIS. “Commenters included members of the public and representatives of agencies and organizations. Some individuals, agencies, or organizations commented more than once or in more than one format. OEA reviewed all the comments, including, where applicable, their attachments. OEA’s review of the 104 written and verbal submissions received identified 50 substantive comments from 41 commenters. Responses to the substantive comments are provided in Appendix O of this Final EIS. Changes that OEA made to the text of the Draft EIS in response to the comments are shown in tracked changes (underlined or crossed-out). None of the comments required additional analysis or substantive changes to the text of the Draft EIS.” The Final EIS also sets forth OEA’s final recommended environmental mitigation measures, OEA noted.

In reaching its decision on whether to grant GER’s request for authority to construct and operate the
proposed line, the STB will consider the Draft EIS, the Final EIS, public comments, and the final environmental mitigation recommended by OEA, as well as the record on the transportation
merits.

The post STB Issues EIS for Proposed Maverick County, Tex., Line (UPDATED 8/6) appeared first on Railway Age.

Northstar service between Minneapolis and Big Lake, Minn., may be replaced by buses, the Minnesota Star Tribune and other local media outlets reported in February. Now, they say, Metropolitan Council meeting documents propose shuttering the commuter rail service in early January 2026.

Background

“MnDOT’s recent Twin Cities – St. Cloud-Fargo/Moorhead Corridor study makes it clear we can provide more cost-effective transit service in the corridor currently being served by Northstar Commuter Rail,” the Minnesota Department of Transportation (MnDOT) and the Metropolitan Council said in a Feb. 24 joint statement, according to FOX 9 KMSP. “As the world and consumer demand changes, we must be willing to be flexible and innovative to offer better service while saving dollars. We have jointly started the process to explore transitioning to bus service in this corridor. That process includes working with our federal partners and our rail partners at BNSF Railway, who we have appreciated as a critical [host freight rail] partner. In the coming months, we will have more information, including timeline information and projected future savings. For Minnesotans who currently utilize this service, we are committed to working with you to ensure you have access to high-quality transportation in this corridor.”

The MnDOT study (download below) “found that transitioning to bus service between Minneapolis and St. Cloud would cost millions less than the status quo,” according to the Minnesota Star Tribune. “It costs about $12 million annually to operate Northstar, a budget that would shrink to $2 million if buses were used.”

Twin Cities-St. Cloud-Fargo Moorhead Corridor Study-38765459-v1Download

“This is the beginning to finally end Northstar service, with its ridiculously low ridership, its ridiculously huge operating subsidies and its ridiculously expensive maintenance costs,” said Minnesota state Rep. Jon Koznick, a Republican who serves District 5A, according to the Tribune. Koznick, also on Feb. 24, debuted a bill to shut down the rail line, which “passed the House Transportation Finance and Policy Committee on Monday [Feb. 24], and will be sent to the House floor for further debate,” said the paper, which added that “several Democrats thought the move was premature.”

The Northstar Line offers service between Big Lake and downtown Minneapolis, stopping at stations in Elk River, Ramsey, Anoka, Coon Rapids, and Fridley. It connects with buses (Northstar Link) for service to and from St. Cloud. (Map Courtesy of Metro Transit)

The 40-mile Northstar service in the Northstar corridor opened Nov. 16, 2009, between downtown Minneapolis and the northern city of Big Lake (see map, right); it was originally envisioned to link with St. Cloud, but connects to that city via bus. From 2011 through 2019, it carried between 2,200 and 3,300 weekday riders during the morning and evening peak commute hours; it also featured special event service on evenings and weekends for Minnesota’s Twins, Vikings, and University of Minnesota Gopher sporting events. MotivePower (Wabtec) MP36PH-3Cs power the trains, which comprise Alstom (originally Bombardier) bilevels. 

The COVID-19 pandemic led to a dramatic ridership drop of nearly 98%—just 60 weekday rides in April 2020, according to the Metropolitan Council, which is the regional policy-making body providing transit, wastewater collection and treatment, and affordable housing services in the seven-county Twin Cities metro area, and is charged under state law with establishing regional growth policies and long-range plans for transportation, aviation, water resources, and regional parks. In 2021, daily ridership peaked in October at 346 daily rides or just over 13% of the October 2019 pre-pandemic level. In 2022, Northstar carried around 300 daily rides.

While employees have been returning to in-person work, “Northstar’s recovery has been lackluster, with just over 127,000 riders last year, renewing Republican lawmakers’ chorus to shut it down,” the Tribune reported. The service provides four weekday trains and no weekend service unless there is a special event.

“‘We know travel patterns have changed’ since the pandemic,” Met Council Chair Charlie Zelle said, according to the Tribune. “He said bus service would likely be more frequent to reflect the new paradigm.”

MnDOT was charged with conducting the Twin Cities – St. Cloud-Fargo/Moorhead Corridor study by the state legislature. The purpose: “to conduct an analysis and evaluation of options for development of transit and rail service improvements in the corridor between the Minnesota cities of St. Paul, Minneapolis, Coon Rapids, St. Cloud and Moorhead, and Fargo, N.Dak.” It assessed alternatives for transit service in the corridor and the elimination of Northstar commuter rail in conjunction with those alternatives.

According to the Tribune, the “study laid out different options for Northstar, but didn’t recommend that the service be terminated altogether. It explored the potential cost to extend service to the Fargo/Moorhead area, either by extending Northstar’s route, by expanding Amtrak service or by combining bus and train service.” MnDOT, it noted, is studying expanding Amtrak’s Chicago-to-St. Paul Borealis service to Coon Rapids and St. Cloud.

If the Northstar service were to end, it would involve “unspooling contracts” between MnDOT, Met Council, BNSF, the state of Minnesota, and the Federal Transit Administration, which provided a Full-Funding Grant Agreement for the $320 million project, according to the Tribune. “The federal government and possibly the state would have to be reimbursed if Northstar shut down, athough it’s unclear how much,” the paper said. “Congress would have to approve any waiver of those costs.”

The Tribune added that “[t]he remaining interest in Northstar is about $30 million to $35 million, according to the report, not including property and buildings along the line, which would need to be appraised to determine current market value.”

UPDATE, AUG. 6

“The end of the line for the struggling Northstar Commuter Rail could come in early January, according to a plan the Metropolitan Council will discuss Thursday [Aug. 7] and later vote on,” the Tribune reported Aug. 5. Under a proposal by Metro Transit, the operating division of the Met Council, “the final Northstar train would run Jan. 3 or 4 of next year, after the last regular season Vikings game, and transition to bus service along parts of the route, according to Met Council meeting documents.”

The documents, the newspaper said, “outline a new Route 888 coach bus that would run between Ramsey and Minneapolis. Route 827, replacing the current 852, would run from Fridley to Minneapolis. The buses would run at 30-minute intervals during rush hours. Both would start in 2026.”

According to the Tribune report, “Metro Transit and other government partners are discussing next steps along the line, including what to do with infrastructure and planning demolition of stations.”

FEBRUARY 2025 COMMENTARY

“I reviewed the report, and it looks like one of the many studies I have seen that tells the client what the client wants to hear,” commented Railway Age Contributing Editor David Peter Alan in February. “In this case, it’s that the Northstar service is not worth keeping, and that it would be a better deal just to run a bus. While I’m not sufficiently familiar with the subject matter of the study, I rode the Northstar years ago, after getting off Amtrak’s Empire Builder at St. Cloud, spending the day there, and taking the connecting bus and then the Northstar into Minneapolis. The operation was not conducive to encouraging ridership. 

“The service today consists of three peak-hour trains in prevailing direction and one in reverse direction, with no service at any other time. From what I remember and some research I did, all stations are park-and-ride, with the towns some distance away from them. There has never been service to St. Cloud, except taking the train halfway there to Big Lake and a bus the rest of the way. Service outside the commuting peak has also been very limited, even when there was a bit of service on the weekends. There was never any interest, as far as I could ascertain, to run a more-robust level of service or to run trains to St. Cloud, which is a destination worth visiting.

“All in all, it does not appear that the Northstar service was ever designed to carry more than the number of commuters who could fill up the spots in the parking lots, which inherently limited its effectiveness in providing mobility in the region. Now a consultant’s report is calling for its termination, so its days are probably numbered. Maybe it’s just an example of how not to design and build a passenger service.”

Further Reading:

• A Tale of Twin Cities
• Debate heating over future of Northstar commuter rail

The post Reports: Will Minnesota Shutter Northstar Commuter Rail? (UPDATED 8/6) appeared first on Railway Age.

The agreement was effective Aug. 1, according to OmniTRAX, the transportation and infrastructure affiliate of The Broe Group that operates 31 railroads, serving ports and industrial parks across the country.

Tata Chemicals’ mine, one of the largest in North America for soda ash (a.k.a., sodium carbonate), is in Green River, which OmniTRAX said is home to one of the world’s largest reserves of trona ore and is the county seat of Sweetwater County (see map below). Soda ash, it noted, is a key raw material used across glass manufacturing, detergents, chemicals, and textiles.

Green River, Wyo., Map Courtesy of OpenRailwayMap.org.

“Tata Chemicals is one of the largest soda ash producers in the world, and we are honored that they have entrusted OmniTRAX to serve their largest domestic mine,” OmniTRAX President and COO Sergio Sabatini said. “We look forward to bringing our industry leading rail safety and service to Wyoming.”  

“We are excited to work with OmniTRAX to provide safe and reliable rail service to Green River’s soda ash facilities,” added Kenny Rocker, Executive Vice President, Marketing and Sales, for Union Pacific. “Union Pacific has played a pivotal role in the global economy for more than 160 years, and we are proud to do our part supporting the growing worldwide demand for Green River soda ash.”

Earlier this year, OmniTRAX became the exclusive operator of the Long Island, N.Y.-based Brookhaven Rail Terminal and of Port Muskogee’s Port Muskogee Railroad in Oklahoma. It also teamed with Coast Belle Rail Corporation to run Santa Maria Valley Railroad in California.

The post OmniTRAX: Exclusive Switching Partner for Tata Chemicals’ Wyoming Mine appeared first on Railway Age.

The National Transportation Safety Board (NTSB) has released a preliminary report for its ongoing investigation of the July 5, 2025, CN train derailment with hazardous materials release and subsequent fire near Glendora, Miss.

What Happened?

At about 2:26 p.m. local time, a southbound CN mixed-freight train derailed 22 railcars on the Yazoo subdivision at milepost 97.63, according to the NTSB, which published its report on Aug. 5 and noted that the information is “preliminary and subject to change.” One of the derailed railcars, a Department of Transportation Specification 111A100W1 loaded with the benzene, breached and caught fire. “There were no reported fatalities or injuries, and about 160 people were evacuated in a 1 mile radius of the accident,” the agency said. At the time of the accident, visibility conditions were clear, and the weather was 90°F with no precipitation. CN estimated damages to be about $1.5 million, the NTSB said.

The train, whose crew included one engineer and one conductor, had departed Memphis, Tenn., around 11:08 a.m., destined for Baton Rouge, La. It was a key train, which the NTSB defined as “a train with any one of the following components: at least one tank car containing anhydrous ammonia, ammonia solutions, or material designated as a poison or toxic inhalation hazard; 20 railcar loads of any combination of hazardous material; or one or more railcar loads of spent nuclear fuel or radioactive waste.” The 139-car train comprised 59 loaded railcars and 80 empties, including 11 residue cars, which are defined as empty tank cars that have “not yet been refilled or cleaned of hazardous material and purged to remove any hazardous vapors,” with 23 hazmat tank cars. Of the 23 hazmat tank cars, the NTSB said, one was loaded with compressed gas (refrigerant), 16 were loaded with benzene, and six were loaded with petroleum. The train was traveling about 29 mph on a right-hand curve near milepost 97.63 when NTSB said it experienced a train-initiated emergency brake application and derailed railcars 29 through 50.

According to the agency, a few days before the accident, on July 2, a CN autonomous track inspection vehicle “noted two superelevation track defects in the area of the derailment, which CN reported were addressed by a track surfacing unit on July 3.” In accordance with operational procedure, it said, CN subsequently placed a 10 mph speed restriction on that segment of track for the next two trains and then raised it to 30 mph on July 3. At the time of the accident, the speed restriction of 30 mph was still in place for the segment of track on which the accident occurred.

Local emergency responders and CN hazmat responders extinguished the fire around 11:30 p.m. on July 5, the NTSB reported, and the evacuation order was lifted shortly thereafter. CN contractors removed about 25,000 gallons of product from the breached benzene tank car. The “product,” the NTSB said, included both the material itself and water used in firefighting activities.

While on scene, the NTSB reviewed data from locomotive event recorders and inward- and outward-facing image recorders, inspected train equipment and track structures, reviewed CN’s engineering standards and procedures, and completed interviews.

NTSB’s investigation is ongoing. “Future investigative activity will focus on CN’s procedures related to track inspections, engineering defect mitigation, employee training and testing, and emergency response,” it reported.

Parties to the investigation include the Federal Railroad Administration; Pipeline and Hazardous Materials Safety Administration; CN; International Association of Sheet Metal, Air, Rail and Transportation Workers; Brotherhood of Locomotive Engineers and Trainmen; and Brotherhood of Maintenance of Way Employes Division.

According to the NTSB, the timing between the beginning of an investigation and a probable cause determination and report varies based on the complexity of the investigation and the workload of the agency’s investigators. In general, the NTSB said it tries to complete an investigation within 12 to 24 months, “but these and other factors can greatly affect that timing.”

Further Reading:

• NTSB Determines Probable Cause for NS Conductor Injury
• NTSB Issues Investigations Report on BNSF’s April 26 Hazmat Derailment
• NTSB Determines Probable Cause for UP Train Collision, Conductor Fatality Accident

The post NTSB Issues Preliminary Report for CN July 5 Derailment appeared first on Railway Age.

Messe Berlin, organizer of the InnoTrans trade fair, has announced the inaugural edition of InnoTrans Asia, set to take place in Singapore Sept. 7–9, 2027, at Singapore EXPO. “This landmark event marks the first time the InnoTrans brand expands into Asia, reinforcing its commitment to supporting innovation and global connectivity in the rail and mobility sectors, with strategic focus on the high-growth Asian market and North American participation,” Messe Berlin said.

“Singapore is the ideal location for our first Asian edition,” said Kai Mangelberger, Senior Vice President of Mobility at Messe Berlin. “It’s a gateway to the Asia Pacific region and a center of technological advancement and strategic planning. The demand for smart, sustainable mobility solutions in the region is growing exponentially, and we are excited to bring InnoTrans’ world-class exhibition experience to Singapore to serve that need.”

InnoTrans Asia will feature a focused exhibition and conference program highlighting urban mobility, rail infrastructure, tunneling technologyand digital innovation. “North American companies are encouraged to leverage this platform to explore export opportunities, partnerships, and expansion into Asia, where governments are investing heavily in modernizing transport systems,” organizers noted.

Held every two years in Berlin, Germany, InnoTrans “is the leading international trade fair for transport technology, attracting tens of thousands of industry professionals from around the world,” Messe Berlin said. “The next edition of InnoTrans in Berlin will be held Sept.22–25, 2026, and will continue to serve as the global flagship gathering for the sector. With Asia rapidly emerging as a center for transportation infrastructure growth, InnoTrans Asia 2027 will offer a timely and powerful new platform tailored to the region’s needs. By bringing together decision-makers, suppliers, manufacturers, and innovators from across the globe, InnoTrans Asia will complement the established Berlin show and strengthen the brand’s position as the global meeting place for the transport technology sector.”

Exhibitor Registration is now open. U.S. and Canadian companies should contact Mary Jo Balve, North American Representative, InnoTrans Shows, mjbalve@globaltradeshow.com, 732-933-1118 (mobile).

The post InnoTrans Asia: 2027 Debut, Singapore appeared first on Railway Age.

Reducing GHG (greenhouse gas) emissions from our locomotive operations remains a key CPKC sustainability goal and an important issue facing the railway industry. CPKC has made potentially industry-changing progress toward that goal through our pioneering Hydrogen Locomotive Program.

A recent commentary written by Don Graab and published in Railway Age (“A Three-Tiered Approach to Emission Reductions – Starting from the Bottom,” July 22, 2025) mischaracterizes the safety and operational advances made with our innovative technology and makes false assumptions about key motivations for CPKC’s growing program. 

CPKC started the Hydrogen Locomotive Program to support the industry in achieving practical zero-emission solutions as we all journey toward decarbonization. It is not about one specific policy from any one government, which can change at any time as we have seen in Canada with carbon taxes.

Beyond capital investment, what about maintaining safety, efficiently producing the needed power and getting the fuel? 

Safety always has been front and center in developing hydrogen locomotive power. Our locomotives, designed by professional engineers, include several advanced systems to maintain operational safety. For example, critical safety features are in place to detect potential hydrogen leaks and properly store onboard hydrogen. Effective ventilation and detection of hydrogen maintains a safe operation. Left unstated in Mr. Graab’s overview of locomotive power alternatives is that lithium batteries present similar flammability risks when compared to hydrogen.

Photo by Kevin Dunk

A well-designed hydrogen system using the right materials can overcome a small hydrogen molecule’s tendency to leak. We’ve seen this demonstrated with hydrogen automobiles, buses, helicopters, forklifts and other transportation vehicles used every day. Again, advanced leak detection systems are central to the success of our technology. These systems are tied into the control system and are capable of shutting down the locomotive.

CPKC

Pipelines can and do play a distribution role. Geographical regions such as Edmonton, Alberta and Houston, Tex. have hosted hydrogen pipelines for several decades. Hydrogen is heavily utilized in fossil fuel refining processes. These pipelines extended several miles among several refining sites. But the options are not limited to pipeline. 

Two CPKC terminals receive hydrogen today by truck. The hydrogen, offloaded into on-site storage vessels, is liquified at the source, enabling transportation. Several distribution companies have existed for decades and continue to operate. We also make hydrogen through an electrolysis process at two of our locations, thereby negating the need to distribute. Dedicated right-sized electrolyzers can be purchased and installed based on the required amount of daily-use hydrogen.

Dr. Kyle Mulligan is Assistant Vice President Operations Technology at CPKC. He holds a doctorate in Mechanical Engineering from the University of Sherbrooke in addition to degrees in computer systems, electrical, and biomedical engineering. He is a two-time recipient of CPKC’s CEO Award for Excellence, was named as one of Railway Age’s 2018 10 under 40 recipients, and is a mentor with FIRST, a group that inspires young people’s interest and participation in science and technology. Kyle also volunteers as an engineer for CPKC’s mini train program and with Grow Calgary, Canada’s largest community farm.

Further Reading: CPKC Puts Hydrogen to the Test

The post CPKC Hydrogen Locomotive Program Creating Innovative GHG-Reduction Solutions appeared first on Railway Age.

RAILWAY AGE AUGUST 2025 ISSUE: North America’s tank car fleet is relatively young. Regulations, though tricky and challenging, should benefit carbuilders, component suppliers and lessors.

Tank cars, the second-largest railcar group in the North American fleet after covered hoppers, represent the most diverse commodity base in railroading. They are their own ecosystem, with a whopping 854 STCC (Standard Transportation Commodity Code) designations. Chemicals and Refined Products represent the largest subgrouping of the commodity groups, each with more than a half-million loads annually. 

Tank car designs have mostly stabilized after the post Lac-Mégantic period of evolution and redesign. The replacement rate is approximately 8,000 cars annually, excluding regulatory requirements to phase out older, hazmat-carrying cars. In 2024, approximately 10,000 new units were built.

Regulatory issues remain on the table, among them HM-246, governing very-high hazard-commodities, mostly TIH (Toxic Inhalation) commodities such as chlorine, anhydrous ammonia and ethylene oxide. More regulatory changes fall under the FAST Act, such as HM-251, governing hazardous flammable liquids like crude oil and ethanol. There is potential for regulation acceleration in the wake of East Palestine.

Tank car regulations are tricky and challenging, but should benefit carbuilders, component suppliers and lessors. The U.S. and Canadian governments enacted legislation updating the phaseout date of all tank cars used for transport of flammable liquids, except DOT-117J (new) and DOT-117R (rebuilt) cars, to May 1, 2029. The phaseout is applicable to loaded and residue shipments. 

Transport Canada

According to U.S. DOT Hazardous Materials Regulations, all jacketed and unjacketed legacy Class 111s, as well as jacketed and unjacketed enhanced Class 111s (also called CPC-1232s), will be prohibited from importing, offering for transport, handling or transporting unrefined petroleum products, ethanol, and Class 3 flammable liquids in Packing Group I. Under Transport Canada’s Containers for Transport of Dangerous Goods by Rail standard, the same restrictions apply for Packing Groups I, II and III.

New legislation affecting tank cars is the OBBBA (One Big Beautiful Bill Act), which significantly impacts the Section 45Z Clean Fuel Production Credit, extending the credit period, modifying feedstock requirements and clarifying rules related to Foreign Entities of Concern (FEOCs). Specifically, the OBBBA extends the sale deadline for eligible fuel under Section 45Z to Dec. 31, 2029. It also introduces stricter domestic feedstock requirements for fuel produced after Dec. 31, 2025, limiting eligible feedstock to that produced or grown in the U.S., Mexico or Canada. Additionally, the OBBBA introduces restrictions on FEOCs claiming the credit, with specific rules for entities related to or conducting significant transactions with FEOCs, impacting various clean energy credits including 45Z. 

For this report, Railway Age asked tank car market stakeholders for their long-term view on the tank car market. What types will be in demand and why? What is the regulatory outlook? The equipment finance perspective?

“The rental market for tank railcars is the most service oriented of any operating lessor dominated railcar leasing market,” says Railroad Financial Corp. President and Railway Age Financial Editor David Nahass. “That’s not exactly news—it has been that way for some time. However, as the cost of maintaining a tank car continues to rise, that dynamic continues to favor lessors who can provide the necessary levels of service to their customers. 

“What specifically has changed? The regulatory process and record-keeping requirements provide lessors an opportunity to flex their financial muscle and expertise to the benefit of their customers. Specifically, the ten-year required recertification process for all tank railcars, HM-216, is costly, and shop availability can be sporadic. Railcar end users need to maintain technical and operational expertise to handle the process in a timely, efficient and cost-effective manner. Having a lessor partner to help with the process is a draw for end users.

“Overall, the rental market for tank cars continues to remain relatively robust even as the market has seen some limited pockets of weakness. There is anecdotal evidence that rates have retreated from loftier highs of late 2024, but there is fundamental strength underpinning the market that is unlikely to dissipate in the near future. There are a few core reasons for this:

• “Tank railcar supply is running below at the rate of replacement.
• “The replacement cycle for cars included in HHFT (high hazard flammable trains) is not yet completed.
• “Growth in the chemicals loadings segment (chemicals, along with petroleum and petroleum products are the largest commodity groups for tank railcar use).
• “Even with modest annual production of new tank railcars, tank railcar prices remain elevated vs. pre-pandemic prices.

“The industry has handled the HM-216 bubble well—better than many people expected. Tank railcar supply remains consistent, so expectations for a downturn in rates should be tempered. The costs of tank railcar maintenance seem to be rising more rapidly than the cost of new cars; that would suggest continued opportunities for lessors to provide high-level service to customers and to maintain strong leasing margins into the near future.”

Union Tank Car photo

At Railway Age’s Rail Insights 2025 conference, Nahass spoke with Katherine Suprenuk, President of Leasing and Manufacturing, Union Tank Car Company & Procor (a Marmon/Berkshire Hathaway Company), about the tank car market. “We’ve talked about circumstances that might change the demand cycle and potentially be drivers for increased building of new cars,” Nahass said. “Additionally, we see fleet attrition in many classes of assets due to the aging of cars. Can you imagine a time where, because of having had low backlogs for some time, we struggle to build the railcars necessary to serve current demand levels?

“It is a fair concern for tank cars, as coming out of COVID we had about three years where we were building below replacement levels. However, things have since turned and we’ve had net additions over the past, say, year and a half as the cars previously ordered have been built and delivered. Order volume began to soften in 2024. And then the tariff policy and economic conditions have exacerbated the situation, and ordering has continued to slow over the past few months. It’s quite possible that, if this continues without a meaningful hit to demand, the North American fleet could tighten up further. That said, whether it’s tank cars or freight cars, while shortages happen, they tend to be short term, and I can’t imagine a situation where there’s a prolonged car shortage. The market is fluid and adaptive. When push comes to shove, orders will be placed if customers need the cars. They’ve just slowed down. We’ll adapt, and I don’t see any major shortage coming.”

“From the tank car perspective, chemicals continue to be a bright spot in a fairly tepid loadings landscape,” Nahass observed. “Even with the tariffs and other economic related uncertainty, the economy seems like it’s poised for a downturn. We’re not sure, but are we seeing it to some degree in the plastics market as an example? Do you see continued strength through the remainder of the year in the chemicals segment, or will we see economic weakness cause a little bit of a pullback?

“Chemicals are very relevant for tank cars,” Suprenuk said. “Half of tank car loaded moves comes from chemicals. We do watch that closely, and you’re right, that has been a relative bright spot in the loadings profile for things moving in tank cars. But the year-over-year growth we’re seeing is about one percentage point year to date, which is more modest. Generally, I believe it should be positive in 2025, but the growth may wane to some extent. Looking at the broader economic context, there’s other indicators that are showing signs of contraction in manufacturing. The PMI (Purchasing Managers Index) has been signaling a slowdown for the past several months. GDP (Gross Domestic Product) and IP (Industrial Production) forecasts show modest year-over-year growth. All this points to continued fragility in overall demand, which if it continues could soften chemicals to some degree. But I still think for the year, it’ll probably be up vs. last year.”

“Are there notable regulatory initiatives under way that could shape the tank car market and have an impact on all the things we’ve been discussing?” Nahass asked.

“There’s one area that could have a significant impact on the industry in a positive way: HM-265, which addresses hazardous materials regulations. Last year, PHMSA (Pipeline and Hazardous Materials Safety Administration) put forth a notice of proposed rulemaking (NPRM) that proposes revising the hazardous materials regulations. Union Tank Car, through the RSI (Railway Supply Institute), submitted input through the normal comment process as we usually do, and that will help shape the regulations, aiming overall to increase efficiency while maintaining safety standards that we have. With this evolving NPRM, there are a couple of areas related to deregulation of authority that RSI would like to see included in a final rule. One relates to quality assurance programs for tank car repair shops. The other has to do with tank car design approvals.”

“As for existing quality assurance programs, the AAR owns and enforces them. The proposal is that we allow tank car facilities to adopt any established quality assurance program and still be subject to audits against that program, giving them more flexibility. This would align the AAR with what is already in place at Transport Canada. As for tank car designs, currently they require approval by the AAR Tank Car Committee. On the table is making it acceptable to use ‘design-certified engineers’ instead of the existing AAR approval process. Both these changes, if implemented, would promote efficiency and innovation. The tank car supply industry is quite supportive. We view these changes to be in alignment with the objectives of the current Administration, and we hope that PHMSA continues to make HM-265 a priority and push it forward.”

TrinityRail photo

“The tank car fleet is young, so replacement will play less of a role in tank deliveries than regulatory and commodity growth drivers,” says TrinityRail Chief Commercial Officer Charley Moore. “Deliveries for HM-251 and HM-246 compliance are ongoing, and tank cars move key commodities integral for North American Energy Transition, like soybean oil, renewable diesel and acids. Regulatory requirements have been a big driver in new and existing tank car demand over the past several years. Shippers continue to make progress in complying with HM-251 and HM-246. In addition, qualification requirements for existing tank cars are a big driver of elevated maintenance events and costs for shippers and lessors. As well, we have seen strong interest for telemetry within the tank car fleet. Given the sensitive nature of some of the commodities moved in tank cars, increased visibility to location, temperature, etc., can give tank car shippers a competitive edge.”

The Greenbrier Companies photo

“We view the long-term tank car outlook as stable, led by replacements, with some modest growth at roughly 10,000 units annually for the next five years,” says The Greenbrier Companies, Inc. Vice President of Marketing and General Manager Tom Jackson. “One of the key areas driving this growth is renewable feedstock, particularly from seed oils such as soybeans. Our confidence in this outlook was further bolstered by the recent passage of the 45Z tax credit within the OBBBA on July 4. While we do not foresee major growth catalysts like those experienced during the Ethanol Boom or the Crude-by-Rail eras, this stability is beneficial from a builder’s planning perspective, as it allows us to avoid significant production ramp-ups and ramp-downs. 

“Additionally, we are expecting modest growth in the Pressure tank car segment. Of the 450,000 tank cars in service, General Purpose (GP) tanks make up 80% of the total, while Pressure tanks comprise the remaining 20%. Interestingly, we expect the Pressure segment to outpace the growth of GP tanks over the next five years. This anticipated growth is largely driven by the regulatory phase-out deadline of May 1, 2029, for other flammable liquids in Packing Groups II and III.” 

The post Stable Market—For Now appeared first on Railway Age.

The Pueblo Railway Museum is hosting a “Railfan Day” on August 9, which will feature short train rides, a photo freight, slide shows, and more. The event will run from 8 a.m. to 4 p.m. and cost $40 per person to attend. 

The Pueblo Railway Museum was established in the early 2000s by the Pueblo Railway Foundation and features a variety of equipment, including a Santa Fe 4-8-4, three operational GP9s, and a trio of unusual “Rocket Cars” from the 1960s. 

Festivities will begin at 8 a.m. on Saturday with a shop tour, followed by caboose rides at 9 a.m. At 11 a.m., a photo freight will run. In the afternoon, there will be additional tours and a slide show. For more information and to register, visit the museum’s website. —Railfan & Railroad Staff

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Minnesota’s Northstar commuter rail will come to an end in January, according to an update from MetroTransit. 

Earlier this year, the Minnesota Department of Transportation and the Metropolitan Council (the regional planning agency for the Twin Cities) started reevaluating the passenger service that connects the northern suburbs with downtown Minneapolis. Before the pandemic, about 2,000 to 3,000 people rode the trains daily, but according to MPR News, that number has fallen to just a few hundred. In 2023, the line earned about $323,589 in fares but had operating costs of roughly $11.6 million. 

Northstar was established in 2009 and operates on BNSF Railway trackage, which also manages it through its commuter rail division. (Besides Northstar, BNSF runs passenger trains for Metra in Illinois, Sounder in Washington, and Metrolink in California.) Originally, the line was supposed to connect the Twin Cities with St. Cloud, but an extension beyond Big Lake never happened. Some say that’s why the service has never prospered. Ridership on Northstar also trails behind commuter services of similar size.

With declining ridership and rising costs, MetroTransit plans to replace the commuter trains with buses that will mostly follow the same route as Northstar. According to a presentation this week, the last run will be on either Saturday, January 3, 2026, or Sunday, January 4, 2026, after the Minnesota Vikings’ last regular season game.

—Justin Franz 

The post Northstar Commuter Rail to End in January appeared first on Railfan & Railroad Magazine.