Prototype News

Railway Age’s 2026 Short Line and Regional of the Year program recognizes two Honorees and two Honorable Mentions for outstanding achievement—from growing through strategic investment, providing top-notch service, and positioning themselves as technology innovators to delivering value to the industry, partners, customers and the local communities they serve each day. These small-road standouts were selected from more than 20 finalists in the United States and Canada.

Union County Industrial Railroad, a North Shore Railroad Company affiliate, and Georgia Central Railway, a Genesee & Wyoming subsidiary, are our Short Line and Regional Railroads of the Year, respectively. Earning Honorable Mention are Sierra Northern Railway (Short Line) and R. J. Corman Railroad Company’s Nashville & Eastern Railroad (Regional).

Inside the March 2026 issue, you’ll also find these feature stories:

• Not Your ‘Run of the Mill’ Gondolas — Improved carbody materials and innovative designs are transforming these long-lived warhorses into state-of-the-art railcars.

• Building Successful Industrial Development Spaces — Norfolk Southern and Watco provide prime examples of how railroads can attract manufacturing plants to their systems and grow business.

• Intermodal Focus: South Carolina Ports Authority — Now the No. 8 U.S. port by volume and still looking to grow, South Carolina Ports Authority boasts the deepest harbor on the East Coast and “can handle any ship, any tide, any time.”

• Collision Avoidance, the AI Way — Creating safer rail operations through artificial intelligence applications.

• Wheel/Rail Vertical Impact Force Measurement Comparison — MxV Rail’s study covers three key techniques: high-accuracy instrumented wheelsets, a new bearing adapter that blends force measurement with acceleration compensation, and a high-accuracy in-track bi-circuit.

Plus, Railway Age Capitol Hill Contributing Editor Frank Wilner profiles Michelle A. Shultz, the Surface Transportation Board’s “preordained ‘Energizer Bunny’”; Financial Editor David Nahass in a column and companion podcast talks with Trinity Industries Inc. CFO Eric Marchetto about the “ocean of capital chasing trains”; and John Hankey, Contributing Editor and railroad historian and preservation project consultant, explains why the Bicentennial of American Railroading should serve as a kind of awakening, as there is much to be gained, he says, by nesting railroading’s 200 years deeply within America’s 250.

The post Railway Age March 2026 Digital Edition Spotlights Small-Road Standouts appeared first on Railway Age.

By bringing together ZEDAS (Germany), Railroad Software (USA), Raspberry Software (UK), and Automated Rail (USA), Waynova Group says the platform “delivers rail-focused software and hardware solutions to operators, infrastructure managers, and maintenance organizers.”

The Waynova Group rail platform spans:

• Asset management, maintenance planning and execution.
• Inspection and compliance documentation.
• Yard and rail transport management.
• Revenue protection and back-office services.
• Rail-specific hardware integration, including AEI and mobile field devices.

The unified structure, Waynova Group says, “strengthens product coordination and expertise across regions and products.” Existing customer relationships, contracts, and support teams remain unchanged. Waynova Group operates across North America and Europe, providing localized expertise with cross-regional collaboration and shared product direction.

“Strong rail software is built on deep process understanding. But real progress happens when depth meets scale, speed and specialization,” said Waynova Group CEO Jake Micsak. “By bringing our companies together, we create the foundation to evolve faster and support our customers even more effectively.”

The post Waynova Group Unveils Unified Technology Platform appeared first on Railway Age.

The plan (download below) “positions rail as a key driver of economic growth, freight mobility, passenger connectivity, and public safety,” according to NMDOT. “It advances strategic projects that will improve railroad crossing safety, reduce roadway congestion, enhance freight efficiency, and strengthen New Mexico’s competitiveness.”

“The 2026 State Rail Plan is a roadmap for strengthening New Mexico’s transportation future,” said NMDOT Executive Director of Modal Programs David Harris. “By aligning priority projects with federal funding opportunities, we are building a safer, more competitive rail network that supports communities and industry statewide.”

The plan, NMDOT says, prioritizes major grade separation and freight connectivity projects, including:

• Gallup – $44.89 million in Federal Railroad Administration (FRA) funding awarded for a railway-highway grade separation project. Construction start date pending.
• Texico – $73 million in FRA funding awarded for a grade separation project, anticipated to begin in 2030, in partnership with the Texas Department of Transportation.
• Santa Teresa – $37 million in FRA funding awarded for project design and construction. Design is now under way.
• Clovis – $1 million in FRA funding awarded for project design, now under way. Construction funding is not yet identified.
• Farmington Freight Rail Connection – Continued planning for a proposed new freight rail link connecting Farmington to the national rail network. Timeline to be determined.

Inclusion in the State Plan, NMDOT says, “ensures these projects remain eligible for future FRA and other federal funding opportunities.”

By aligning state priorities with federal investment criteria, the 2026 State Rail Plan “strengthens New Mexico’s ability to secure national funding and deliver long-term rail improvements that enhance safety, mobility, and economic opportunity statewide,” NMDOT noted.

The post NMDOT Finalizes 2026 State Rail Plan appeared first on Railway Age.

A cosmetic restoration of a Northern Pacific S-4 class 4-6-0 is underway in Missoula, Mont. Locomotive 1356 has been on display next to the former NP (now BNSF Railway) yard near downtown Missoula since the 1950s, and now a local group is spearheading an effort to freshen the locomotive up. 

Locomotive 1356 was one of 40 S-4 class 4-6-0s that the NP purchased in 1902 from Baldwin. The engine was assigned to the Rocky Mountain Division and worked everything from express passenger trains to log trains. The engine was also used to rescue people during the infamous Big Burn of 1910, a wildfire that tore through eastern Washington, northern Idaho and western Montana, scorching 4,700 square miles and killing at least 87 people. 

The locomotive was retired in June 1954, after working as a helper over Evaro Hill west of Missoula. The engine was later sent to Tacoma, Wash., where it was nearly scrapped before being selected to be put on display in Missoula. Local railroaders tasked with finding a locomotive for the city were quick to select 1356, and one of them, roundhouse forman Harry Larson, later recalled that the 4-6-0 was the “best doggone engine for her size that ever worked out of Missoula.”

Over the years, the engine had received some cosmetic work to maintain its appearance. But a few years ago, a local group called Friends of the 1356 was organized to help protect the engine for the future. Presently, the group is working towards rebuilding the locomotive’s cab and making repairs to the tender. Eventually, they would like to have an informational kiosk and allow visitors to look into the cab (the engine is presently gated off). For more information, visit missoula1356.org. 

Locomotive 1356 is not the only one of her class that is receiving attention this year. Last month, the Northern Pacific Railroad Museum in Toppenish, Wash., fired up sister locomotive 1364 for the first time in 73 years. 

—Justin Franz 

The post Cosmetic Restoration of NP 4-6-0 Underway in Montana appeared first on Railfan & Railroad Magazine.

Total U.S. rail traffic for the weeks ending Feb. 21, 2026, and Feb. 14, 2026, rose 10.7% and 6.2%, respectively.

U.S. Class I railroads moved 516,729 carloads and intermodal units for the week ending Feb. 28, 2026, AAR reported March 4. Total carloads came in at 238,131, up 6.9%, and intermodal volume was 278,598 containers and trailers, down 2.5% from the same week last year.

For the week ending Feb. 28, 2026, eight of the 10 carload commodity groups posted an increase compared with the same week in 2025. They included grain, up 4,210 carloads, to 25,210; coal, up 3,864 carloads, to 63,950; and chemicals, up 2,900 carloads, to 36,642. Commodity groups that posted declines were forest products, down 427 carloads, to 7,905; and miscellaneous carloads, down 302 carloads, to 8,599.

For the first eight weeks of 2026, U.S. railroads reported cumulative volume of 1,762,504 carloads, a 5.5% increase from the prior-year period; and 2,191,101 intermodal units, a 1.0% fall-off from last year. Total combined U.S. traffic for the first eight weeks of 2026 was 3,953,605 carloads and intermodal units, up 1.8% compared with last year.

North American rail volume for the week ending Feb. 28, 2026, on nine reporting U.S., Canadian, and Mexican railroads totaled 345,406 carloads, up 4.1% from the same week last year, and 366,411 intermodal units, down 0.1% from last year. Total combined weekly rail traffic in North America came in at 711,817 carloads and intermodal units, up 1.9%. North American rail volume for the first eight weeks of this year was 5,442,179 carloads and intermodal units, up 2.5% from 2025.

Canadian railroads reported 93,668 carloads for the week ending Feb. 28, 2026, rising 2.5%, and 74,256 intermodal units, climbing 11.3% compared with the same week last year. For the first eight weeks of 2026, they reported cumulative rail traffic volume of 1,274,116 carloads, containers, and trailers, up 2.5%.

Mexican railroads reported 13,607 carloads for the week ending Feb. 28, 2026, dropping 22.5% from the same point last year, and 13,557 intermodal units, dipping 4.5%. Their cumulative volume for the first eight weeks of this year came in at 214,458 carloads and intermodal containers and trailers, increasing 17.0% from the same point last year.

The post Rail Traffic Up for Third Consecutive Week appeared first on Railway Age.

STV on March 3 reported being selected by JAXPORT to provide engineering and design services for a project that will improve vessel-to-rail connectivity at Talleyrand Marine Terminal (TMT) and Dames Point Marine Terminal (DPMT) and support Florida’s increasing demand for aggregate imports.

According to the firm, it will lead engineering and design upgrades at TMT and DPMT, including environmental coordination, phased design documents, and support cost estimating and bidding. The aim of its work with JAXPORT, rail operators—such as CSX, Norfolk Southern, Florida East Coast Railway, and Watco’s Jacksonville Port Terminal Railroad—and other stakeholders is to “deliver an integrated rail network that supports long-term growth at the port,” STV noted.

“This project positions Jacksonville to move aggregate cargo faster and more efficiently as demand continues to rise,” STV Senior Vice President and Florida District Manager Keith Jackson said. ”Our team is designing rail infrastructure that directly improves how vessels, rail and terminals work together to keep the nation’s supply chain moving efficiently and effectively.”

STV has completed a variety of infrastructure projects across Florida, such as the SunRail Phase 2 Northern Expansion, Florida State Road A1A Improvements and Okeechobee Road/Miami Canal Bridge.

Separately, the firm recently expanded its footprint in Florida by opening two new offices in Jacksonville and Lake Mary; was selected to support Utah Transit Authority’s FrontRunner 2X Project; and appointed Jerry Jannetti as President of Transportation South.

A $22.5 million intermodal rail yard expansion project at the CSX-served Port of Wilmington is slated for completion by the end of June, WECT News 6 reported March 3.

Awarded an $18 million RAISE grant from the U.S. Department of Transportation, the North Carolina State Ports Authority broke ground on the project in fall 2024. It will add “four new working tracks with a combined length of 5,000 feet,” according to the media outlet.

“Once complete, phase one of the project will expand the Port of Wilmington’s intermodal rail throughput capacity to more than 150,000 TEUs annually, according to the authority,” WECT News 6 reported. “The port currently handles approximately 14,000 container movements by rail each year.”

“This added capacity is essential to support continued growth following three consecutive years of record intermodal rail volume,” a NC State Ports Authority spokesperson told the media outlet. “Our express intermodal rail products provide service to Charlotte, Rocky Mount, and Chicago.”

The post Intermodal Briefs: JAXPORT, Port Wilmington appeared first on Railway Age.

Stucki recently announced the launch of its newly redesigned website, which has been in development for more than a year and offers “a bold new look, improved navigation, and fast, easy access to information about Stucki’s products and services.”

“This is an exciting and important step for our company,” said Stucki CEO Ron Port. “Two years ago, we began to consolidate our subsidiary businesses under the Stucki name, and now our website represents that unified identity with a comprehensive visual presentation of our brands.”

The site features Stucki’s full portfolio of rail and infrastructure solutions for freight cars, locomotive parts and services, and maintenance of way. A range of technical resources is available, including product descriptions and literature, and information about industry certifications and approvals.

A new feature includes quote basket functionality, which enables visitors to request quotes on multiple items for “a faster, more efficient experience.”

Updated employment listings and an online newsroom round out the site’s main features.

“We designed the site with our customers in mind, making it easier to find the products and services they need and connect with our teams at every location,” said Port.

STV on March 3 announced the promotion of Aaron Jones, APR, to Vice President of Media on the communications team. He will oversee the media team, which includes earned, paid and social media, as well as video content production. As part of this new role, Jones will co-lead the communications team’s AI transformation to “strengthen STV’s brand and support its long-term growth.”

In three years at STV, Jones has “driven the strategies that have doubled STV’s social media audience, doubled its share-of-voice among competitors and generated nearly three billion earned media impressions,” the firm noted. He has also advanced major enterprise-wide initiatives, including launching STV’s rebrand, delivering its new award-winning website, bolstering STV’s executive communications strategy and supporting the development and dissemination of the firm’s new 3-year Strategic Plan.

“Aaron understands how modern communications teams can drive business outcomes. He brings a unique ability to combine creative storytelling with data-driven marketing strategy,” said Beth Miller, Head of Communications at STV. “Because of his leadership, curiosity and rigor, the stories about how STV makes communities better will continue to reach more clients, more community stakeholders and more talent as the company grows.”

Jones brings more than a decade of expertise in PR, digital marketing strategy and executive communications with experience across corporate, agency and nonprofit sectors. He holds a BA in Communications from the University of Technology, Sydney (UTS) and earned his Accreditation in Public Relations (APR) from the Universal Accreditation Board in the United States.

The post Supply Side: Stucki, STV appeared first on Railway Age.

A new independent economic study assessing the American Public Transportation Association’s (APTA) Surface Transportation Authorization Recommendations finds that “every $1 billion invested in public transportation generates $5 billion in long-term economic value and supports tens of thousands of jobs nationwide.” These findings, APTA says, “provide clear evidence that sustained Federal investment in public transit and passenger rail delivers significant returns for workers, communities, taxpayers, and the U.S. economy.”

On Feb. 19, 2026, the APTA Board of Directors approved the APTA Surface Transportation Authorization Recommendations (download below), “which urge Congress and the Administration to build upon current investment for public transit and passenger rail to drive job creation, innovation, and economic growth by providing $138 billion for public transit and $130 billion for passenger rail over the next five years.”

The report, Economic Impact of Public Transportation Investment (download below), finds that investment in public transportation “delivers strong taxpayer returns through job creation, increased tax revenue, improved access to jobs and healthcare, reduced congestion, and lower household transportation costs.” The report specifically finds that these critical public transportation investments will create an additional $140 billion in annual impacts on the American economy, APTA noted.

“Public transportation is one of the smartest investments we can make in America’s economic future,” said APTA President and CEO Paul P. Skoutelas. “A $1 billion investment doesn’t just move people. It moves our entire economy forward, creating tens of thousands of jobs and unlocking billions in economic opportunity.”

“Federal investment enables public transit agencies nationwide to address the more than $150 billion state-of-good-repair backlog, meet growing mobility demands in our communities, and drive innovation and new technologies to enhance safety and expand access to jobs, healthcare, and education,” according to APTA.

The Economic Impact of Public Transportation Investment finds that each $1 billion invested in public transit delivers:

• $5 billion of economic value (GDP) (5-to-1 economic return on investment) including $1.4 billion in direct spending from construction, and operations; and $3.6 billion in long-term benefits from improved mobility, reduced congestion, and expanded access to jobs and healthcare.

• 41,400 jobs created or sustained across construction, manufacturing, operations, and supplier industries.
• $3.1 billion in worker income supported.

• $251 million in Federal, State, and local tax revenue.

“These results are not accidental. They are the direct outcome of Federal leadership and investment,” Skoutelas said. “When the Federal Government invests in public transportation, communities see real improvements, such as expanded service, modern vehicles, good-paying jobs, and stronger local economies.”

Other APTA research finds that 77% of Federal public transit funds flow to the private sector, supporting American manufacturing and family-wage jobs. Today, APTA also released updated bus manufacturing and rail car manufacturing schematics illustrating how Federal public transit investment supports 3,000 suppliers in more than 1,700 communities in 50 states.

“Federal investment has delivered results, but the job is far from finished,” Skoutelas said. “A strong, long-term Federal commitment is essential to drive job creation, innovation, and economic growth across the nation.”

The APTA Surface Transportation Authorization Recommendations for the next surface transportation law are guided by three key initiatives:

• “Build upon current investment for public transit and passenger rail to drive job creation, innovation, and economic growth.
• “Accelerate project delivery by eliminating statutory and regulatory barriers to building infrastructure.
• “Strengthen collaborative, local decision-making.”

The post New Economic Study Assesses APTA’s Surface Transportation Authorization Recommendations appeared first on Railway Age.

The Federal Transit Administration (FTA) on March 3 reported that it will invest $100.3 million into public transit systems within the 11 cities hosting the 2026 FIFA World Cup to ensure they can meet increased demand.

The international men’s soccer tournament will take place from June 11 to July 19, 2026, and will be hosted by 16 cities in the United States (11), Mexico (three), and Canada (two).

According to the FTA, the 2026 FIFA World Cup funding is made possible through the passage of the Consolidated Appropriations Act, 2026, and will go to the following Urbanized Areas (UZA): Atlanta, Ga.; Boston, Mass.-N.H.; Dallas-Fort Worth-Arlington, Tex.; Houston, Tex.; Kansas City, Mo.-Kans.; Los Angeles-Long Beach-Anaheim, Calif.; Miami-Fort Lauderdale, Fla.; New York-Jersey City-Newark, N.Y.-N.J.; Philadelphia, Pa.-N.J.-Del.-Md.; San Francisco-Oakland, Calif.; and Seattle-Tacoma, Wash.

It said the funding will:

• “[S]upport planning, capital, and operating expenses supporting matches and other public events held in U.S. host cities.
• “[B]e apportioned by a formula accounting for stadium capacity and number of matches in each host city.
• “Allow for 100% Federal share for these funds.
• “Require transit agencies to obligate these funds within one fiscal year of the close of the 2026 FIFA World Cup.”

FTA has prepared a frequently asked questions fact sheet and a grant-making toolkit (download both below) to help transit agencies/other transit stakeholders and “support the effective use of these funds.” Also available are guidance videos for 2026 FIFA World Cup host cities.

FTA will also hold a 2026 World Cup Funding Webinar on March 11, 2026 at 2:00 p.m. ET.

“This funding is about more than moving fans—it’s about preparing our communities to host the largest sporting event in history and ensuring the world sees America at its best,” said Andrew Giuliani, Executive Director of the White House Task Force on the FIFA World Cup 2026. “These investments will help create lasting memories for visitors and residents alike, and reinforce our commitment to safety, hospitality, and operational excellence.”

Los Angeles-Long Beach-Anaheim UZA, which is hosting eight World Cup games at SoFi Stadium in Inglewood, is receiving $9,603,284. (Click here to see all apportionments.)

“LA Metro is grateful for the leadership of U.S. Senator Alex Padilla, U.S. Senator Adam Schiff, and the advocacy of our LA County Congressional Delegation in securing federal funds to provide transit services for the 2026 FIFA World Cup games set to be held in southern California,” said Stephanie Wiggins, CEO of LA Metro (Los Angeles County Metropolitan Transportation Authority), which offers rapid transit and light rail, bus, and micro transit services. “We are also deeply appreciative for the outstanding work of the Federal Transit Administration in allocating this funding so quickly. LA Metro will continue our positive work with our transit partners across southern California to make sure fans can use transit services whether they are going to the World Cup games at Los Angeles Stadium, or enjoying the fan zones that will be held across the county.”

With Los Angeles-area residents being joined by fans from around the world and with limited parking availability at the stadium, LA Metro and more than 10 regional transit partners, including Long Beach Transit, will provide direct service from key rail stations and locations throughout the region including:

• Crenshaw Station
• Downtown Long Beach
• El Camino College
• Harbor Gateway Transit Center
• Hawthorne/Lennox Station
• LA Union Station
• LAX/Metro Transit Center Station
• North Hollywood Station
• Pierce College

Additional locations will be announced in the coming months.

LA Metro said it will also be enhancing rail service on key routes during the World Cup, plus it has developed enhanced multilingual wayfinding and plans to deploy extra Ambassadors, volunteers and security.

The San Francisco-Oakland UZA, which is hosting six World Cup games at Levi’s Stadium in Santa Clara, is receiving $8,807,888.

“After successfully delivering record-breaking transit service to Levi’s Stadium for Super Bowl 60, [Santa Clara] VTA [Valley Transportation Authority] is grateful for Senator Padilla’s efforts to secure critical federal funding to enhance safety and security as we prepare to welcome the world for the FIFA World Cup 2026,” added Carolyn Gonot, General Manager and CEO of VTA, which provides light rail, bus, and paratransit services. “These investments will help ensure a seamless, secure, and successful experience for fans and our community alike.”

Boston will receive $8,671,598 to support the World Cup matches at Gillettte Stadium. The Massachusetts Bay Transportation Authority (MBTA) “has committed to moving roughly 20,000 passengers per match in and out of Foxboro Station, using up to 14 commuter rail trains per game—a major increase compared to past events,” according to a Boston 25 News report following a Feb. 25 Massachusetts DOT Board meeting.

“Transit officials said the agency typically runs one train for Patriots games and runs four trains for the Army–Navy game,” the media outlet reported.

“Going up to 14 is monumental if you think about it,” said Phil Eng, MassDOT interim Transportation Secretary and MBTA General Manager, according to Boston 25 News, which noted that “Eng said the expanded service is being designed not only for the World Cup, but also to create a blueprint for future large-scale events.”

Public transportation will be important, the media outlet noted, because parking will be significantly reduced “due to expanded security perimeters and the setup for vendors.”

Meanwhile, TransLink in Vancouver, British Columbia, Canada has unveiled its game plan for FIFA World Cup 2026 (click here for an interactive system map). “With temporary road closures, controlled areas, and traffic management measures near venues, transit will be the fastest and easiest way to reach BC Place Vancouver and the FIFA Fan Festival Vancouver,” the agency said. Vancouver is expected to see significant surges in travel demand over a four-week period, with match days bringing the highest volumes. To meet this demand, TransLink said it will deliver service increases across bus, SkyTrain, SeaBus, and the West Coast Express commuter rail, supported by more frontline staff to manage crowds, support safety, and keep people moving efficiently.

“This region knows what it takes to host the world, and our transit system has been part of that success every step of the way,” TransLink CEO Kevin Quinn said. “Vancouver is the only 2026 host city with this track record: a World Expo, the Olympic Games, the FIFA Women’s World Cup—and now the FIFA Men’s World Cup. TransLink will leverage that experience to scale up service and move large crowds safely and reliably. Our system was built for major events, and it’s ready for the world’s biggest.”

The post FTA: $100MM for 2026 FIFA World Cup Public Transit appeared first on Railway Age.

Calgary-based CPKC has become the first Class I railroad to unveil a specially painted unit in tribute to the 250th anniversary of the Declaration of Independence. 

KCS Tier 4 ET44AC 1776 was unveiled on March 2, after being constructed by Wabtec in Fort Worth, Tex. (while the engine is lettered for CPKC, it had KCS reporting marks under the cab window because “CPKC” is not an official reporting mark. Most of CPKC’s new Tier 4 units have arrived with CP reporting marks). CPKC officials said KCS 1776 would be the first of five units to celebrate the Semiquincentennial. 

“This locomotive, built and painted in Fort Worth, Texas, honors the remarkable and proud history of America as we prepare to mark the nation’s 250th anniversary,” said Keith Creel, CPKC President and Chief Executive Officer. “As a U.S. Army veteran, I am proud to join my 6,000 fellow railroaders living and working across America in celebrating the contributions of all Americans throughout our history. Together, we join the nation in looking forward with vision and hope to the accomplishments of generations yet to come.”

Union Pacific and Canadian National have either painted or announced plans to paint engines to celebrate the anniversary, but neither railroad has actually released one. Norfolk Southern and BNSF Railway have both been mum about their plans to paint special units. Numerous short lines and regionals have painted engines in advance of the anniversary.

—Justin Franz 

The post CPKC Becomes First Class I to Unveil 250th Unit appeared first on Railfan & Railroad Magazine.

On Monday, March 2, BART rolled out new fare gate tones that it says are “more pleasing and audible” over station background noise, making stations more welcoming and simpler to navigate, especially for blind and low-vision riders.

The new “chime” tones play when riders hold their fare media (Clipper card, contactless bank card, or mobile payments) on the reader for an additional second and are intended to inform blind and low-vision customers that the fare gate is open to pass through. An ascending chime plays on entering and a descending chime plays on exiting. The chime tone is also easier to distinguish from the beep sound the fare gates generate for errors, such as insufficient funds. This chime tone, BART says, does not play automatically every time someone taps their fare media as this would create “a cacophony in the station and make it difficult to know if a specific fare gate were open.”

BART’s old fare gates previously used beeps to indicate the fare gates were open because they were among the few sounds the dated technology could produce. BART’s new fare gates, which were installed at all stations in August 2025, can produce a wider range of tones.

Seizing this opportunity, BART staff developed the new chime tone and collected feedback from the BART Accessibility Task Force (BATF), BART Station Agents, and an online survey during a pilot period at three stations. 

Ryan Greene-Roesel, BART Director of Customer Access and Accessibility, is a musician and developed the distinctive chime chords on her piano. BART’s sound engineers then input the chords into a digital program that let the team generate various iterations before the final iteration was selected. 

“We hope customers and station staff enjoy the new tones as we continue to work hard to improve the BART experience for all of our riders,” Greene-Roesel said.

In related news, BART is inviting members of the blind or low-vision community to a sensory orientation event on March 25.

This free public event presents two unique opportunities to: 

• “Leisurely explore an out-of-service ten-car train. BART staff will demonstrate features such as Braille car identification numbers, inter-car barriers, and the location of train intercoms aboard the Fleet of the Future train.
• “Practice getting to safety in the event of an accidental fall onto the track with a set-up mimicking the crawl space under the platform next to the trackway.”

Another focus of the event will be navigating the vending machines, fare gates, and platforms with plenty of staff on hand to answer questions and provide information. BART has an online accessibility guide that provides additional information.

Some service providers, like Lighthouse for the Blind and Clipper, will table at the event to provide more information and resources. 

More information is available here.

Omaha Streetcar construction will close more downtown lanes this week as crews prepare for rail delivery, according to a KETV NewsWatch 7 report.

Beginning Monday, March 2, lane closures will start on Farnam between 10th and 13th Streets. 11th Street at Farnam will fully close, the City of Omaha says, for rail offloading and welding, according to the report.

“Completing this deep-utility work now is essential to maintaining the overall streetcar project schedule,” the City of Omaha said, acknowledging the challenges the closures cause.

Track construction in this area starts in April, according to the report.

A full timeline for streetcar construction is available here.

Further Reading:

• CAF Wins Omaha Streetcar Order
  

The MBTA recently debuted the third of its three heritage units —all F40s—that have been updated and repainted in legacy schemes.

The New York Central Railroad scheme is now in service, honoring the legacy railroads that shaped the MBTS’s current operations.

The New York Central Railroad unit joins the New Haven unit, which was debuted last month, and the Boston & Maine Railroad unit, which was introduced last September, representing the last of 37 MBTA locomotives that originally entered service between 1987 and 1991 and were recently overhauled and upgraded with remote monitoring and diagnostics, forward-facing and cab cameras, and modern brake and control systems, according to the agency.

The post Transit Briefs: BART, Omaha Streetcar, MBTA appeared first on Railway Age.

CPKC in February moved 2.232 million metric tons (MMT) of Canadian grain and grain products, beating its previous February tonnage record set in 2021, the railroad reported March 3. Last month’s 23,088 carloads also set a new February monthly record, surpassing the previous high also set in February 2021, it noted.

“This is the second straight monthly Canadian grain record and it continues a strong start to 2026 as our railroaders work safely and efficiently with our supply chain collaborators to move a record grain crop across Western Canada,” CPKC Vice President Sales and Marketing Bulk Elizabeth Hucker said. “Our investments in the grain supply chain, combined with our customers’ new and upgraded grain-handling capacity, are moving more Canadian grain for export to markets around the world.”

To begin 2026, CPKC set a new January monthly Canadian grain record moving 2.395 MMT; the previous record was set in January 2023. January 2026’s 24,688 carloads surpassed the previous high also set in January 2023.

Through the first 30 weeks of the 2025-26 crop year, CPKC reported transporting more than 17.1 MMT of Canadian grain and grain products. “These are the largest Canadian grain totals since the record-setting 2020-21 crop year,” the railroad noted. “In addition, February 2026 also set a February carload and monthly tonnage record for the most total grain moved in Canada and the United States on the CPKC network with 46,896 carloads and approximately 4.501 MMT transported last month, exceeding the prior monthly records from 2024.”

The volumes of Canadian grain and grain products moving on CPKC in multiple weeks exceeded the average supply chain capacity targets outlined in the railroad’s annual grain service plan (download below). “It is critical that all supply chain participants, including customer loading facilities and terminal operators loading grain into vessels at ports, operate at full capacity to sustain this strong momentum,” CPKC said.

Separately, CN recently reported that January 2026 was its “second-best” January on record for grain movement. It shipped more than 2.72 MMT of grain from Western Canada, down slightly from the 2.85 MMT “all-time record” set in January 2020. Despite extreme cold weather across its 20,000-mile rail network, CN said it “adjusted its operations to safely and efficiently move Canadian grain to market supporting farmers, along with supply chain and agriculture partners.” The railroad noted that it continues to execute its winter operations plan.

• CPKC: ‘Exceptional Execution in Challenging Market’
• CTA Releases Annual Maximum Grain Revenue Entitlements for CN, CPKC (part of Class I Briefs)
• CN, CPKC: Ready for 2025-26 Grain Service
• CTA Sets CN, CPKC 2025-2026 VRCPIs

“Our teams work tirelessly to ensure the highest levels of safety so that they and their teammates go home in the same condition as when they came to work,” BNSF wrote recently in the RailTalk section of its website. “This teamwork resulted in 2025 being BNSF’s best-ever in safety in the 177-year history of our railroad.”

BNSF’s injury frequency rate (IFR) in 2025 “was about a 16% improvement from 2024,” according to the railroad reported, which also saw a 13% decrease in rail equipment incidents, “surpassing our target for 2025.”

“These levels of safety success deserve recognition, which is why we have a Safety Bell Award program,” BNSF said. “The Safety Bells are brass bells preserved from steam locomotives of yesteryear that remain a symbol of our industry. They are awarded annually to operations teams with the best safety performance.”

In 2025, seven BNSF teams earned Safety Bells for “outstanding safety performance”:

• Best Transportation Team – Powder River Division, Denver
• Best Engineering Team – Powder River Division, Denver
• Best Mechanical teams – Northwest Division, Vancouver, Washington; California Division, Barstow; Topeka, Kans., Diesel Shop; Lincoln, Neb., Diesel Shop; Twin Cities Division, Minneapolis, Minn. (Northtown).

Additionally, BNSF’s Powder River Division took home the bell for Best Overall Safety, which the railroad said “considers the safety success of all three crafts (Transportation, Engineering and Mechanical) in each division.”

“I’m tremendously proud of these teams for their commitment to keeping each other safe day-in and day-out,” BNSF Vice President of Safety Chad Sundem said. “They are truly modeling the way in striving to achieve our vision of operating a railroad free of accidents and injuries.”

According to BNSF, the Safety Bell trophies are held for the year by the Safety Bell honorees in “Stanley Cup-style,” and each team is recognized with their own nameplate affixed on the trophy base. All members of the teams are honored with a commemorative Safety Bell challenge coin, it noted.

Eight BNSF teams earned Safety Bells in 2024.

NS Senior Product Owner Katelyn Brammer is a third‑generation railroader. Her maternal grandfather, Billy Coyne, worked in the traffic department at Norfolk & Western. “His experience in the Merchant Marines during World War II, where he helped move critical cargo in support of the war effort, shaped his appreciation for logistics and transportation and inspired him to pursue a career working in rail after returning home,” NS reported recently in the Story Yard section of its website.

Katelyn’s father is former NS Product Manager Ken Brammer.

After her family moved several times around the East Coast with her father’s career at NS, Katelyn and her family settled in Atlanta. “At a time when Katelyn was going through a career change and considering a new industry, she started thinking about joining the railroad herself and leaned heavily on her dad’s expertise,” according to the railroad.

“I talked to him a lot before I started,” Katelyn said. “I was nervous. I felt like I needed to really understand how the railroad works before I was ready to make that change.”

According to NS, those conversations helped as she stepped into her role at NS, first in HR scaling internal platforms and tools systems, then moving to support customers and their experience. “What she brought with her wasn’t just family history, but family habits,” NS said. “That mindset came from watching her dad navigate a career that involved constant movement, change, and flexibility.” Also key: hard work, staying organized, taking responsibility, and most of all, NS said, solving problems. “When something comes up in our family, we don’t just sit there,” Katelyn said. “We go into action. We figure it out.”

Katelyn carries that same approach into her work, according to NS. “Her role may look different from the ones her grandfather and father held, but the purpose feels familiar,” the railroad noted. “Show up. Support others. Keep things moving.”

• NS Extends Georgia Tech Partnership (part of Class I Briefs)
• NS Expands Thoroughbred Trading Post Mobile App (part of Class I Briefs)

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

Berkshire Hathaway-owned BNSF posted total revenue and volume that for 2025 were relatively unchanged from 2024 and that for fourth-quarter 2025 saw declines. In a letter to shareholders, Berkshire CEO Greg Abel, who succeeded Warren Buffett at the end of last year, noted “more progress is needed to translate operational improvements into stronger financial results”; he also addressed the potential Union Pacific-Norfolk Southern merger.

Total revenues for the fourth quarter decreased 3% and were relatively flat for full-year 2025 compared with the same periods in 2024, according to BNSF. The fourth quarter decrease, it said, “was primarily due to a 4% decline in unit volumes, partially offset by a 2% increase in average revenue per car/unit resulting from higher yield.” The railroad reported that revenues for the full year reflected a 1% decline in average revenue per car/unit “resulting from lower fuel surcharge and unfavorable business mix, partially offset by higher yield.”

BNSF said that revenue changes also resulted from the following:

• Consumer Products volumes fell 6% and rose 1%, respectively, for fourth-quarter and full-year 2025 vs. the same periods in 2024. The fourth-quarter volume decrease was “primarily due to lower intermodal shipments impacted by the global market environment and excess capacity in the trucking market,” according to the railroad. The full-year increase, it said, “was primarily due to higher intermodal shipments resulting from higher west coast imports and a new intermodal customer, and an increase in automotive volume from higher vehicle production.”

• Agricultural and Energy Products volumes were up 5% and 2%, respectively, for fourth-quarter and full-year 2025 compared with the same periods in 2024. The fourth-quarter volume increase was attributed primarily “to higher grain exports and domestic shipments and petroleum fuels, partially offset by lower volumes of soybean shipments.” The full-year increase, BNSF said, was “primarily due to higher grain exports and petroleum fuel shipments, partially offset by lower domestic grain and feed shipments.”

• Industrial Products volumes dipped 7% and 5%, respectively, for fourth-quarter and full-year 2025 vs. the same periods in 2024. BNSF said the volume decreases were “primarily due to lower demand for construction products and lower shipments in plastics and petroleum products.”

• Coal volumes fell 6% and rose 1%, respectively, for fourth-quarter and full-year 2025 vs. the same periods in 2024. The fourth-quarter volume decrease was “primarily due to plant retirements and mine production challenges,” and the full-year increase was “primarily due to the competitive effects of higher natural gas prices.”

BNSF reported that operating expenses fell 8% and 4%, respectively, for fourth-quarter and full-year 2025 vs. the year-earlier periods, predominantly due to the following factors:

• Compensation and benefits expense decreased 21% and 6% in fourth-quarter and full-year 2025, respectively, compared with the same periods in 2024, “due primarily to a one-time payment of approximately $290 million included in the agreement with the SMART-TD labor union in December 2024 that allowed BNSF the ability to redeploy brakepersons to conductors and engineers, as well as increased employee productivity, partially offset by wage inflation.”

• Fuel expense decreased 3% and 8% in fourth-quarter and full-year 2025, respectively, vs. the same periods in 2024. BNSF said the decrease during the fourth quarter was “primarily due to improved fuel efficiency, partially offset by higher average fuel prices.” The full-year decline, it noted, was “primarily due to lower average fuel prices and improved fuel efficiency.” Locomotive fuel price per gallon increased 5% and decreased 6% in fourth-quarter and full-year 2025, respectively, compared with the same periods in 2024.

• Depreciation and amortization expense increased 5% and 4% in fourth-quarter and full-year 2025, respectively, compared with the same periods in 2024. “The increase was primarily due to a larger asset base,” BNSF said.

• Materials and other expense decreased 2% and 13% in fourth-quarter and full-year 2025, respectively, compared with the same 2024 periods. The decrease was attributed primarily to “ongoing cost management efforts, as well as lower litigation accruals for the full year.”

• Income tax expense increased 32% and 5% in fourth-quarter and full-year 2025, respectively, compared with the year-ago periods. “The increases were primarily due to higher pre-tax income and an unfavorable state return to provision adjustment as a result of apportionment rates after return time, partially offset by the favorable law change in Kansas,” BNSF reported. The effective tax rate, it said, was 23.7% and 24.3% for the years ended Dec. 31, 2025, and 2024, respectively. “The effective tax rate decreased due to lower deferred state tax expense arising from changes in enacted rates during the second quarter of 2025,” the railroad noted.

• There were no significant changes in purchased services, equipment rents, interest expense or other (income) expense, net, according to BNSF.

BNSF’s 2025 capital program was $3.8 billion. The 2026 planned capital program, announced earlier this year, is $3.6 billion and “continues to demonstrate our dedication to handle the anticipated needs of our customers while operating a safe and reliable network,” the railroad reported. The largest component of the 2026 program, $2.83 billion, is devoted to maintenance. “Investing in BNSF’s existing infrastructure results in fewer unscheduled service outages that can slow down the rail network and reduce capacity,” the railroad noted. The maintenance projects will consist of 13,100 miles of track surfacing and/or undercutting work and the replacement of approximately 2.5 million rail ties and 409 miles of rail.

“Warren is obviously a very hard act to follow,” Greg Abel said in his first annual letter to shareholders (download below). “Stepping into any leadership role begins with understanding the organization—why it exists, how its culture shapes its people, and what values guide its decisions. While you will see similarities and differences between Warren, Charlie [Munger], and me, we share the view that Berkshire is shareholder-oriented to an unusual degree.”

Abel noted that during each shareholder meeting, for more than 25 years, the company has “played a clip from Warren’s 1991 Salomon Brothers Congressional testimony: ‘Lose money for the firm, and I will be understanding; lose a shred of reputation for the firm, and I will be ruthless.’” He noted that the company has a “steadfast and uncompromising” commitment to integrity. “We will encounter business successes and setbacks,” he wrote. “When we fail, we will say so. Doing the right thing also means rectifying our errors. A great example of both is BNSF’s resolution in 2025 of a longstanding dispute with the Swinomish Indian Tribal Community over crude oil shipments across Tribal lands. The BNSF decisions that sparked the dispute were made long ago, but the current BNSF leadership built a partnership rooted in communication, understanding, and respect. BNSF acknowledged its past mistakes and apologized, paving the way for mutually beneficial agreements that allow it to meet customer needs while operating safely on Tribal lands.”

Abel discussed Berkshire’s businesses, and for BNSF he addressed financials, as well as the potential Union Pacific-Norfolk Southern merger.

“As one of the six major freight railroads in North America, BNSF is a key part of the transportation backbone of the U.S. economy,” Abel wrote. “Berkshire acquired this iconic business in 2010 with an equity value of $34.5 billion. In 2025, BNSF produced $8.1 billion in net operating cash flows and returned $4.4 billion of that cash to Berkshire through dividends. For context, its average annual dividend over the past five years was $4.1 billion.

“Safe operations, reliable service, and a competitive cost structure ultimately determine a railroad’s success—and accordingly how we assess management’s performance. BNSF has focused on improving each of these. Safety remains the top priority, and BNSF has been the industry leader for the past decade. In 2025, shipments spent less time idling at terminals and moved through the network faster than in nearly any year in the company’s history.

“These gains matter, but they are not enough; more progress is needed to translate operational improvements into stronger financial results. We view operating margin (the inverse of the industry’s operating ratio) as the best measure of performance. In 2025, BNSF’s operating margin improved to 34.5% from 32.0% in 2024. It remained only modestly above its five-year average.

“The gap to the industry’s best remains too wide and closing it will require continued improvements in efficiency and service. Each one-percentage-point improvement in operating margin generates approximately $230 million of incremental operating cash flow for our owners. The team recognizes the significance of this opportunity, and we will be disappointed if we do not deliver a substantial improvement over the next few years.

“Alongside BNSF’s own improvements, there is also potential consolidation in the rail industry with the proposed Union Pacific–Norfolk Southern merger. Berkshire has been clear that it is not interested in acquiring one of the other Class I railroads, since the current economics would not work in our shareholders’ favor. BNSF’s focus on the proposed merger has been to ensure BNSF can continue to offer customers a compelling value proposition, including full and competitive access to Eastern rail markets.”

• One Merger at a Time, Please
• BNSF, CSX Teaming on Intermodal Services
• Report: Buffett Busts BNSF/Goldman Sachs Confab Rumors

The post For BNSF, 2025 Revenue, Volume Flat appeared first on Railway Age.

NCVA, a subsidiary of G&W, will serve a new $875 million specialty steel-manufacturing facility for USFR in Cofield, N.C., the short line railroad holding company recently announced.

Once operational, the plant, which is adjacent to a Nucor Steel plant that has been served by NCVA since 2000, will manufacture forged rings, tubular components and large-scale steel fabrications for construction, power generation, nuclear, offshore wind, oil and gas, defense and aerospace industries across the U.S. It is expected to bring more than 600 jobs to the area, according to G&W.

NCVA is providing track design consultations to USFR “to enable safe and efficient rail service at their facility and anticipates hauling inbound steel plate and slab, as well as outbound components, for the company.”

“NCVA welcomes the opportunity to support USFR and such a critical project that strengthens the U.S. industrial sector and expands the manufacturing backbone of eastern North Carolina,” says G&W CEO Michael Miller. “With new rail infrastructure and strong public-private partnerships, Hertford County is a prime location for manufacturing and is bolstered by dependable freight-rail service from NCVA, which has longstanding roots in the area economy and offers customers a connection to the broader North American freight-rail network via CSX.”

OmniTRAX announced March 3 that it has completed the comprehensive restoration of a rarely seen class PV-79-E business car.

Originally built in 1959, the transformed National Steel Car has been named Savannah Sunrise. Following a meticulous years-long restoration process to return the parlor car to Amtrack rail ready service, the Savannah Sunrise took its maiden voyage to Washington, D.C. for Railroad Day on the Hill. The rail industry’s largest annual engagement with members of Congress, Railroad Day attracts hundreds of rail operators, stakeholders, and partners “to collaborate on the legislation and public policy that shapes domestic rail investment, innovation, and safety.”

“America’s freight lines have powered our nation’s growth for decades,” said OmniTRAX CEO Colby Tanner “As we commemorate forty years of service to communities across the country, it’s fitting to celebrate this milestone in our nation’s capital at the annual event that has shaped decades of public policy for the rail industry.”

The fully restored car is Amtrak network compliant and can be positioned in markets throughout the OmniTRAX Rail Network. This unique piece of history, the privately held rail and infrastructure operator says, creates a mobile venue to host prospects, partners, and public officials. The OmniTRAX Rail Network is comprised of 32 rail operations serving industry leaders, industrial parks, and ports across the country. 

“The newly restored Savannah Sunrise is the flagship engagement car for OmniTRAX, designed to host company, customer, and industry events,” said OmniTRAX President and COO Sergio Sabatini.

The post Small-Road Briefs: G&W, OmniTRAX appeared first on Railway Age.

The era of the bi-level, long-distance passenger car is coming to a close. Or at least it will be within the next decade. That’s according to Amtrak, which announced on February 26 that it plans to switch to a universal single-level fleet, replacing the current mix of bi-level and single-level cars. Amtrak had previously indicated it wanted to keep using bi-level equipment, like the Superliners, as it currently does on some routes, especially in the west.

In a press release, Amtrak stated that standardizing everything to a single-level fleet would boost competition among manufacturers and speed up the replacement process. Amtrak has indicated it plans to replace the Superliners and other long-distance equipment in the early 2030s. Officials said they decided not to purchase the bi-levels after receiving feedback from various car makers.

“This new approach will deliver a more consistent and accessible customer experience across the Amtrak network while maintaining our commitment to introduce the first new long-distance cars in the early 2030s,” said Amtrak President Roger Harris. “Thanks to support from FRA Administrator David Fink and the entire Federal Railroad Administration team, Amtrak’s long-distance fleet replacement is moving forward more effectively and efficiently than originally planned.” 

Amtrak officials said they would soon issue a formal request for proposal for the new single-level cars. 

—Justin Franz 

The post Amtrak Scraps Plans for Long-Distance Bi-Levels appeared first on Railfan & Railroad Magazine.

Amtrak is now repairing the East River Tunnels between New York Penn Station and Queens, as we have been reporting. That project has brought service reductions, including on the Empire Service trains in New York State, some of which go as far as Montreal, Toronto, or Chicago. Most Empire Service trains originate or terminate at Rensselaer Station near Albany, and Amtrak has eliminated some of those runs to accommodate the tunnel project.

We recently reported that New York Gov. Kathy Hochul had planned to use Metro-North, a railroad owned by the State, to help fill the gap by running one daily round trip between Rensselaer and Manhattan’s Grand Central Terminal, the first scheduled trains to run between those endpoints since 1991. The northern terminus for Metro-North’s Hudson Line trains is Poughkeepsie, half-way between New York City and the Albany area. The proposed Metro-North trains would also stop at Rhinecliff and Hudson, similarly to the Amtrak trains, and they were slated to start running in March. More recently, as we also reported, Amtrak now plans to restore the previous and more-robust schedule and Hochul backed off from the Metro-North plan. Was it a coincidence that Amtrak suddenly planned to restore its previous schedule during that month? Was it also coincidental that Hochul backed off from the plan to add a Metro-North round trip from GCT instead?

Metro-North is a component of the Metropolitan Transportation Authority (MTA). On Feb. 2, MTA Chair and CEO Janno Lieber appeared on Capitol Pressroom, a current affairs program produced by WCNY, the NPR station in Syracuse. Regarding the proposed, but now shelved, plan for Metro-North to run Rensselaer (Albany) service, he said: “Even though Amtrak has now backed out of the agreement for MTA to run a train or two to Albany on a regular basis, we’re interested in continuing to explore that and, as the governor said, we got a lot of positive response from people because they’re interested in the idea of a train that suddenly doesn’t cost a hundred bucks, or even more, on a holiday or summer weekend. They’re interested in more-affordable options,” He described the exchange between Hochul and Amtrak, and said that Amtrak had agreed to Metro-North running some trains. Regarding Amtrak, he added: “Once they saw how enthusiastic people were about Metro-North, it seemed like they feared the competition and they backed away, and the governor got what she wanted, which is the restoration of full service, but she also heard clearly that people are interested in having us come north of Poughkeepsie, and we’re going to explore it.” Lieber also acknowledged that Metro-North would need the approval of Amtrak and CSX, which owns the line, to operate the service.  

Lieber raised the issues of capacity and fares. Regarding the former, he said that a Metro-North train could hold two or three times as many passengers as an Amtrak train. Today, most trains on the Empire route, including the Toronto and Montreal trains, run with five cars, which limits capacity. The New York section of the Lake Shore Limited to and from Chicago is slightly longer. Still, reducing daily frequencies results not only in less convenience for riders, but also in less overall capacity.

According the Law of Supply and Demand, reducing capacity results in higher fares. Amtrak fares vary according to airline-style “fare bucket” calculations, which raise fares as riders reserve seats and trains fill up. At this writing, fares between those stations on Monday, February 9 range from $44 to $79, while fares for Sunday, March 8 range from $38 (the lowest fare) to $68. In a strange anomaly, the Rensselaer fare on the Toronto-bound Maple Leaf (Train 63) is $38, while the fare on the Montral-bound Adirondack is $59, even though the trains now run combined as far as there. The same evening, southbound passengers on Train 64 from Toronto are charged $51, while riders on the Montreal section of the combined train (Train 68) are charged $68, the only train charging such a high fare that day.

Seniors and persons with disabilities receive a discount on Amtrak, but only 10% (it used to be 15%).

In contrast, Metro-North had planned to charge a flat fare of $40 between Grand Central Terminal (on Manhattan’s East Side, where other Metro-North trains originate or terminate) and Rensselaer. That is only $2.00 more than Amtrak’s lowest fare, and Amtrak fares during busy times have run as high as $108 (which this writer saw, but they could have been higher). Amtrak agreed to cap its fare at $99, but few fares exceeded that amount, so Amtrak did not lose much by offering that apparent concession.

One benefit that some riders going south or west of the Capital District will get when the previous schedule returns is a shorter wait at Rensselaer, but still a relatively long one while the two sections are split or joined. Passengers going toward Toronto have a standing time of only 20 minutes (reasonable for the station work), but those going toward Montreal must wait for one hour and 55 minutes, only five minutes short of two full hours! From Toronto, the scheduled standing time is one hour and 35 minutes, while it’s 40 minutes for riders coming from Montreal, as of now. There isn’t much to do near the Rensselaer station, although there is food available (at Jean’s restaurant in a former firehouse when it’s open, or two long blocks away at Stewart’s Shops, a convenience store with locations in Upstate New York and Vermont that sells good hot dogs, chili, and ice cream). There is not much else nearby. We don’t know why Amtrak did not make a deal with the host railroads to reschedule Trains 64 and 69 to reduce the standing time, an undesirable feature of the trip that probably discourages potential riders.

We can conjecture all we want as we ponder recent events surrounding the Hudson River portion of the Empire route, but there is another question to consider: In backing away from the Metro-North run, did the governor take the easy way out at the expense of the riders? Going beyond New York State, did she miss an opportunity to establish a precedent that would have raised a policy issue that could become more important as the next several years (and maybe more) go by? While the Northeast Corridor (NEC) is unique on the American rail scene, there are other corridors scattered throughout the country. Many of them are run by Amtrak, but some could be operated by regional “transit railroads” affiliated with local transit providers. Some of these railroads are already running corridor-length lines, as well.

When Amtrak eliminated the northern portion of the Silver Star Florida train along the NEC and combined it with the Capitol Limited in November 2024, one of its rationales was that increased crowding in New York City that necessitated cutting the number of moves between Sunnyside Yard and Penn Station also required truncating the Star. With the return to the former schedule for the Empire trains later this month, that should count as an acknowledgment by Amtrak that there will be enough capacity to run the schedule that ran through Nov. 9, 2024. In that event, Amtrak will be able to run some through coaches and sleeping cars between New York and Florida with switching at Washington D.C., even if the through-running section between Chicago and Miami though Pittsburgh keeps. Running that way. In essence, if Amtrak refuses to restore the convenience the riders north of the nation’s capital enjoyed on the old Silver Star, it would constitute an admission by Amtrak that making more Superliner cars available by eliminating the Capitol Limited was the sole relevant reason for the change, and that both trains can be operated with Amfleet II equipment.

Corridor-length routes are the mainstays of rail travel in many places, and they account for most of the trains that Amtrak runs outside the NEC today. There are only 13 long-distance routes that are open to non-motorists and motorists alike (the Auto Train does not welcome “foot passengers”), so most of Amtrak’s non-NEC trains run on corridor-length routes, that offer several daily frequencies. Some of them take more than three hours end to end, like the Cascades service in the northwest and the corridors in Illinois, while others take less time. The shortest is the Hiawatha route between Chicago and Milwaukee, with a 90-minute running time. Others take three hours or less and operate where there is a regional “transit railroad” in the area that could run the trains as an alternative to Amtrak. There is some competition between Amtrak and the transit railroads along the NEC. For example, between New York and Philadelphia, riders have the choice between a faster ride at a higher fare on Amtrak or a longer ride and a lower fare using NJ Transit and SEPTA, with a change of trains and a wait at Trenton.

For this article, i’ll focus on corridors in other places. There are several Amtrak-run corridors that could be operated by transit railroads instead. Metro-North could run between New York and Rensselaer, as discussed previously. The running time on the Keystone Corridor between Philadelphia and Harrisburg is about 1:45. Instead of Amtrak, SEPTA could run it, and such an operation was proposed in the past. Metra, Chicagoland’s regional railroad, is talking about running a corridor-type operation to Rockford and could also run the Milwaukee service under an agreement with Wisconsin. It could also extend its trains that go as far as Kenosha to Racine and Milwaukee, another long-standing proposal that has gotten nowhere so far, but remains feasible. The Downeaster trains between Boston and Brunswick, through Portland, are operated by Amtrak under contract with the Northern New England Passenger Rail Authority (NNEPRA). As an alternative, NNEPRA could choose the MBTA (the “T”) in Boston to run the service, as long as the T can add a food service car to the consist. Since the agency does that for the Cape Flyer, which runs between Boston and Hyannis on summer weekends, the Downeaster service could change into a larger scale, but similar, operation on the T.

A model of that sort could work elsewhere, too. Amtrak’s Pacific Surfliner corridor runs for about three hours south of Los Angeles on the historic Sante Fe Surf Line (now BNSF) to San Diego and about three hours north of the city on the historic Southern Pacific line (now UP) to Santa Barbara. Regional railroad Metrolink could run the Santa Barbara service, while Metrolink and the North County Transit District, which operates Coaster trains between Oceanside and San Diego, could run that route jointly. The Capitol Corridor runs between San Jose and Sacramento, with a few trains continuing east of the capital city. The segment of the line running south of the Bay Area runs parallel to the Caltrain line. The segment between Emeryville and Sacramento takes slightly less than two hours’ running time. Since the California Department of Transportation (Caltrans) and the Bay Area Rapid Transit District (BART) participate in running that line, it should be feasible to create a non-Amtrak operation on that part of the corridor, possibly by negotiating directly with UP. The line could possibly go to the current Caltrain station in San Francisco, which would eliminate the need for a shuttle bus to take passengers across the Bay. There is one other corridor with a similar running time: the Piedmont trains between Charlotte and Raleigh, supported by the North Carolina Department of Transportation (NCDOT). There is currently no regional transit operator in the area, but the Charlotte Area Transit System (CATS) is planning to run trains north of its home city to Mooresville (the proposed Red Line), so that situation could change.

The idea of transit railroads running corridor operations is not far-fetched. Several of these railroads have lines that take more than two hours end-to-end, and some of them have three-hour running times. NJ Transit runs trains between Hoboken, NJ and Port Jervis, NY by agreement with Metro-North, with running times up to 2½ hours, or more. The Long Island Rail Road’s trains to Greenport (on the North Fork of the island) take three hours, and the ones to Montauk (on the South Fork) take up to 3½ hours. Trains on five lines on Metrolink in the Los Angeles area take two hours of longer to go end to end, and a few trains on the Inland Empire – Orange County Line, which bypasses the city, take up to 2:40. So some transit railroads operate trips comparable to corridor runs on Amtrak, which means there is no operational reason why Amtrak should always be the only potential operator for any specific corridor.

During his interview on WCNY, Lieber addressed that issue, asI quoted above. Competition might be the central issue, not only north of Metro-North’s Hudson Line that goes halfway to Albany, but also potentially in other places where a transit railroad could run trains whose outer endpoints are further from the city of origin than commuters would want to travel on a frequent basis. If a transit railroad runs express trains on long lines of that sort, the running time would be about the same as for an Amtrak train, or only slightly longer. In that event, Amtrak would not be able to offer a time advantage.

Amtrak used to offer an advantage in terms of comfort, but that is disappearing quickly. Cars on transit railroads have seats that are functional, but not particularly comfortable. They do not recline, there are no footrests, and half of the seats face backwards, except on older cars that still have walkover seats (until that equipment is taken out of service, anyway). New Amtrak equipment has seats that are not cushioned, do not actually recline (the bottom of the seat moves forward an inch or two, but that does not offer a significant change in the angle of the back of the seat), there are no footrests, and half of the seats face backwards, as on the transit railroads. So, the new Amtrak equipment does not present a material comfort advantage over the cars running on the transit railroads. The Bombardier multilevel cars that run everywhere except along the NEC and in Chicagoland offer cushioned seats and some seating with tables, so they might be more comfortable than the new cars running on Amtrak.

Not counting frequency of service, which either Amtrak or a transit railroad could offer equally unless Amtrak prohibits such equality, the other major issue is fares. As Lieber pointed out, Amtrak charges more than Metro-North proposed charging for a trip between Grand Central and Rensselaer, except for the lowest Amtrak fare, which would have been $2.00 less. It costs more than that to ride most Amtrak trains between Penn Station and Rensselaer, and the one-way Amtrak fare can still be as high as $99.

That appears to be where the real difference lies. Amtrak’s capacity is limited, which means that fares are higher than on Metro-North, which can offer more seats per train, as Lieber mentioned. That would be the case with any transit railroad, which almost always charges less than Amtrak for the same O/D pair. The most direct comparison would be the fares between New York and Philadelphia. There are three ways of traveling between those two cities by rail, and two of them use the identical route: the NEC between New York Penn Station and 30th Street Station. The base fare on NJ Transit between New York and Trenton is $19.80 and on SEPTA between Trenton and Philadelphia is $10.00, for a total of $29.80. At this writing fares the next day in coach (not Acela or business class) mostly range from $48 to $95, although some trains have a $34 fare, and it’s possible to ride on a few trains that run during evening or overnight hours for $25 or less, and as little as $10. Fares for Sunday, March 8 were generally a bit lower, with more trains in the low-fare buckets, but mostly posted fares that ranged between $48 and $95. Four trains posted fares higher than $100, with two requiring fares of $179.

For seniors and persons with disabilities, the fare difference is even more stark. Amtrak offers only a 10% discount for those classes of riders, while NJ Transit and SEPTA allow them to ride for half-fare. There is another way to get from Trenton to Philadelphia on NJ transit: using the River Line, a diesel light rail line between Trenton and Camden and then taking a bus to Center City (most of them turn near City Hall and do not go to 30th Street Station, which has only limited service). The fare for that trip is $4.10, for a base fare from New York of $23.90, but the trip takes longer. So it would cost less if the local railroads ran the corridor trains, which could explain why Amtrak would oppose such a service.

There is one place where Amtrak and the local transit agency cooperate on providing enhanced and relatively frequent service along a route that did not have it until comparatively recently. It runs between New Haven and Springfield, Massachusetts, through Hartford. Historically that line ran on the New Haven Railroad, which later became part of Penn Central, Conrail, and shared between the Connecticut Department of Transportation and Amtrak for passengers. Historically, there were trains running from Grand Central Terminal, through New Haven and Hartford, to Springfield, and sometimes to Vermont or Montreal. Today Amtrak runs the Vermonter between Washington, DC and St. Albans, Vermont, as well as two other trains that run between Springfield and Washington, DC. The other trains are shuttles.

Until the Connecticut Department of Transportation (CTDOT) opened its Hartford Line, Amtrak offered corridor-level service, about five to seven daily trains, most of them operating as shuttles between New Haven and Springfield. Now the Hartford Line trains supplement the Amtrak service, so there are about twice as many frequencies as Amtrak alone offered and continues to offer, along with some Hartford turns. According to the Hartford Line website, the line does not follow Amtrak’s variable-fare policy. The base fare between New Haven and Springfield is $14.00 and between New Haven and Hartford it’s $8.75 on every train, whether the State agency or Amtrak operates it, with the except for Amtrak’s Vermonter. There is also a $3.00 surcharge for on-board purchases. Fares for seniors and persons with disabilities are $7.00 and $4.25 respectively, following the transit practice of half-fare for those classes of riders, rather than Amtrak’s less-generous 10% off.

While there is no other place in the country that demonstrates this level of cooperation between Amtrak and a local railroad operation, the Hartford Line still serves as proof of concept that such cooperation is possible, so it could serve as a “best practice” that other transit railroads and Amtrak could adopt.

This level of cooperation is vastly different from the situation between Amtrak and some transit railroads elsewhere, although the relationship between the two seems more strained in and around New York City than other places, with the current political and legal fight over funding for the Gateway Program, the transfer of future Penn Station development away from the MTA and toward Amtrak (although Andy Byford remains a popular figure in the region and on the rail scene generally), and the recent friction between Amtrak and Metro-North that provided the inspiration for this article.

It seems supremely ironic that, if Amtrak were to disappear, it will be the regional railroads (usually under state auspices) that could continue to operate every corridor mentioned here, at least as long as there is such a regional operation or if local transportation officials can establish one. That happened at the beginning of 1983 when Conrail stopped operating local passenger trains in the Northeast because Congress required that action. Three new passenger railroads were formed at that time: Metro-North, NJ Transit Rail, and SEPTA Regional Rail. They picked up where Conrail left off and are still running.

In the previous two commentaries on the Passenger Rail Outlook here in Railway Age, I predicted a grim future for much, if not all, of Amtrak, although such a scenario would be disastrous for many folks, especially the riders. Without Amtrak, or a totally different scenario for running long-distance trains and longer-distance corridors, it appears that the existing corridors will become a set of isolated lines, with no long-distance routes to hold them together. In the meantime, then, it appears to benefit Amtrak to work amicably with the transit railroads, and perhaps even turn more corridors over to them. At this writing, Amtrak has its hands full on many fronts. Operating relatively short corridors when local transit railroads can do it just as well or better, is a headache that is probably not worth the hassle.

David Peter Alan has been reporting on passenger trains and rail transit in the United States and Canada since 2004. A long-time passenger rail advocate, he came to reporting after gaining two decades of advocacy experience. He is a member and has previously served as Chair of the Senior Citizens and Disabled Residents Transportation Advisory Committee (SCDRTAC) at New Jersey Transit, the Lackawanna Coalition (which concentrates on New Jersey), and the Essex County (New Jersey) Transportation Advisory Board. Nationally, he belongs to the Rail Users’ Network (RUN) and has been a member of its Board of Directors since 2005. Admitted to the New Jersey and New York Bars in 1981, he is a member of the U.S. Supreme Court Bar and a Registered Patent Attorney specializing in intellectual property and business law. Alan holds a B.S. in Biology from Massachusetts Institute of Technology (1970); M.S. in Management Science (M.B.A.) from M.I.T. Sloan School of Management (1971); M.Phil. from Columbia University (1976); and a J.D. from Rutgers Law School (1981). He has ridden the entire Amtrak and VIA Rail networks and nearly all rail transit in the United States and Canada.

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The BART Board on Feb. 26 adopted an alternative service plan outlining specific budget balancing details to solve a $376 million deficit for the next fiscal year if no new funds become available, according to the transit agency (see documents above and presentation below). BART said it is facing a structural deficit of $350 million to $400 million because ridership is still down 50% compared to pre-pandemic levels and BART’s current funding model relies heavily on passenger fares. 

The plan includes specific cuts and financial strategies needed to balance both the FY27 (July 1, 2026-June 30, 2027) and FY28 (July 1, 2027-June 30, 2028) budgets. It includes service cuts, station closures, fare increases, a 40% reduction in system support services, laying off 1,200 employees, and a series of deferrals and one-time resources, according to BART. The agency said the plan does not name specific stations to be closed and makes clear the BART Board will be responsible for all decisions on station closures.

“BART has already made budget cuts across all departments and instituted a series of cost controls, including rightsizing service, labor savings, operational efficiencies, and reducing BART’s office space footprint,” the transit agency noted. “At the same time, BART has also worked to increase revenue by installing new fare gates, leasing out BART parking lots, and offering new fare products such as Clipper BayPass.”

To take place in January 2027: 

• “Three-line service (Yellow, Blue, and Orange line service only, with limited peak service in only the peak commute direction on the Red and Green lines). 
• “30-minute frequencies on every line.
• “Closing at 9 p.m. seven days per week.
• “This service plan represents a 63% reduction in train hours.
• “30% fare and parking fee increases (the estimated average fare would increase from $4.98 to $6.38).
• “Target approximately $30 million in savings over six months from non-service budget reductions to fleet and non-fleet maintenance, police, cleaning, and administrative support functions.
• “Continue deferrals of priority capital allocations and retiree medical contributions.
• “Balance remainder of FY27 with one-time resources and financial deferrals.”

“Following the January 2027 cuts, staff will continuously assess ridership and revenue impacts and the performance of all District functions to determine if further reductions can be safely and legally implemented,” BART reported.

To take place in July 2027 “if feasibly safe”:

• “Target more than $175 million in annual cost reductions through a cumulative 70% reduction in service hours.
• “Maintain three-line service, 30-minute frequencies on each line, closing at 9 p.m.
• “Close up to 15 stations and/or up to 25% of system track miles.
• “The BART Board will be responsible for all decisions on station or line segment closures.
• “Increase fares and parking fees up to a cumulative 50%. The estimated average fare would increase to $7.26.
• “Target annual operating expense savings of more than a cumulative $130 million from non-service budget reductions to fleet and non-fleet maintenance, police, cleaning, and administrative support functions.
• “Continue to defer retiree health contributions; defer most remaining capital allocations.”

Contingency:

• “If at any point it is determined BART can’t safely or legally operate with available resources, stop passenger service.
• “Use existing District tax revenues to secure system assets.
• “Work to determine system’s future.”

“BART can’t use state loan money to avoid station closures and service cuts if no new revenue becomes available because without new revenue, there is no way to pay the loan back,” the transit agency reported. “The [recently reported] state loan primarily helps with cash flow if a November 2026 transit funding measure is successful. It is a bridge loan that gives BART reassurances money will be available to continue to deliver the best service possible until the sales tax dollars from the successful ballot measure become available for BART’s use. This is projected to happen in July 2027 but could take longer. If a funding measure succeeds, BART will use $97M in loan funds to help balance the FY27 budget.”

Separately, California’s Metropolitan Transportation Commission and partner San Francisco Bay Area transit agencies, including BART, have approved standardized sign designs.

MBTA on Feb. 26 reported developing an updated regional rail strategy. The Rail Modernization Plan will identify near-term investments and long-term needs, and consider how the transit authority can “enhance frequency, reliability, and accessibility across the communities served by rail while advancing decarbonization strategies,” according to the transit authority.

“Almost three quarters of Massachusetts residents live within the MBTA service area, and more frequent and reliable Regional Rail service will have major benefits for the residents and businesses of Massachusetts, as well as those of surrounding states,” the transit authority reported. “In fact, 64% of Commonwealth residents and 39% of Rhode Island residents live with three miles of an MBTA station. Not only can reliable train service address travel time challenges today, a more robust network enhances the Commonwealth’s goals for commercially viable developments near transit stations spurring future housing production.”

MBTA said it will need to make investments in the coming years to:

• “Improve Frequency, such as through the elimination of legacy bottlenecks in our single-track, at-grade system.
• “Increase Reliability, by investing in new locomotives for our riders while also modernizing our layover and maintenance facilities for current and future fleets.
• “Enhance Accessibility, by introducing level-boarding at inaccessible stations throughout the system.
• “Pursue Decarbonization, by developing an electrification plan and through the strategic installation of discontinuous overhead catenary wire, charging, and transmission infrastructure.” 

“Transportation has no boundaries, and as MassDOT Secretary and MBTA General Manager, I know how important it is that we create a robust and complete transportation network across the Commonwealth that facilitates access to jobs, homes, economic opportunities, and more,” said Interim MassDOT Secretary and MBTA General Manager Phillip Eng. “Working with the highway system, municipal roadways, and regional transit authorities, rail modernization—bidirectional travel, shorter trips, and tackling congestion through mode shift—is a key piece in making all movement both viable and appealing. None of this would be possible without the leadership of the Healey-Driscoll Administration and support of the Legislature, and I thank the entire MBTA team for their dedicated work in continuing to move this forward and make the Rail Modernization Plan a reality.”

MBTA will launch a series of public meetings, tabling events, targeted conversations with stakeholders, and virtual engagement strategies. More information can be found at MBTA.com/RailModernization. 

Separately, MBTA, in coordination with the Maryland Transit Administration under a consortium framework, on Feb. 25 issued a Request for Proposals for new battery electric and low-emissions locomotives. The transit authority is also advancing a major signal modernization on the Red Line at Columbia Junction near JFK/UMass station while crews complete testing and cutover to the new, digital signaling system in this area.

BLET members on Feb. 26 voted unanimously to ratify a new four-year contract with Alstom, the union reported in the latest edition of its weekly newsletter. Ballots were due Feb. 20. The contract covers locomotive engineers who operate MARC (Maryland Area Rail Commuter) trains in the Washington-Baltimore area.

“The agreement covers the period from Jan. 1, 2024, through Dec. 31, 2027, and addresses work rule improvements along with health and welfare benefits,” BLET reported. The contract also provides general wage increases of 3.25% in 2024, 3.0% in 2025, 4.0% in 2026, and 3.0% in 2027, the union noted.

Members governed by this agreement belong to BLET Division 97 in Baltimore and the CSXT-Northern Lines General Committee of Adjustment. The negotiating team consisted of CSXT-NL General Chairman Brian Farkas and National Vice Presidents Randy Fannon and Jeff Thurman.

MARC is administered by the Maryland Transit Administration and operated under contract by Alstom and Amtrak. The tracks are owned by CSX and Amtrak. MARC reports about 19,300 passenger boardings per weekday.

Metra will conduct Operation Lifesaver Safety Blitzes at 41 train stations across the six-county region in 2026, it reported Feb. 26. (See list above.)

During a safety blitz, Metra employees will visit one of the railroad’s 243 stations during the morning rush hour, distributing educational materials about train and grade crossing safety, answering questions, and listening to riders’ safety concerns, according to the commuter railroad. A short video about grade crossing safety will also be available for riders to view while they wait for their trains. Local police, fire and other public officials are invited to participate.

“Illinois has the nation’s second-largest rail system with more than 7,300 miles of railroad track and 10,264 public rail crossings,” Metra reported. “In 2025, Illinois ranked fifth in the nation in train vs. vehicle collisions at highway rail crossings and third in the nation in trespassing fatalities. Preliminary statistics compiled by the Federal Railroad Administration show that in 2025, 25 people died and 43 people were injured in grade crossing incidents in Illinois and another 44 people were killed and 24 people were injured trespassing along railroad right-of-way.”

The safety blitz program’s primary purpose is educational, and while station blitzes primarily target commuters, Metra said it is also planning this year to implement a new safety blitz program targeting schools located near Metra tracks. These events will feature tables set up outside of schools staffed by volunteers distributing safety materials and directly interacting with students. Metra Police will also conduct additional enforcement blitzes at locations throughout the region, where citations and warnings will be issued to pedestrians and drivers who ignore gates and warning devices.

Metra also promotes safety through its annual Safety Competition for the region’s students and conducts hundreds of free Operation Lifesaver presentations annually to schools, community groups, school bus drivers, professional truck drivers, emergency responders, and other organizations throughout the region, according to the railroad.

“Safety is always Metra’s highest priority,” Metra CEO/Executive Director Jim Derwinski said. “Safety blitzes allow us to reach our customers directly to ensure that they understand the need to stay vigilant about safety anytime they’re around the railroad. This year we’re focusing on stations that we’ve deemed ‘high risk’ due to the number of reports of near misses and incidents at these locations.”

The safety blitz schedule subject to change. For more information, please visit the safety page of the Metra website.

• RTA Board Approves 2026 Regional Operating Budget and Capital Program
• Gov. Pritzker Signs NITA Act Into Law
• Chicagoland Transit Gets Reprieve

The post Transit Briefs: BART, MBTA, MARC, Metra appeared first on Railway Age.

“Easing inflation, early-year warehouse tightening, a resilient supply chain job market, and shifting import behavior as frontloading fades” are among the highlights of ITS Logistics’ February 2026 Supply Chain Report. The strike down of POTUS 47 tariffs by the U.S. Supreme Court, it noted, has “significant implications for the global market.”

“January import volumes signaled a potential return to normalized behavior—only to be disrupted by the latest rulings on global tariffs,” ITS Logistics, a Nevada-based third-party logistics (3PL) firm, reported Feb. 26. “Trucking capacity remains unseasonably tight, and warehousing has shifted rapidly from post-holiday softness to early-cycle tightening. Despite downward revisions to 2025 job numbers, January’s labor market was unexpectedly strong, though consumer sentiment in the overall economy continues to decline.”

The U.S. Supreme Court on Feb. 20 struck down POTUS 47’s IEEPA tariffs, resulting in the U.S. Customs and Border Protection agency halting duty collections and deactivating all tariff codes as of Feb. 24, according to ITS Logistics. “Immediately following the ruling, [POTUS 47] announced he would be implementing a blanket 10% tariff under Section 122 of the 1974 Trade Act, which allows the President to enact ‘temporary import surcharges’ without Congressional approval for up to 150 days,” the 3PL firm said. “The new so-called global tariffs went into effect on Feb. 24, and the White House stated it is working on a formal order to increase the rate to 15%. The fresh wave of geopolitical uncertainty forces shippers to reevaluate their sourcing strategies following months of large-scale shifts in global supply chain trends.”

“Similar to mid-year 2025, we will likely see a split in behavior between shippers who repeat frontloading activity to seize potential cost-saving opportunities and those who pause and wait for clarity in the coming months,” ITS Logistics Chief Commercial Officer Josh Allen said. “This stop-and-go supply chain traffic will contribute to ongoing volatility. As it relates to warehousing, this month’s report shows conditions shifted quickly from post-holiday softness to early tightening in January, as inventory drawdowns reversed and utilization rebounded into expansion territory. While excess capacity was briefly absorbed faster than typical seasonal patterns, warehousing prices and inventory carrying costs remained firmly expansionary, highlighting persistent structural cost pressure across the sector.”

As the industry looks ahead, ITS Logistics reported, expectations point to “continued pricing pressure and constrained capacity growth.” Despite marginal cooling in mid-February for the trucking sector, it continued, “capacity remains unseasonably tight, with volumes and rates significantly above recent historical averages in both the dry van and reefer markets.”

Noted Allen: “Newly announced non-domiciled restrictions will continue to place strain on the capacity pool over the coming months, converging with peak produce seasons and likely downstream effects from the new global tariffs ruling.”

The report also highlighted that U.S. container import volumes totaled 2,318,722 TEUs (Twenty-Foot Equivalent Units) in January. While down 6.8% year over year, ITS Logistics said, this was “slightly above” the six-year average for the month and posted “modest gains” from December. The early-year dip in U.S. container import volumes, it added, “may indicate that import behavior is returning to normal after a year disrupted by frontloading.”

Concerning the nation’s economy, in January 2026 the U.S. economy “maintained steady momentum as inflation continued to ease, with headline and core measures cooling to their lowest levels in months,” according to ITS Logistics.

“The labor market saw stronger than expected job gains and a stable unemployment rate offset by signs of softer underlying momentum and sector specific weakness,” said Josh Allen. “Consumers demonstrated mixed behavior, and spending held up. However, confidence fell sharply amid lingering concerns about jobs and prices. While January showed resilience, overall momentum remained moderate and uneven across sectors. Employers added about 130,000 jobs, well above the consensus expectations, and the unemployment rate decreased to 4.3% from 4.4% in December 2025.”

Last December, in a 2026 supply chain employment projection, Supply Chain 24/7 reported that “companies need to focus as much on developing their people as they do on adopting new technology in this current AI-driven environment,” according to ITS Logistics. “As more schools offer supply chain programs with strong admission rates for students with the necessary academic attributes, turnover in the industry continues to add to the strain. A survey found an average turnover rate of 11.6%, with only about one in five participants reporting no departures.” ITS Logistics noted that the Bureau of Labor Statistics projects 17% employment growth for logisticians from 2024 to 2034, which is “almost five times faster than the average for all occupations” and equates to approximately 26,400 job openings annually between new positions and replacement hiring as professionals retire or change careers.

Separately, ITS Logistics recently released its February 2026 US Port/Rail Ramp Freight Index, which identified a “return to seasonal Lunar New Year demand patterns layered over weather and regulatory-related disruption impacting inland transportation.” While overall port and rail ramp operations remained at normal levels, it noted, “downstream rail and trucking networks are facing elevated concern in select regions.”

• ITS Logistics Publishes January U.S. Port/Rail Ramp Freight Index
• ITS Logistics Issues December Supply Chain Report
• ITS Logistics Publishes November Supply Chain Report
• ITS Logistics Issues November US Port/Rail Ramp Freight Index
• ITS Logistics Issues October US Port/Rail Ramp Freight Index
• ITS Logistics Releases September Supply Chain Report
• ITS Logistics Publishes September US Port/Rail Ramp Freight Index 
• ITS Logistics Issues August Supply Chain Report
• ITS Logistics Releases August US Port/Rail Ramp Freight Index 
• ITS Logistics Publishes July Supply Chain Report
• ITS Logistics Issues July US Port/Rail Ramp Freight Index

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FTA is making competitive funding available through the Fiscal Year 2025 and 2026 budgets to transit agencies for financing capital projects to “repair, improve, modify, retrofit, or relocate infrastructure of stations or facilities to make all public areas of the station more convenient for families as well as Americans with disabilities, including those using strollers and wheelchairs.”

The Notice of Funding Opportunity (NOFO) focuses on several priority considerations for funding, including:

• “Benefits for Families and Communities: how a project will improve the accessibility of transportation for families with young children, including those with strollers, and will improve access to jobs, healthcare facilities, recreational activities, and commercial activity. 
• “Wayfinding Improvements: how a project will include universal wayfinding tools and signage to support individuals with disabilities (including persons with intellectual and developmental disabilities, with sensory disabilities, and who use wheelchairs), such as: plain language instructions using large print and simplified language; directional pathways and floor markings; synchronized visual and audio announcements; and real-time information displays that are easy to interpret and located throughout passenger waiting areas.
• “Reduce Project Costs and Improve Project Delivery (capital projects only): how a project prioritizes efficiency and speed in project implementation, including strategies that provide longer work windows that allow time for concentrated and consistent work that shortens the project schedule and reduces costs.”

Instructions for applying and eligibility information are available here. Complete proposals must be submitted electronically by May 1, 2026.

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CPKC recently introduced Schiller Park, a multi-commodity transload facility and the latest addition to the Class I’s network.

The site, CPKC says, “features state-of-the-art equipment, custom-engineered on-site to provide premium transloading solutions shippers can rely on.” Schiller Park specializes in agricultural products while adeptly managing a wide array of commodities like steel, lumber and free-flowing goods.

Strategically located next to CPKC’s Bensenville intermodal facility with on-site USDA and FGIS inspection services, Schiller Park “provides customers with seamless access to major transportation routes. Leveraging rail, highway and port gateways, this site creates competitive logistics solutions from the heart of the Midwest,” the Class I said in a LinkedIn post.

As CPKC moves goods south, east and west to ports on the Atlantic and Pacific Coasts, customers get the “fastest single-line rail connection” to the export terminals at port in Vancouver, Montreal, Saint John and Lazaro Cardenas.

UP says it is investing in “cutting-edge technology to deliver unmatched service, safeguard people and communities, and enhance operations—and tech tools like PTB are helping reimagine what’s possible.”

PTB uses advanced physics modeling to simulate the movement of thousands of trains traveling across hundreds of miles of track every day, “recommending the safest, most efficient train builds,” UP said. By optimizing weight, car position, grade and locomotive placement, PTB helps create “strong, fuel-efficient trains ready to tackle steep mountain grades and winding urban routes before freight ever leaves the rail yard.”

Along with being a valuable training tool for employees, PTB also serves as a real-time safety monitoring system, the Class I noted. It issues alerts to Operating experts, who radio locomotive engineers with guidance on adjusting trip plans and track speeds “to help ensure employees and customer freight arrive safely at destination.”

“PTB gives me clear information I can share with crews and managers,” said Steven Terrell, Senior Manager-Operating Practices. “When I recommend a speed change or check a train build, it’s backed by simulation results, not just opinion. That builds trust and speeds up decision-making.”

Insights are then sent back into the system, increasing its detailed capabilities with every trip.

“Having a tool that can quickly analyze risk in detail is a game changer. Before PTB, we relied on a vendor and waited weeks for results,” Terrell said. “Now we do it in-house in minutes, which means faster learning and quicker corrective action.”

Across UP, PTB, the Class I says, is helping teams work safer and smarter by using real-time modeling “to agilely adjust to changing business needs when traffic increases or routes shift; issue alerts to reduce potential risk in daily operations; and pair locomotive engineer feedback with analytical insights to strengthen outcomes.”

“PTB has streamlined many processes,” said T.J. Weisbeck, Senior Director-Operating Practices. “We can now finish root-cause analysis in about five minutes, and predictive analysis in a day—and it’s an easy tool to use. We can be far more efficient.”

Additionally, UP recently announce, via LinkedIn, that its Shreveport, La., team reached one year injury-free “by slowing down, staying vigilant and holding each other accountable.”

“Every day is an opportunity to keep learning,” said Eugene Stephens Jr., locomotive engineer. “I try to stay safe and keep the people around me safe.”

CSX welcomed more than 130 short line partners to its annual Short Line Conference, held February 22–24, continuing a tradition that spans 35 years. The conference, the Class I says, “underscored CSX’s commitment to strong partnerships, shared performance and long-term growth across the rail network.”

Structured to foster “meaningful, personal engagement,” the event provided short line leaders with direct access to CSX executives and subject matter experts from across the company. These touchpoints reinforced a central message: “CSX values its short line partners and is focused on growing together,” the Class I noted.

“This conference is about alignment, growing together, performing together and building the future together,” said CSX President and CEO Steve Angel. “When rail works, supply chains work, and our customers experience CSX and our short line partners as one connected railroad.”

The agenda highlighted “operational excellence, commercial strategy and collaboration.” Angel opened the conference with a keynote address, followed by a leadership panel focused on service improvement and operational innovation. Additional sessions covered market outlook, legal and government affairs updates, industrial development and a short line success story, culminating in the annual CSX Short Line Awards.

By bringing partners together for open dialogue and shared learning, CSX says it “continues to strengthen relationships that are essential to delivering safe, reliable and efficient service. The conference reaffirmed the company’s belief that strong partnerships are the foundation of a connected railroad and a resilient supply chain.”

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