Prototype News

The Huckleberry Railroad in Michigan is the recipient of a $1.3 million grant from the Charles Stewart Mott Foundation that will cover the restoration of a Denver & Rio Grande Western narrow gauge 2-8-2 locomotive that last ran in 2019. 

Rio Grande 464 is a K-27 type locomotive built by Baldwin in 1903. It is one of only two K-27 locomotives in existence, the other being 463 at the Cumbres & Toltec Scenic. The engine was retired in the 1960s and sold to Knott’s Berry Farm in California. Unfortunately, the engine was too large for the park railroad, and it was sold to the Huckleberry Railroad. The railroad is owned and operated by the local parks department. Huckleberry presently has another steam engine in service, 4-6-0 152. The restoration of that locomotive was also supported by the Charles Stewart Mott Foundation. 

—Justin Franz 

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Metrolinx

Construction is now under way along the entire Ontario Line, which when complete will be a 9.7-mile (15.6-kilometer), 15-station stand-alone subway, the Ontario government reported Feb. 18. Ground has been officially broken for the 1.8 miles (3 kilometers) of elevated guideway and four stations (Don Valley, Flemingdon Park, Thorncliffe Park, and Cosburn) in Toronto’s east end (see map, top). This section will carry Ontario Line trains up to 15 yards (14 meters) above street level, starting at the west end of Overlea Boulevard in Thorncliffe Park and running north to Don Valley Station at Don Mills Road and Eglinton Avenue East. The Cosburn Station will connect riders across the city to Toronto’s Pape Village neighborhood for the first time.

The Ontario Line is being delivered through several procurement contracts:

1. Rolling Stock, Systems, Operations and Maintenance (RSSOM)
2. Southern Civil, Stations and Tunnel
3. Pape Tunnel and Underground Stations
4. Elevated Guideway and Stations

Ground was broken in October 2024 on two bridges over the Don Valley and in July 2024 on the Pape Station. (For more project details, download report below.)

Item_10.2_-_CPG_Rapid_Transit_Update_-_FINAL_ENG_MxDownload

The Ontario Line will offer connections to more than 40 other transit services, such as TTC’s Line 1 and Line 2, three GO Transit rail lines, and the Eglinton Crosstown LRT. It will support almost 390,000 daily boardings and reduce travel times from Thorncliffe Park to downtown Toronto from 40 minutes today to 25 minutes, according to the government, and during peak periods like the morning rush hour, it will reduce crowding by up to 15% on the busiest stretch of TTC’s Line 1 between Bloor-Yonge and Wellesley.

“Advancing construction of the Ontario Line’s elevated guideway and four new stations means we are another step closer to enhancing connection and productivity in our nation’s largest city,” said Julie Dabrusin, Minister of the Environment, Climate Change and Nature and Member of Parliament for Toronto-Danforth, on behalf of Gregor Robertson, Minister of Housing and Infrastructure and Minister responsible for Pacific Economic Development Canada.

“With partners selected to deliver on all the project’s contracts and work under way across all parts of the Ontario Line, we are making significant progress in bringing more transit options to commuters,” Metrolinx President and CEO Phil Verster said. “From end to end, the Ontario Line will cut transit journey times by more than half, going from 70 minutes to less than 30 minutes.”

HART (Courtesy of Hitachi Rail)

“The Honolulu City Council voted Wednesday [Feb. 18] to move forward with studies examining potential future expansions of the city’s rail system, including a route that could eventually reach the University of Hawaii at Manoa,” Hawaii News Now reported. “Council members approved Bill 60 on an 8–1 vote, directing the Honolulu Authority for Rapid Transportation to begin preliminary engineering and feasibility work on possible extensions of Skyline.”

According to the media outlet, the studies will explore stops west of the current alignment (see map below) and a “branch from Kakaako to UH Manoa, as well as other destinations including Waikiki.” It noted that neither construction funding nor a timeline was approved.

The initial operating segment of Honolulu’s 20-mile, 21-station autonomous (driverless) Skyline, the first urban rail transit GoA4 (Grade of Automation) system in operation in the United States, opened for revenue service in 2023. (Courtesy of HART)

HART told Nexstar Media Group’s KHON 2 that “as part of the planning process, private partnerships to help build future extensions will likely be explored.”

Skyline’s first segment opened in June 2023. It included nine stations and 10.75 miles of guideway. Segment 2 opened in October 2025. Segment 3 is expected to wrap up in 2030.

LACMTA Economic-Impact-Report-Claremont-Extension-on-LA-County-EconomyDownload

The Foothill Gold Line Construction Authority (Construction Authority) on Feb. 18 released a report prepared by Kleinhenz Economics, detailing the economic benefits that are expected to result from the upcoming construction and operation of the 2.3-mile Claremont extension of the Metro A Line. (See report above; see map with extension between Pomona and Claremont below). The report quantifies the economic impact within Los Angeles County from the initial capital investment to build the light rail extension, including jobs created, economic output, labor income, and tax revenues at the county, state, and federal levels, as well as the ongoing economic benefits to the county once revenue service begins.

The LACMTA Foothill Gold Line light rail project includes a 2.3-mile Pomona to Claremont extension (Courtesy of the Foothill Gold Line Construction Authority)

“As highlighted in the report, during the seven-year design and construction phase alone (2026 to 2032), the project will generate more than $1.13 billion in economic output, support more than 4,700 jobs and produce more than $481 million in labor income,” the Construction Authority said. “Workers will see an average annual income of $101,000. Furthermore, construction activity is estimated to generate more than $154 million in tax revenues, including more than $20 million in revenues for Los Angeles County. In short, for every $1 million spent during the next seven years of final design and construction, the project will generate $1.6 million in total economic output for the region.”

Once revenue service begins, the ongoing operations will continue to generate return on investment for the county, according to the Construction Authority. “The report found that for every $1 million spent operating the extension, the project will generate $7.6 million in total economic output for Los Angeles County, driven by effects across the supply chain and from household spending,” it said.

According to the Kleinhenz Economics report, the seven-year construction phase for the Claremont extension, which includes both final design and construction activities, “involves total costs of $798 million. Of that total, $692.2 million in spending on planning and design, real estate transactions costs, construction management, and direct construction costs will enter the Los Angeles County economy as direct expenditures over the time period between 2026 and 2032. The remaining $105.8 million includes railcar purchases of $32 million to be spent outside the area, and $73.8 million in real estate purchases. The former is treated as a leakage from the local economy while the latter is treated as an asset transfer, and as such, both are omitted from the construction portion of the economic impact analysis.” (Courtesy of Kleinhenz)

“Under an 8-minute headway scenario during the first three years of operations (2032 to 2034) alone, the project is estimated to generate nearly $460 million in economic output, support nearly 1,200 annual jobs and produce more than $490 million in labor income,” the Construction Authority continued. “The average annual wage for supported jobs is estimated at $137,000, which, like the average annual wage during construction, is significantly higher than the county’s median earnings. More than $123 million in total tax revenues will be generated in the first three years of operations, with Los Angeles County receiving approximately $22 million of that total. A 5-minute headway scenario studied in the report saw an even greater return on investment across the same measurements.”

Construction Authority CEO Habib F. Balian commented: “The study confirms what we have always seen throughout the various extensions of the Metro A Line from Los Angeles through the San Gabriel Valley—that the return on investment from the project is significant. The long-term economic effect of the Claremont Extension will go far beyond what is included in this report; it will change where families decide to set down roots, where businesses locate and invest and how and where jobs are created.”

The Construction Authority noted that the report does not capture Metro A Line riders spending around the stations, the project serving as a catalyst for transit-oriented development near the rail line, the economic activity generated by residents and businesses at these new developments, and the environmental and public health benefits from reduced traffic congestion and vehicle emissions.

Separately, Parsons Transportation Group last month landed a design and engineering services contract for the Claremont Extension.

Service on the Metro A Line’s Glendora-to-Pomona extension began last fall.

SEPTA (Courtesy of SEPTA)

In January 2026, SEPTA’s system-wide ridership—including regional rail, buses, trolleys, subways and high-speed line—was up 1% or 8,627 unlinked trips from January 2025, the transit agency reported Feb. 18. 

Average daily ridership was 714,475 unlinked passenger trips across all modes, it said. This was up 3% from December 2025, which saw average daily ridership of 693,261 unlinked passenger trips across all modes; November and October saw 756,672 and 779,701 unlinked passenger trips across all modes, respectively.

According to SEPTA, January’s ridership gains were driven by bus. Bus ridership increased by 4% or 13,378 unlinked trips per weekday compared to this time last year, it noted. Saturday and Sunday ridership declined in January due to winter weather including accumulating snowfall during the weekend of Jan. 17-18 and Jan. 24-25.

Metro ridership declined by approximately 1% or 2,010 trips per day relative to this time last year, according to SEPTA. This is primarily driven by a decline in trolley ridership because of service interruptions on both the T and D. Trolley ridership is down 16% or 8,825 trips per weekday relative to this time last year, it noted, but ridership on the B and L is up by 4% or 6,815 average weekday trips.

Regional Rail ridership declined by 4% or 2,840 trips per day relative to this time last year due to the Silverliner IV car shortage, the winter storm, and extreme cold temperatures, according to SEPTA.

Further Reading:

• PennDOT: $219.9MM to Support SEPTA Safety Upgrades, Infrastructure Improvements
• Report: SEPTA Working to Boost Regional Rail Capacity
• NTSB Recommends Sidelining SEPTA Silverliner IVs

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

The new 125,000-square-foot headquarters, which spans across 5.5 floors and will be the base for 1,100 Hitachi Rail employees and 100 paid interns, hosts the company’s Global Communications-Based Train Control (CBTC) Competence Center, which, Hitachi Rail says, “provides the engineering and technical expertise around the world.” This new announcement builds on a C$100 million commitment to develop SelTrac G9, “the next generation of cutting-edge rail signaling technology” from this new office.

According to Hitachi Rail, the new CBTC technology will integrate AI and 5G “to deliver smarter, more efficient, and more sustainable subway systems.” For transit operators around the world, SelTrac G9, the company says, “will translate to lower operating costs, improved reliability, increased capacity and better journeys for passengers.” For example, its resignaling of four London Underground lines led to a 33% increase in peak passenger capacity.

As a LEED Silver and BOMA-certified building, the choice for the new headquarters, the company says, “reflects Hitachi Rail’s commitment to operating in environmentally friendly sites, in addition to providing sustainable rail solutions.” The company says it is also prioritizing employee well-being by offering a gym, daycare and EV charging stations.

The new office, which is located in Consilium Place in Toronto’s Scarborough district and scheduled to open officially in summer 2026, “boosts Toronto’s position as a hub for tech jobs and reinforces Canada’s status as a growing leader in rail technology,” the company noted. “The investment underlines Hitachi Rail’s long-term commitment to Ontario and its position as the only Canadian domestic signaling provider.”

Hitachi Rail Canada COO Arnaud Besse

“This C$30m investment reinforces our commitment to Ontario and builds on our rail technology leadership in Canada,” said Hitachi Rail Canada Chief Operating Officer Arnaud Besse. “Our new state-of-the-art office will attract the next generation of new tech talent to Hitachi Rail. It will also be the hub for the next generation signaling technology that will increase capacity, improve reliability and reduce costs for transit systems around the world.”

Hitachi Rail’s signaling business, centered in Toronto for almost 50 years, has brought billions of dollars into the Canadian economy by exporting its Seltrac CBTC systems to more than 100 metros in 40 cities globally, the company noted.

The company is also supporting the next generation of rail expertise through partnerships with post-secondary institutions. In 2025, Hitachi Rail signed an MoU with Ontario Tech University, to the development and direction of a first-of-its-kind Railway Engineering Specialization.

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Iowa Interstate Railroad (IAIS) has released a documentary offering an inside look at its evolution—from the “challenging early years,” the Railroad Development Corporation (RDC)-owned Class II said on social media, “to its growth into a vital Midwestern freight corridor connecting Iowa and Illinois with the national rail network.”

Through archival footage, newly recorded interviews, and “on‑the‑rail action” scenes, “Revival and Redemption: Iowa Interstate at 40” pays tribute to the people who shaped the railroad, which celebrated 40 years of service in 2024 and was named Railway Age’s Regional of the Year in 2025. (Scroll down to watch the nearly 35-minute film, produced by Streamliner Media.)

IAIS was established in 1984 on former Chicago, Rock Island & Pacific Railroad tracks between Chicago and Omaha four years after the Rock Island shut down. The railroad was originally a partnership with Heartland Rail Corporation, which purchased the right-of-way and infrastructure for $31 million, $15 million of which was an Iowa Railway Finance Authority loan, and then leased to IAIS. RDC acquired IAIS from Heartland in 2003.

IAIS Map (Courtesy of IAIS)

IAIS is now a multi-generational family-owned and Cedar Rapids-based railroad operating a system of more than 570 miles in the Midwest region between Chicago, Peoria, and the Omaha areas (see map above). It is one of the only Class II’s in the country that interchanges with all six Class I’s. In 2020, RDC formed a partnership with iCON Infrastructure “to reinforce their strategy of leveraging the unique IAIS footprint as a platform for growth,” it said.

Highlights of the new documentary include:

• “Rare footage of the railroad’s early years and the historic Rock Island Railroad lines it inherited.
• “A feature showcasing IAIS’s Chinese-built QJ 2-10-2 steam locomotives, which have become icons in the railroad preservation community.
• “A look at IAIS’s role in supporting Midwest agriculture, manufacturing, and international trade via connections to all Class I railroads and intermodal gateways.
• “Forward-looking insights into how IAIS is preparing for its next 40 years, including infrastructure upgrades, technology investments, and sustainable operations.”

(Screen grab from “Revival and Redemption: Iowa Interstate at 40”)

“This documentary is not just about trains—it’s about resilience,” IAIS Chairman Henry Posner III said in the Feb. 13 announcement of the film’s release. “The Iowa Interstate Railroad represents what can happen when local leadership, passionate employees, and strong communities come together to preserve and enhance an essential transportation link.”

“IAIS being the thriving, critical link it is as part of North America’s freight rail network today is a story all on its own,” IAIS President Joe Parsons added. “However, when you consider its entire history from the beginning, including the many dedicated leaders and employees who never abandoned the ship, it is a fascinating look at how a once dead railroad overcame all odds in the post-Staggers era of railroading.”

“As I learned more about the history of the Iowa Interstate Railroad from past and present employees, it became clear how much determination, innovation, and teamwork was required to build the railroad into what it is today,” noted Nicholas Ozorak, owner of Streamliner Media and director of the film. “I greatly appreciated working with Railroad Development Corporation and the Iowa Interstate Railroad team to share this story with a wider audience.”

(Courtesy of IAIS)

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“2025 was an exceptional year for GATX, highlighted by strong financial results and the announcement of our largest-ever railcar acquisition,” the operating lease portfolio of Wells Fargo in partnership with Brookfield Infrastructure, GATX Corporation President and CEO Robert C. Lyons said in a fourth-quarter and full-year 2025 financial report on Feb. 19. “Despite unpredictable economic conditions and challenging macro factors, earnings per diluted share, excluding tax adjustments and other items, increased 11.0% versus the prior year, and our return on equity exceeded 12.0%.” He noted that “demand for existing railcars remains solid” for the Rail North America division and the Rail International division “performed in line with expectations.” The Chicago-based railcar lessor initiated 2026 earnings guidance of $9.50-$10.10 per diluted share.

GATX President and CEO Robert C. Lyons (GATX Photograph)

For GATX, 2025 fourth-quarter net income came in at $97.0 million or $2.66 per diluted share, compared to the prior-year quarter’s net income of $76.5 million or $2.10 per diluted share. The 2025 and 2024 fourth-quarter results, the company reported, include net positive impacts of $0.22 per diluted share and $0.17 per diluted share, respectively, from tax adjustments and other items.

According to GATX, net income for full-year 2025 was $333.3 million or $9.12 per diluted share, compared to $284.2 million or $7.78 per diluted share in 2024. The full-year 2025 results, it noted, include a net positive impact of $0.37 per diluted share from tax adjustments and other items. Also, the full-year 2024 results include a net negative impact of $0.11 per diluted share from tax adjustments and other items.

Through its joint venture with Brookfield Infrastructure, Robert Lyons reported that GATX invested more than $1.3 billion “in attractive, long-lived assets, further strengthening our global leasing platforms and providing a strong foundation for future earnings growth and value creation.”

The initial joint venture equity ownership is GATX (30%) and Brookfield Infrastructure (70%), with GATX having the option to acquire 100% of the joint venture equity over time, the companies reported last year. Together they acquired approximately 101,000 railcars from Wells Fargo for about $4.2 billion when the deal closed Jan. 1, 2026.

“We are integrating the fleet into our industry-leading railcar leasing platform in North America, which will enable us to better serve customers while leveraging our operational and commercial expertise,” Lyons said. “Our expanded fleet will also provide substantial remarketing opportunities in the years ahead.”

(GATX Photograph) RAIL NORTH AMERICA

Profit at GATX’s Rail North America segment was $95.7 million in fourth-quarter 2025, vs. $84.5 million in fourth-quarter 2024. For full-year 2025, the segment had a profit of $351.8 million, compared to $356.0 million in 2024. “Higher segment profit in the fourth quarter of 2025 was driven by higher gains on asset dispositions and higher lease revenue, partially offset by higher maintenance expense,” the company said. “For the full-year 2025, higher lease revenue was offset by higher maintenance and interest expenses, resulting in lower segment profit compared to the prior year.”

As of Dec. 31, 2025, Rail North America’s wholly owned fleet comprised approximately 107,600 cars, including some 7,000 boxcars. The following fleet statistics and performance discussion exclude the boxcar fleet, GATX said. Fleet utilization came in at 99.0% at the end of fourth-quarter 2025, vs. 98.9% at the end of third-quarter 2025 and 99.1% at year-end 2024. During fourth-quarter 2025, the renewal lease rate change of the GATX Lease Price Index (LPI) was 21.9%. This compares to 22.8% in third-quarter 2025 and 26.7% in fourth-quarter 2024. The average lease renewal term for railcars included in the LPI during fourth-quarter 2025 was 58 months, vs. 60 months in third-quarter 2025 and 60 months in fourth-quarter 2024. The fourth-quarter 2025 renewal success rate was 91.4%, vs. 87.1% in third-quarter 2025 and 89.1% in fourth-quarter 2024. For full-year 2025, asset remarketing income came in at $117.0 million and total investment volume was $644.1 million, according to GATX.

“In Rail North America, demand for existing railcars remained solid, reflected by our 99.0% fleet utilization at year end and a 91.4% renewal success rate in the fourth quarter,” Robert Lyons said. “During the year, our commercial team achieved higher renewal lease rates and extended lease terms, strengthening our base of high‑quality, long‑term cash flow. We also capitalized on a robust secondary market, generating approximately $117.0 million of remarketing income for the year.”

(DB/Volker Emersleben Photograph) RAIL INTERNATIONAL

Profit at GATX’s Rail International segment came in at $33.6 million in fourth-quarter 2025, vs. $30.6 million in fourth-quarter 2024. Full-year segment profit was $125.9 million in 2025, compared to $119.8 million in 2024. According to the company, higher segment profit for both the fourth-quarter and full-year 2025 “was driven primarily by more railcars on lease.”

As of Dec. 31, 2025, GATX Rail Europe’s (GRE) fleet comprised approximately 36,500 cars and fleet utilization was 94.7%, vs. 93.7% at the end of third-quarter 2025 and 96.1% at year-end 2024; and GATX Rail India’s fleet comprised approximately 12,200 railcars and fleet utilization was 100.0%, “consistent with the end of the prior quarter and at 2024 year-end,” according to GATX.

“Rail International performed in line with expectations in 2025,” Robert Lyons said. “GRE achieved higher renewal lease rates across the majority of car types despite soft economic conditions. During the year, GRE entered into an agreement to acquire approximately 6,000 freight railcars from DB Cargo—one of the largest acquisitions in its history—further diversifying its portfolio and strengthening its competitive position. GRE has already taken ownership of most of the fleet and expects delivery of the remaining railcars over the course of early 2026. In India, rail freight volumes continued to grow, supporting healthy demand for railcars. GATX Rail India further expanded and diversified its fleet while maintaining 100.0% utilization.”

ENGINE LEASING

GATX reported that its Engine Leasing segment profit was $55.2 million in fourth-quarter 2025, vs. $35.7 million in the prior-year period. Fourth-quarter 2025 results, it noted, include a net positive impact of $4.4 million ($3.3 million after tax) from tax adjustments and other items.

Full-year 2025 segment profit was $181.5 million, vs. $117.3 million in 2024. According to GATX, full-year 2025 results include a net positive impact of $15.3 million ($11.5 million after tax) from tax adjustments and other items, and full-year 2024 results include a net positive impact of $0.6 million from tax adjustments and other items.

“Excluding these impacts, higher segment profit for the fourth quarter and full-year 2025 was driven by strong performance at the Rolls-Royce and Partners Finance affiliates (RRPF), as well as more engines under ownership at GATX Engine Leasing, the company’s wholly owned engine portfolio,” GATX said.

Robert Lyons commented: “In Engine Leasing, both RRPF and our wholly owned aircraft spare engine portfolio performed very well in 2025. Air travel trends continue to drive strong global demand for aircraft spare engines, creating a favorable operating environment for Engine Leasing. We executed on attractive opportunities to expand our engine portfolios during the year. Our wholly owned portfolio now exceeds $1.0 billion in total assets, and RRPF invested more than $1.4 billion, bringing the joint venture’s asset base to over $5.8 billion.”

(GATX Photograph) 2026 Outlook

“For 2026, we expect generally stable conditions in the North American railcar leasing market,” Lyons reported. “The diversity of our North American fleet is an advantage, as we anticipate that continued demand for the vast majority of our fleet will buffer softer conditions in a few of the most economically sensitive car types. In Rail North America, we anticipate higher segment profit driven by the continued renewal of expiring leases at higher rates across a broad range of car types, as well as income contributions from the newly acquired and managed fleets. We also expect segment profit to rise at Rail International, supported by more railcars on lease in both Europe and India. In Engine Leasing, continued strong global demand for aircraft spare engines is expected to fuel another year of segment profit growth.

Lyons pointed out that GATX is “well positioned to build on the strong operational and financial momentum we achieved last year” as 2026 begins. “The scale and diversity of our expanded global fleet, the strength of our customer relationships, and our disciplined investment approach further reinforce our confidence in delivering attractive returns and sustaining strong performance in the years ahead,” he said. “In 2026, we will be integrating the owned and managed railcars from the Wells Fargo transaction into our North American operations, and as previously indicated, we expect the income contribution from these activities to be modestly accretive in year one. Taking these factors into consideration, we expect 2026 earnings to be in the range of $9.50-$10.10 per diluted share, inclusive of $0.20-$0.30 per diluted share of income contribution from the Wells Fargo transaction.”

According to Lyons, the Board approved a $300 million share repurchase authorization that will provide the company “with ample capacity to periodically repurchase shares.” Over the past decade, he said, “we have invested approximately $11.0 billion in our business while returning approximately $1.4 billion to shareholders through dividends and share repurchases, all while maintaining a strong balance sheet and solid investment‑grade credit ratings.” The company’s “dividend increase and share repurchase authorization announced today reflect the Board’s confidence in our long‑term outlook and ongoing commitment to shareholders,” he added.

More financial report details can be found on GATX’s Investor Relations website.

Further Reading:

• Ingredion, GATX Support AHA With Heart Health Railcar
• GATX, Brookfield Infrastructure JV Acquiring Wells Fargo Rail Assets
• GATX: ‘Rail North America’s Fleet Utilization Remains Strong’
• Organic Growth or Doing More With Less?
• GATX’s Lyons: 2Q25 ‘Solid Operating Performance,’ Full-Year Earnings Estimate Up

The post GATX: ‘Exceptional’ 2025, ‘Well-Positioned’ for 2026 appeared first on Railway Age.

Deagostini brings nearly three decades of complex systems work across global programs and recent leadership supporting the New York Metropolitan Transportation Authority’s (MTA) interoperable CBTC initiative. Fitzgerald adds deep, hands-on New York City Transit Rail Control Center experience, including implementation and operational integration of multiple CBTC and automatic train supervision (ATS) platforms.

“Welcoming Julien and Bill reflects our continued investment in the New York region and our transit and rail practice,” said Michael Mangione, HNTB’s New York Office Leader and Senior Vice President. “Their industry leading expertise will support our clients in their effort to manage migration and system upgrades with confidence, all while delivering safe, reliable rail service.”

As Senior Project Manager, Deagostini will lead interdisciplinary teams supporting CBTC programs from early strategy and specifications through testing, commissioning and operational transition. He is recognized internationally for his CBTC expertise, with a background spanning aerospace, rail systems integration and independent certification. In recent years, he served as a CBTC project director supporting MTA Construction & Development on interoperable CBTC efforts across multiple lines, including integration of wayside systems, carborne systems and automatic train supervision.

“I am excited to join HNTB and help agencies deliver their CBTC programs,” said Deagostini. “My focus is to align supplier capabilities with the operational realities of each railroad, so clients gain capacity, resiliency and maintainability from day one.”

As Technical Advisor, Fitzgerald brings extensive control center, systems and operations knowledge from his nearly 40-year tenure at MTA New York City Transit (NYCT). His experience includes implementation of various CBTC ATS systems with MTA NYCT, along with coordination of contractors, vendors and agency stakeholders across power, communications and computer systems that underpin revenue service delivery.

“From the control center, you see exactly how system performance affects riders, crews and the riding public,” said Fitzgerald. “At HNTB, I look forward to pairing that operational perspective with strong engineering to help clients commission systems that perform predictably, simplify incident response and improve uptime.”

HNTB supports MTA’s CBTC program through systems integration and migration planning on multiple subway lines. The firm also provides program management and technical services to the Port Authority of New York and New Jersey’s (PANYNJ) PATH system.

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The top policy issues for 2026’s Railroad Day on Capitol Hill:

• “Modernize the 45G Short Line Maintenance Tax Credit.
• “Guarantee full and consistent funding for and encourage technology innovation in safety-enhancing federal rail grants, including the Consolidated Rail Infrastructure and Safety Improvements (CRISI), Railroad Crossing Elimination (RCE) and Section 130 programs.
• “Accelerate speed to build, advancing permitting reforms that provide greater transparency and predictability while ensuring timely, focused environmental reviews.
• “Restore the Highway Trust Fund (HTF) to a true user-based system and oppose increases to truck size and weight limits.”

Event attendees will focus on these topics in discussions “to communicate some of the most pressing issues facing the freight rail industry and zero in on concrete decisions elected officials can make to best support not only freight railroads, but their customers and their suppliers,” ASLRRA noted.

Register online before Feb. 25 to be able to indicate any preferred meetings and note a location that can be leveraged to secure meetings with elected officials and their staff. Also registered participants should be sure to join an online training event on Feb. 24 or 26 to ensure familiarity with the day’s processes, talking points and other important details.

The post Top Policy Issues for Railroad Day on Capitol Hill Announced appeared first on Railway Age.

South Florida Regional Transportation Authority (SFRTA), operator of Tri-Rail commuter rail service, has ordered seven Siemens Chargers. The new Chargers will be used to replace the agency’s aging EMD GP49 diesels. The new units are Tier IV compatible and will be constructed at the Siemens facility in Sacramento, Calif.

The new units will help the system increase service reliability over its 73.5-mile corridor linking Miami, Fort Lauderdale, and West Palm Beach, as well as the additional 8-mile stretch on the Florida East Coast (FEC) Corridor to access MiamiCentral. The new Charger diesels are expected to enter service in 2029.

—Bob Gallegos

The post Tri-Rail to Modernize Fleet appeared first on Railfan & Railroad Magazine.

Total U.S. rail traffic for Week 5 (ending Feb. 7, 2026) and Week 4 (ending Jan. 31, 2026) was down 3.2% and 15.5%, respectively.

U.S. Class I railroads hauled 510,399 carloads and intermodal units for the week ending Feb. 14, 2026, according to the AAR. Total carloads came in at 225,283, up 7.7%, and intermodal volume was 285,116 containers and trailers, up 5.0% from the same week last year.

For the week ending Feb. 14, 2026, seven of the 10 carload commodity groups posted an increase compared with the same week last year. They included grain, up 8,175 carloads, to 27,822; coal, up 3,918 carloads, to 58,413; and chemicals, up 1,690 carloads, to 33,957. Commodity groups that posted declines were motor vehicles and parts, down 173 carloads, to 14,608; forest products, down 172 carloads, to 8,074; and miscellaneous carloads, down 49 carloads, to 8,374.

For the first six weeks of 2026, U.S. railroads reported cumulative volume of 1,297,249 carloads, a 3.4% gain over the same point last year; and 1,631,915 intermodal units, a 1.8% fall-off from last year. Total combined U.S. traffic for the first six weeks of this year was 2,929,164 carloads and intermodal units, up 0.4% from 2025.

North American rail volume for the week ending Feb. 14, 2026, on nine reporting U.S., Canadian, and Mexican railroads totaled 333,151 carloads, increasing 7.8% from the same week last year, and 372,091 intermodal units, rising 6.7% from last year. Total combined weekly rail traffic in North America was 705,242 carloads and intermodal units, up 7.2%. North American rail volume for the first six weeks of 2026 came in at 4,035,344 carloads and intermodal units, up 1.1% from 2025.

For the week ending Feb. 14, 2026, Canadian railroads reported 94,385 carloads, an increase of 8.5%, and 72,528 intermodal units, an increase of 10.6% from with the same week in 2025. For the first six weeks of this year, they reported cumulative rail traffic volume of 947,293 carloads, containers, and trailers, down 0.2%.

Mexican railroads reported 13,483 carloads for the week ending Feb. 14, 2026, a 5.1% gain over the prior-year period, and 14,447 intermodal units, a 22.8% gain. Their cumulative volume for the first six weeks of 2026 was 158,887 carloads and intermodal containers and trailers, up 26.4% from the same point last year.

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Tri-Rail/SFRTA

The SFRTA on Feb. 17 announced that it celebrated the groundbreaking of Link at Boca last week, a transformative mixed-use, TOD adjacent to Tri-Rail’s Boca Raton Station. The project, the agency says, “represents a significant milestone in SFRTA’s ongoing efforts to enhance connectivity, activate publicly owned land, and create vibrant, walkable communities centered around transit.”

Developed through a public-private partnership with 13th Floor Investments and Rockpoint, Link at Boca will rise eight stories and deliver 340 residential units along with approximately 24,000 square feet of lifestyle-oriented retail space, the agency noted. The development is located at 680 West Yamato Road, directly next to Tri-Rail’s train station, “reinforcing its role as a key transportation hub in Palm Beach County.”

The residential component will include a mix of studio, one-, two-, and three-bedroom apartments ranging from approximately 600 to 1,300 square feet. The community is designed to appeal to commuters, professionals, families, and residents seeking convenient access to regional transit. Amenities will include a resort-style pool deck, coworking spaces, social lounges, fitness and wellness areas, and family-friendly features, reflecting evolving lifestyle needs and the growing demand for transit-connected living. A 650-space parking garage will be constructed as part of the development, providing parking for residents, retail visitors, and Tri-Rail riders.

Strategically located off Yamato Road with direct access to I-95 and the El Rio Trail, the project connects transit riders to major employment centers, educational institutions, retail destinations, and recreational amenities. Its proximity to Florida Atlantic University, the Boca Raton Innovation Campus, and Boca Raton Airport “further strengthens the station’s position as a central mobility node in the region,” SFRTA noted. Construction is expected to take approximately 24 months, bringing new housing, retail, and improved station-area infrastructure to the community.

Caltrain

Caltrain’s Electrification Project was awarded by AGC of California during its Installation & Awards Gala in January. Caltrain received the Owner of the Year Award, while Caltrain contractor Balfour Beatty US received the award for a Heavy Civil Project with a budget of more than $100 Million and the Excellence in Partnering Award. 

The event recognized award-winning construction projects and industry leaders from across the state, “highlighting excellence in safety, collaboration, and the delivery of critical infrastructure that strengthens California’s communities.”

“Electrifying the Caltrain corridor was a challenging task that took the efforts of hundreds of people throughout our organization and those of our partners,” said Caltrain Executive Director Michelle Bouchard. “Today, that hard work is paying off for tens of thousands of commuters every day, and we couldn’t be prouder of what we were able to achieve together.”

“Projects like this don’t come together without strong partnerships,” said AGC of California CEO Peter Tateishi. “Caltrain and Balfour Beatty US set a high bar for collaboration, safety, and execution to deliver critical infrastructure for our communities.”

These are not the first awards given to the Electrification Project, which since its launch “has made Caltrain the fastest-growing transit agency in the country.” Last year, Caltrain received the 2025 Sustainability Award from Sustainable San Mateo County, the American Public Transit Association’s (APTA) Commuter Rail Safety Gold Award and the Build America Highway & Transportation Renovation Award from the AGC America.

Maryland Transit and Housing Opportunity Act

Gov. Wes Moore on Feb. 17 testified in front of the Senate Finance Committee in support of the Maryland Transit and Housing Opportunity Act, which “addresses zoning and financing barriers to create more jobs and housing near transit.”

The legislation, SB389/HB894, according to the Office of the Governor, would eliminate minimum parking requirements for certain TODs, “promote mixed-use development around key stations, and give the State more authority over the development of state-owned land adjacent to transit stations.” The legislation also reduces upfront capital restraints by designating TOD projects as Enterprise Zones, “expanding financing opportunities and deferring impact fees and development taxes until after residential projects are complete.”

The Maryland Transit and Housing Opportunity Act, Gov. Moore says, will unlock more than 300 acres of State-owned land adjacent to existing transit stations for development, resulting in more than 7,000 new housing units and nearly $1.4 billion in tax revenue for the State and its communities, “leveraging Maryland’s multi-billion-dollar transit investments to speed up development of affordable, transit-connected housing.”

The post Transit Briefs: Tri-Rail/SFRTA, Caltrain, Maryland Transit and Housing Opportunity Act appeared first on Railway Age.

Union Pacific (UP) and Norfolk Southern (NS) submitted a letter of intent for their major merger application refiling on Feb. 17, the deadline the Surface Transportation Board (STB) set earlier this year when it rejected, “without prejudice,” their first application as incomplete “because it does not contain certain information required by the Board’s regulations.”

Michael L. Rosenthal, a Covington & Burling LLP attorney representing UP, wrote in the letter that the railroads “anticipate” refiling on April 30, 2026. (Download the letter below.) When Railway Age spoke with UP CEO Jim Vena last month, he had anticipated “sometime in March.”

310879 (1)Download

UP and NS entered into a merger agreement July 29, 2025, to create the first U.S. transcontinental railroad, in which UP is the acquiring carrier. In their 6,700 page application filed Dec. 19, they described the proposed transaction as an “end-to-end combination [that] will enhance competition and deliver broad public benefits.”

The STB on Jan. 16 rejected that application in a unanimous decision and outlined the “deficiencies.”

(Courtesy of STB)

“Under the law, the Board … must reject the application, and does so without prejudice to Applicants refiling a revised application remedying the deficiencies identified in the decision,” the STB noted. The decision, it said, “is based solely on the incompleteness of the Dec. 19 application and should not be read as an indication of how the Board might ultimately assess any future revised application.”

According to the STB, regulations at 49 C.F.R. part 1180 “detail the information that must be contained in a major merger application. This includes: (1) full system impact analyses that include, among other things, market share projections for the entity to be created by the transaction; and (2) the entire merger agreement, including the submission of any contract or other written instrument that pertains to the transaction.

(Courtesy of UP)

“Under 49 C.F.R. § 1180.7(b), Applicants are required to submit ‘full system’ impact analyses that include actual and projected market shares of certain revenues and traffic volumes demonstrating, among other things, the impacts of the transaction on competition. In the application, Applicants project that the merger will result in traffic growth, including diversions, and state that the full impacts of the transaction will not be realized until three years post-consummation. However, Applicants present as the projected market shares only the sum of actual 2023 UP and NS estimated market shares. The application does not contain future market share projections showing the combined effects of merger-related growth, diversions, and merger-influenced and other changes to market conditions that Applicants anticipate. Today’s decision finds that Applicants’ market impact analyses must necessarily project market shares beyond the transaction’s consummation date, and therefore that the application does not include the ‘projected market shares’ as required. These market-share projections are necessary because ‘[a]ny railroad combination,’ including an end-to-end combination, ‘entails a risk that the merged carrier would acquire and exploit increased market power.’ 49 C.F.R. § 1180.1(c)(2)(i).

“In addition, under 49 C.F.R. § 1180.6(a)(7), Applicants must provide copies of ‘any contract or other written instrument entered into, or proposed to be entered into, pertaining to the proposed transaction.’ Applicants’ submission to the Board includes their ‘Agreement and Plan of Merger’ document but does not include certain schedules and documents that are expressly made part of the merger agreement and that define Applicants’ obligations under it. Nor do Applicants attempt to justify why they withheld these materials from the Board.

“The plain text of the Board’s regulations requires submission of these documents. Such documents—disclosure schedules, exhibits, and other documents that supply terms of the agreement—may contain information that relates to competitive issues the Board must consider in its review of the proposed transaction. One of the merger agreement schedules, referred to as ‘Schedule 5.8,’ describes the contractual term ‘Materially Burdensome Regulatory Condition,’ which, if imposed by the Board or a court, would give UP the contractual right to walk away from the merger agreement. Because the application failed to provide the complete merger agreement and all contracts or other written instruments pertaining to the transaction, including Schedule 5.8, today’s decision finds the application is incomplete.”

“Among the deficiencies cited in STB’s rejection the UP-NS merger application as incomplete is how a merged UP-NS, which will hold controlling financial interest of St. Louis-area rail switching facilities, will act with neutrality toward other railroads,” Railway Age Capitol Hill Contributing Editor Frank N. Wilner wrote in his February 2026 magazine column. (St. Louis Terminal Railroad Association Map)

The STB’s decision also “identifies further deficiencies with the application,” the agency said. “Specifically, the decision finds that Applicants’ related application for acquisition of control of the Terminal Railroad Association of St. Louis is a significant transaction, not a minor transaction as submitted to the Board. Finally, the decision identifies several technical, minor issues that should be addressed in any revised application.”

In a Feb. 18 statement to Railway Age, UP Senior Director-Corporate Communications and Media Relations Kristen South said that the railroad has notified the STB “that we intend to refile our merger application with Norfolk Southern and remain fully committed to addressing their request for additional information. America’s first transcontinental railroad is supported by more than 2,000 stakeholders who understand how this end-to-end combination will enhance competition and deliver broad public benefits by shifting an estimated 2 million truckloads from the highway to rail, protecting union jobs and driving substantial cost savings.”

Further Reading:

• STB Heeds SCOTUS on UP-NS Merger
• STB Rejection of UP-NS Merger: A Delay, Not a Judgment
• For UP, a ‘Record-Breaking Year’ 
• UP-NS Merger Dominates MARS 2026 Winter Meeting
• TD Cowen: Lowering ’26 Expectations Amid Modest Shipper Optimism
• TD Cowen Railroad Roundtable: Soft Demand Amid Imminent Industry Transformation
• BNSF, CN, CPKC, CSX, NGFA: UP+NS Merger Application ‘Incomplete’
• Former Rail Executive: UP-NS Deal Likely to Get Done & Other Views
• Merging Lines – First Take on UP-NS Application
• How Railroads Can Deliver What Congress Promised: Better Infrastructure
• CPKC: UP+NS Merger ‘Not in the Public Interest’
• UP, NS Deliver 6,700-Page ‘Christmas Present’
• UP, NS Shareholders Greenlight Merger
• UP 3Q25: ‘Continued Improvements in Pursuit of What’s Possible’
• For NS 3Q25, ‘Strong Results’
• ASLRRA to Participate in STB Review of Proposed UP-NS Merger
• Is a UP-NS ‘Fix’ In? Don’t Bet on It!
• Why a Unified Rail Network Makes Sense
• A Rail Merger to Put America Back on Track
• UP’s Jalali: No Hiccups With NS IT Integration
• 64 Industry Organizations to the STB: ‘Proceed With Great Care’
• Ag-State Senators to STB: Be ‘Rigorous’ and ‘Comprehensive’
• BNSF vs. UP, Take Three
• Eliminating Paper Barriers is the Pro-Competitive Move
• Hoeven, Klobuchar to STB: ‘Closely Scrutinize’ UP+NS

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When Americans think about national defense, images of aircraft carriers, fighter jets or complex cyber systems often come to mind. What’s less obvious, but no less critical, is the role of freight rail and the railcar manufacturers that support the Department of Defense (DoD).

Companies like Ebenezer Railcar and its sister company, Liberty Railway Services, are part of the quiet but indispensable backbone that keeps the nation’s defense logistics moving. The Railway Supply Institute (RSI) sat down with Ebenezer Railcar’s CEO Jeffrey Schmarje and CFO Joel Marsh to dive into how a facility in West Seneca, N.Y., supports the DoD.

Purpose-Built Railcars for a Modern Military

Ebenezer Railcar has long provided purpose-built boxcars and flatcars tailored to the DoD’s transportation needs. As Schmarje explains, the company primarily works as a subcontractor, constructing highly specialized railcars designed to carry sensitive, oversized or mission-critical military materials. Sister company Liberty Railway Services plays an equally important role in supporting tank and equipment mobilization at Fort Carson in Colorado Springs and in providing preventive maintenance on DoD railcars operating in the western United States.

These are not everyday railcars. They are engineered to accommodate the weight, footprint and safety requirements associated with the military’s most valuable assets. And while the railcar builders rarely know exactly what the cargo is due to security protocols, they know it is essential.

An Industry the Public Rarely Sees, But Always Depends On

Many Americans may not immediately associate railcar manufacturers with national security. But as Marsh notes, the rail network is “the most efficient method for long-distance transport over land.” Whether it’s material to support the U.S. Navy, large-scale equipment or general supplies, freight rail quietly moves enormous volumes across the country.

During times of mobilization, most heavy equipment travels by rail to U.S. ports, where it is then deployed. Rail remains the most efficient and secure overland transportation method for bulky and sensitive assets. The system is so central to national stability that, as Schmarje points out, Congress and the administration have the authority to intervene to prevent freight rail strikes—underscoring how essential uninterrupted rail service is to America’s economy and readiness.

Incremental Advancements With Outsized Impact

Unlike some sectors of defense manufacturing where rapid breakthroughs are common, railcar innovation tends to be incremental but meaningful. Schmarje observes that structural requirements remain relatively consistent, but advancements increasingly focus on communications, telemetrics, GPS tracking and environmental monitoring. These technologies allow the DoD and its contractors to track railcar health, location, and conditions in real time. These are modern necessities for a military that relies on precision logistics.

Another example that Schmarje gives is the industry-wide shift toward stronger, lighter materials that can safely carry heavier loads. Traditional railcars built nearly five decades ago are nearing the end of their functional life. Most modern military-support railcars are now designed to be 286 thousand lbs., the current gross rail load standard, which is an increase from earlier generations of 263-270 thousand lb. cars. Each incremental improvement contributes to a more resilient and capable defense transportation network.

Many older heavy-duty flatcars equipped with triple-axle trucks are being phased out in favor of four-axle designs that allow for safer, more reliable operation. “That [current transportation method] has to be replaced with better technology and better equipment,” Schmarje said.

Looking Toward America 250: Preparing for the Next Generation

As the nation approaches its 250th anniversary, ongoing DoD modernization efforts will require new railcar fleets to support next-generation defense systems, such as submarines and aircraft carriers. Marsh observes that the components, materials and oversized structures that make these platforms possible must be transported. Companies like Ebenezer Railcar stand ready to support this effort.

Railcar manufacturers will continue evolving by strengthening materials, improving load capacities, modernizing monitoring systems and ensuring cars operate safely and reliably. These changes may not make headlines, but they are essential. Defense infrastructure doesn’t function without mobility, and mobility wouldn’t be possible without the rail system that quietly carries the weight of America’s security.

Railcar manufacturers may play a relatively small role in the DoD, but it’s one the country cannot do without.

This article first appeared on the RSI website.

The post Behind the Scenes of National Defense: How Railcar Manufacturers Strengthen America’s Strategic Readiness appeared first on Railway Age.

January 2026 loaded imports came in at 421,594 TEUs, 13% less than last year. Loaded exports landed at 104,297 TEUs, an 8% drop compared to 2025. The Port of Los Angeles handled 286,110 empty container units, 12% less than last year.

“There are several factors at play,” said Port of Los Angeles Executive Director Gene Seroka at a media briefing (watch, below). “First, we’re comparing January to 2025 elevated numbers when importers were scrambling to get cargo in ahead of tariffs. Second, inventories remain slightly higher, reflecting the earlier cargo surge and a more cautious restocking pace.”

“Finally,” Seroka added, “U.S. trade policy continues to keep everyone on edge. However, the American consumer has shown remarkable resilience. And purchase orders that go out three months in advance to Asia look stable, a good sign.”

Joining Seroka for the briefing was economist Chad Bown, a leading authority on tariffs and trade policy impacts. Bown discussed the expected U.S. Supreme Court ruling on tariffs, as well as what to expect on the trade policy front in 2026. 

Current and historical cargo data, including fiscal year-end totals, are available here.

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Union Pacific and Norfolk Southern informed the U.S. Surface Transportation Board on Feb. 17 that they intended to file a revised merger application on April 30. On January 16, the STB rejected the two railroads’ initial merger application for being “incomplete,” a major blow for what would be the largest rail merger in history. 

Among the issues the STB identified in the initial application was an incomplete market analysis. For example, UP and NS stated that it would take three years for the merger’s increased traffic benefits to be realized. However, the application did not provide an analysis of the traffic levels three years in; it only showed what they would be on the first day of the combination. Additionally, applicants are legally required to provide copies of “Any contract or other written instrument entered into, or proposed to be entered into, pertaining to the proposed transaction.” However, UP and NS included only the “Agreement and Plan of Merger,” not the full contract. 

The STB’s decision was a win for BNSF Railway, Canadian National, CPKC, and CSX Transportation, which have all been speaking out against the UP-NS combination. One of their chief complaints was that the merger application was incomplete, preventing a full evaluation. 

—Justin Franz 

The post Revised US-NS Merger Application to Drop April 30 appeared first on Railfan & Railroad Magazine.

RailPros

Eric Sifferlen has been named Senior Vice President of Corporate Development at Irving, Tex.-based RailPros, which offers signal and communications training and certification, turnkey program delivery, and alternative delivery execution, engineering, field services, total right-of-way management, project management, training, and technology solutions for freight, passenger, and transit rail-related clients across North America.

With more than two decades of experience in mergers and acquisitions, including oversight of 20-plus successful multimillion dollar transactions, Sifferlen has navigated deals in both private equity and public companies across a broad range of industries. He holds a Bachelor of Science degree in mechanical engineering from the United States Naval Academy, and a Master of Business Administration from the University of Pennsylvania. Sifferlen is also a veteran of the U.S. Navy.

“Eric’s addition to the team will enable us to continue to partner with founder-led firms, as well as business enterprises of all sizes across North America,” said Kendall “Ken” Koff, CEO of RailPros. “His expertise will help us to successfully acquire and integrate companies with in the E&A, Safety, and Field Services areas that, in turn, will allow us to expand our services to our growing group of clients.”

“The rail industry continues to play a vital role in North America’s infrastructure,” Eric Sifferlen said. “I look forward to working with the RailPros executive team and partnering with complementary companies within the railroad ecosystem by combining our respective capabilities and resources to better serve customers, drive shared value, and deliver improved outcomes.”

In related developments, RailPros earlier this month completed its acquisition of Diverging Approach, Inc., a railway system contractor based in Williamsburg, Va. In 2025, it acquired St. Louis-based Design Nine, Inc., and opened offices in Kansas City, Mo., and Toronto, Ontario, Canada.

Michael Baker International

Farzad Moghbel has joined Pittsburgh, Pa.-based Michael Baker International as Vice President of Technology Products. He will lead end‑to‑end product strategy and execution, ensuring technology services are aligned with business goals, market trends and customer needs. He will also coordinate across the engineering, consulting, and digital solutions firm and its family of companies, and work to modernize across cloud, infrastructure, and data systems while strengthening security and expanding AI capabilities.

Moghbel has nearly a decade of technology and product leadership experience. Most recently, he was Hexagon’s Cloud Strategy-Technical Product Manager. He has also served as Lead Technical Product Manager at Mimik Technology, where he led AI and digital platform modernization initiatives.

Moghbel studied Design Thinking at the MIT Sloan School of Management and Full-Stack Software Development at the University of Toronto. He holds a Master of Science degree in engineering from the University of Ottawa.

“For more than 85 years, Michael Baker has pioneered progress and shaped the infrastructure that supports communities nationwide,” said Rod Malehmir, Chief Technology Officer at Michael Baker International. “Precision, efficiency, and resilience are at the core of our technology‑driven approach, and Farzad’s leadership will help us continue delivering innovative solutions that create lasting value for our clients.”

Separately, Michael Baker International last year hired Kevin Reed as President and Chris Peters as Chief Operating Officer; Mike Salmon as Regional Practice Lead–Design-Build; and Devendra Kumar as Chief Information Officer. 

HNTB

Greg Boulanger has taken on the role of Carolinas Office Leader at HNTB, succeeding Spencer Franklin, who was promoted to HNTB Mid-Atlantic Division Operations Officer. Boulanger will lead “multidisciplinary professionals in delivering transportation and infrastructure solutions throughout North Carolina and South Carolina while advancing mobility, long-term regional growth and client partnerships,” according to the firm.

HNTB’s recent work in the area includes North Carolina Department of Transportation’s (NCDOT) Hurricane Helene recovery program, Charlotte Area Transit System’ (CATS) LYNX Blue Line Extension, Clemson University’s women’s sports‑focused expansion complex, NCTA’s Complete 540 project, CLT’s North End Around Taxiway Program, and Dorchester County’s US Highway 17A Widening Project, among others.

With more than 27 years of experience managing complex transportation programs and leading high-performing teams, Boulanger has been involved in transportation projects across the Carolinas and the East Coast valued at a total of nearly $30 billion. His experience includes planning, design, program management, and construction management assignments for the Charlotte Douglas International Airport, CATS, NCDOT, and North Carolina Turnpike Authority.

Since joining HNTB in 2008, Boulanger has served in key leadership roles on major highway, transit, and aviation initiatives. Most recently, he served as Charlotte Group Director, overseeing teams and initiatives that supported regional growth, long‑term vitality, and evolving client needs.

Boulanger holds a bachelor’s degree in civil engineering from the University of Hartford and is a registered licensed professional engineer in North Carolina. He also serves on the board of trustees for the Charlotte Regional Business Alliance.

“Greg is a collaborative, client-focused leader with a deep understanding of the Carolinas market and the transportation investments shaping its future,” said Bryan Jones, HNTB Mid-Atlantic Division President. “He has a proven track record of translating strategy into results and mentoring high-performing teams to deliver for our clients.”

“I’m honored to lead HNTB’s offices across the Carolinas and build on the strong foundation our teams have established across the region,” Boulanger said. “With continued growth and investment under way, I look forward to working closely with our clients and partners to deliver infrastructure solutions that support mobility, economic development and quality of life throughout the Carolinas.”

Earlier this year, HNTB appointed Alicia Leite as a senior associate to help expand the firm’s transit planning practice; Kimberly Lesay as Transportation Planning Practice Consultant; and Michael Mangione as New York Office Leader.

The post People News: RailPros, Michael Baker International, HNTB appeared first on Railway Age.

Michigan State University Eli Broad College of Business, Center for Railway Research and Education (CRRE) is debuting a conference, Rails to the Future: 200 Years of Progress, Building What’s Next, at the MSU Troy Conference and Event Center, Troy, Mich., May 11-13, 2026. Railway Age is the official media sponsor.

“Building on the success of the MSU CRRE brand, we are launching a new conference that celebrates 200 years of rail innovation while charting the course for the industry’s next era of growth,” says Valerii Kucherenko, MSU Director of Railway Education and its Railway Management Certificate Program. “This initiative is designed to engage a broad audience—from established railroads to shippers who have experience in shipping by rail and those who are yet to explore rail as part of their logistics strategy. The conference will serve as a platform for dialogue, innovation and partnership, connecting history with forward-looking solutions. It represents an opportunity to expand industry knowledge, foster new partnerships, and support modal shift strategies that align with rail industry growth.”

Key themes and topics include “Rail’s 200-Year Legacy: Lessons for Today’s Supply Chains”; “Fundamentals of Freight Rail Logistics for New Shippers”; “Cost, Efficiency, and Sustainability Comparisons”; “Infrastructure, Access, and Policy Considerations”; and “Case Studies: Successful Rail Conversions and Growth Stories.” The agenda includes panels with Industry leaders, current and retired:

Additional Information is available through this link.

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