Prototype News

The Altoona (pictured, top) is the latest locomotive in the NS Landmark Series, which pays tribute to the communities—and railroaders—“who keep America moving.” The Class I unveiled the unit on Feb. 16 via social media.

“Fresh out of our Juniata Locomotive Shop in Altoona, PA, this unit was crafted and painted by the railroaders who live and work in the town—adding an extra layer of pride to a locomotive that honors the people and the places that built America and helped shape our railroad’s story,” NS reported online.

NS rolled out the first two Landmark Series units last fall. The Birmingham and the Atlanta (SD70IACs 1230 and 1231; see above and below) pulled NS business cars for a special event supporting Hope Atlanta. The railroad in 2025 raised and donated $600,000 to advance the nonprofit’s mission: to serve people experiencing or at risk of homelessness.

The three Landmark Series locomotives are traveling NS’s 19,500-plus route-mile network spanning 22 states and the District of Columbia; they operate in freight revenue service or lead the railroad’s Office Car Special (OCS) train.

NS’s Juniata shop also paints Heritage schemes on locomotives. The newest unit, EMD SD70ACe No. 1080, honoring predecessor road Delaware & Hudson, debuted last spring. It joined a fleet of 22 Heritage units, “each a moving tribute to the railroads that built NS,” the company said.

For more on the shop, read: Mechanical Marvel.

$3.8M Growing Alabama Grant to Launch Rail-Served Commerce Park in St. Clair County https://t.co/gQLqTUIeS2 via @ExpansionSolMag @MadeinAL @GovernorKayIvey @bhmbizalliance @nscorp

Meanwhile, a $3.8 million Growing Alabama grant is going toward the development a new NS-served industrial park in Springville.

“The St. Clair County Economic Development Council (EDC) announced the award, which will fund site clearing and preparation for the new commerce park located along the Interstate 59 corridor,” according to an Expansion Solutions Magazine report, which NS shared via social media on Feb. 16. “The project is supported through a partnership among the City of Springville, the St. Clair County Commission, the Industrial Development Board of St. Clair County, the State of Alabama and private donors, including Norfolk Southern.”

According to state and local leaders, “the investment represents a strategic move to increase Alabama’s portfolio of development-ready, rail-accessible sites,” the magazine said.

“We’re proud to champion St. Clair County’s vision for building an industrial hub on Norfolk Southern’s rail network,” NS Senior Manager of Industrial Development Tyler Preast was quoted as saying. “Rail connectivity helps attract forward-thinking companies and supports the creation of high-quality jobs.”

NS customers in 2025 advanced more than 60 industrial development projects, representing $7.7 billion in investment for new or expanded rail-served facilities along NS and partner short line routes in the Southeast and Midwest.

NS is also welcoming applications for its Community Impact grant program through Aug. 3.

Any eligible tax-exempt organization can apply for a:

• Safety First Grant: Focused on advancing safety in NS communities, grants are up to $15,000 for first responders and organizations “working to prevent and prepare for emergencies, ensuring community safety, including education and awareness, response readiness, mitigation of criminal activities and disaster relief,” according to the railroad.
• Thriving Communities Grant: Dedicated to “fostering economic opportunity, vibrant community life, and equitable access to essential resources,” the grants are up to $50,000, NS said.

Since launching in 2023, the Community Impact Grant program has provided more than $17 million in support.

• NS: ‘Reliable Service, Measurable Safety Gains’
• NS Issues 2025 Safety Report
• Nine NS-Served Industrial Properties Recognized by National REDI Sites Program

“The BNSF network is in solid condition, with service performance continuing to strengthen following January’s winter weather,” the Class I reported Feb. 13 as part of an online customer notification. “As we move further into February, key operating metrics are trending positively [see above]. Average car velocity has increased 2% compared to both last week and last month. Terminal dwell has improved by more than 8% week over week and nearly 5% month over month. Additionally, local service compliance has strengthened and now exceeds 90%.”

For a January operational performance update, click here.

• Delivering on Our Service Promise: 2025 One of BNSF’s Best Years
• STB Seeks More Details on Proposed Maverick County, Tex., Line
• For BNSF, a $3.6B Capital Plan

AESS technology is part of CSX’s “broader strategy to lower operational costs, improve fuel efficiency, and promote environmental sustainability,” the Class I railroad reported Feb. 16 as part of a technology spotlight. (See video, above.) It automatically shuts down locomotives when not in use and restarts them when operations resume, minimizing unnecessary idling.

“In 2024, the CSX Mechanical team introduced the AESS Assist system, an enhancement that improves shutdown performance and provides additional battery support during engine cranking,” the railroad said. “This innovation delivers fuel and cost savings, boosts fuel efficiency, and reduces emissions. The added battery support is also expected to extend battery life over time.

“CSX, in collaboration with Wabtec, has also implemented software upgrades to the AESS platform. These enhancements extend the allowable engine shutdown time without requiring idling, further cutting fuel consumption and emissions.”

To learn more about AESS and CSX’s sustainability initiatives, read the latest CSX Sustainability Report.

• For CSX, $670MM Power Upgrade Order
• CSX 4Q, Full-Year ’25: ‘Challenging Year’

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

Total intermodal volume fell 2.0% year-over-year in fourth-quarter 2025, the Intermodal Association of North America (IANA) reported Feb. 16. While domestic container originations grew 2.2%, international containers declined 4.7%, and trailers dropped 23.1%. For the year, total volume rose 2.3%.

“While aggregate intermodal volume weakened 2.0% year-over-year for Q4 2025, the domestic market actually decoupled from this trend, showing 2.2% growth,” said IANA Director of Economics Andrew Sibold. “This stands in sharp contrast to the 4.7% drop in international containers.”

According to IANA, only three of the seven highest-density trade corridors, which collectively handled more than 60% of total volume, were up in fourth-quarter 2025. The Trans-Canada jumped 10.8%; the Northeast-Midwest increased 3.0%; and the intra-Southeast edged 0.8% higher. The South Central-Southwest lost 4.3%, and the Midwest-Southwest contracted 9.9%. The Southeast-Southwest and the Midwest-Northwest delivered 12.9% and 19.7% less volume, respectively.

Total IMC volume was down 6.8% year-over-year in 4Q25, with intermodal loads off 2.8% and highway traffic 12.8% to the negative.

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The integration, which “reflects a shared focus between Standard Rail and Tratics on embedding pricing intelligence across the rail logistics workflow,” means that a shipper evaluating a new distribution point can now “compare rail access, available services, and estimated freight costs across multiple locations in a single session—a process that previously required separate outreach to carriers, brokers, and service providers.” Estimates are generated instantly within the platform and are intended for planning and feasibility purposes.

According to the company, “rail freight cost has historically been one of the last variables a shipper learns about—often weeks into a planning process, and only after location, access, and service decisions have already narrowed. By the time a rate estimate arrives, the window for considering rail at all may have closed.”

The Tratics integration addresses this directly, Standard Rail noted. Rate context is now present from the start of the planning process, embedded alongside the infrastructure and service data that SIDINGS already provides. The feature does not provide live carrier pricing or initiate commercial negotiations; it is built to inform early-stage decisions about whether and where rail makes economic sense.

“Until now, you found the location, found the service, then started a separate process just to find out if rail pencils out. That’s backwards,” said Standard Rail CEO Robert Skarzynski. “Now the cost picture is there from the start.”

“We at Tratics are always looking for ways to simplify rail logistics for shippers,” said Tratics CEO Nderim Rudi. “Making Tratics rates available within the SIDINGS workflow is a great way to move the needle forward in our mission.”

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The Siemens Mobility trainset, which will be in regular rotation through July 2026, features a patriotic wrap that “transforms each coach into a moment in America’s story, creating a striking rolling timeline,” according to the railroad that covers 235 miles between Miami and Orlando (see map below and scroll down for fact sheets). It also “reflects national pride, progress, and the people who move our communities forward.”

The Freedom Express’ inaugural ride included “local community heroes,” as well as community stakeholders, partners, and transportation advocates, according to Brightline. (Download video below.)

The following historic moments are depicted on the trainset:

“Brightline is honored to help lead this national celebration and mark a pivotal moment in how America connects and moves,” Brightline Florida CEO Patrick Goddard said. “This is one of the most meaningful and visually powerful train wraps yet, and we’re proud to share it with communities across the state of Florida.”

“America’s 250th anniversary is an opportunity to reflect on the moments that have shaped our nation and the people who continue to move it forward,” said Jen Condon, Executive Vice President at America250. “Brightline’s Freedom Express offers a compelling way to share that history with communities across Florida, and we’re proud to partner with them to commemorate this milestone.”

Brightline reported that it will team throughout the year with groups marking America’s 250th, including HistoryMiami, which will offer riders the opportunity to see the original Bill of Rights.

Other railroads and organizations have recently kicked off the 250th anniversary with celebrations of their own. New Jersey Transit, Sierra Northern Railway, and North Shore Railroad Company & Affiliates are among those that have rolled out specially painted locomotives, and Union Pacific announced its first-ever coast-to-coast steam tour led by Big Boy No. 4014 and including its newest locomotive, No. 1776 – America250. Also, the B&O Railroad Museum has unveiled the restored American Freedom Train No. 1 (AFT No. 1), one of three locomotives that powered the 1975-76 American Freedom Train.

• Brightline: Something Different on the Rails
• Brightline Loses Nearly $550MM in 2024, but Keeps on Going
• Brightline Financial Woes Continue

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BLET’s new contract with GWR, a subsidiary of OmniTRAX that operates more than 80 miles of track throughout Colorado and interchanges with BNSF and Union Pacific (UP), provides pay increases, paid sick leave days, and protects the members’ health and welfare benefits, according to the union.

The negotiating team consisted of BNSF (former ATSF) General Chairman Rob Cunningham, BNSF-ATSF Vice General Chairman Jeremy McFather, Division 256 Local Chairman Mike Dunkelberger, and National Vice President Bill Lyons.

The BLET first organized the GWR property in 2003. Its members belong to Division 256 in Denver, and they are represented by the BNSF (former ATSF) General Committee of Adjustment for purposes of contract negotiations and enforcement.

The BMWED’s new deal with Vassar, Mich.-based HESR, includes a compounded wage increase of 18.1% over four years, along with vacation and paid time off improvements. The 18 members of the HESR, which is comprised of 331 operating miles, mostly in Michigan’s “Thumb” region and has interchanges with CN, the Great Lakes Central and Lake State Railway, and was acquired by Genesee & Wyoming (G&W) in 2012, are members of the Brotherhood’s Allied Federation.

“We are proud to report that the members of the Huron and Eastern have locked in improvements to their wages, benefits and working conditions on that property,” Allied General Chairman Brian Thompson said. “Throughout this process, the members were engaged, responsive and provided significant input to the bargaining table. Their involvement was paramount in securing this contract and I commend them for their diligence.”

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The Izaak Walton Inn, a historic railroad lodge at the edge of Glacier National Park in Montana, will close on March 1, as a result of “significant” financial issues for its Washington-based owner. 

The Flathead Beacon reports that LOGE Camps, which has owned the lodge since 2022, is shutting down all of its properties after its board of directors decided the company lacked enough funds to keep operating. Although the company hasn’t made any official statements about its situation, except to say that some properties would close, internal emails reviewed by the newspaper showed that the company was in serious financial trouble. 

The lodge is situated along BNSF Railway’s former Great Northern Railway main line through northwest Montana and has long been a favorite among railroad enthusiasts. The GN partnered with the Addison Miller Company to build the hotel in 1939 to accommodate the crews needed to keep its main line over Marias Pass open during winter. In recent years, the mountain hamlet has become a popular spot for cross-country skiers, although the railroad still houses crews at the inn to support winter operations. Along with the historic hotel, several cabooses and an EMD F45 have been converted into cabins on the grounds. Amtrak’s Empire Builder also stops near the inn.

After LOGE Camps bought the inn in 2022, it underwent a major renovation before reopening in late 2024. 

—Justin Franz 

The post Montana’s Izaak Walton Inn to Close appeared first on Railfan & Railroad Magazine.

by David Honan/photos by the author

Maintenance Supervisor Russ Wentworth faced a daunting challenge — with little advance notice, the sole mechanic at Washington’s Yakima Valley Trolleys was tasked with preparing an ancient fleet of interurban vehicles for what could be their final main line runs. His expertise meant putting in long hours in an unheated carbarn with vehicles that hadn’t been on the street in years, but “Uncle Russ” unhesitatingly poured all his energy into the assignment.

Why the urgency for unanticipated wintertime operations? The trolley museum unexpectedly found coal in its stocking during the 2025 holiday season, when the Yakima City Council declined to approve a negotiated operating agreement for 2026 and ordered the volunteer-run organization to cease operation of the city-owned equipment and facilities on December 31. Acknowledging a stark possibility that this might be the last opportunity to operate its historic vehicles and street trackage, museum leadership swiftly organized an event to celebrate more than a century of electric railway operation in the city.

Yakima Valley Trolleys (YVT) is the preserved remnant of Yakima Valley Transportation Company (YVTC), which was founded in 1907. Starting as a streetcar line serving downtown Yakima, the company was acquired by Union Pacific predecessor Oregon-Washington Railroad & Navigation Company in 1909 with a goal of tapping the fertile agricultural resources of the region. Eventually, the system comprised more than 40 route-miles radiating into surrounding communities, providing interurban passenger service and feeding freight traffic to the national rail network. Regular passenger service ended in 1947, and the remaining streetcars were scrapped or sold. Freight service continued until Union Pacific filed for abandonment in 1985 due to declining traffic.

ABOVE: The carbarn’s machine shop tools are still driven by belts connected through a clutch system to the wall-mounted line shaft. Open doors on car 21 invite guests to tour the rare Brill model.

Aside from streetcars, YVTC acquired relatively few pieces of operating equipment over the years. Notable in the fleet were locomotive A, built in 1911 as a freight motor and subsequently converted to a line car for overhead wire maintenance; steeple cab 298, ordered from General Electric in 1922, and the line’s primary locomotive for more than 60 years; and three Brill Master Unit trolleys acquired in 1930. All five of these historic vehicles remain on the property today, though two of the trolleys have been relegated to parts donors.

In 1974, recognizing the opportunity to establish a tourist attraction, the city of Yakima restarted passenger service using two streetcars purchased from
Oporto, Portugal. Running jointly with Union Pacific’s freight trains, train orders were posted in the carbarn, and trolley motormen had to obey them. The success of this operation led to Union Pacific donating the remaining YVTC trackage and equipment to the city upon cessation of freight service. The trolley barn and powerhouse were initially leased to the city, with outright purchase completed in 2008. The trackage remaining comprises approximately a half-mile along Pine Street, and three-and-a-half miles along 6th Avenue and across the Naches River into the city of Selah.

ABOVE: The crest of the hill is behind them as locomotive 298 and line car A rumble along Pine Street with cabs full of excited riders.

Since 2001, the interurban lines have been run by the nonprofit organization Yakima Valley Trolleys under an agreement to use the Yakima-owned facilities and equipment in exchange for providing both infrastructure and vehicle maintenance. The museum’s operations are primarily funded by ticket sales, private donations, and grants.

Challenges
Scott Neel has been volunteering on the trolleys for more than 40 years. He grew up a block from the YVTC main line in Selah and joined the museum to earn a Boy Scout merit badge. He explains the importance of the railroad in shaping the path of his life: “As a kid, I was inspired by a big yellow locomotive running down the middle of the street. Today, I’m not only the motorman on that same locomotive, but I’m also a licensed mechanical engineer, in part because of how my imagination was inspired by the YVT and the people who operated it.”

During his tenure at the museum, Neel has served in nearly every role that exists, from flagman to director, and has held a motorman qualification since 1990. There is no shortage of pride when he relates that the organization’s preservation efforts allow visitors to experience how interurban transportation functioned a century ago. He notes that despite being something of a shoestring organization, the museum consistently delivered results from funding opportunities. These long-term successes positioned it to secure a $499,000 grant for crucial work to stabilize and repair the carbarn…

The post Yakima Valley Trolley Finale? appeared first on Railfan & Railroad Magazine.

by Ken Edmier/photos by the author

French journalist Jean-Baptiste Alphonse Karr coined the phrase, “The more things change, the more they stay the same.” The ownership of one of the most beautiful subdivisions of any railroad may have changed on January 1, 2024, but the trains still run along the same towering mountains, cross rivers and streams on majestic bridges, and move freight through scenic vistas as they have for more than 140 years. Welcome to BNSF’s 4th Subdivision along the Clark Fork River in Western Montana.

Northern Pacific Heritage
The Clark Fork River runs almost 350 miles from Warm Springs, Mont., to Lake Pend Oreille, just west of the town of Clark Fork, Idaho. Northern Pacific construction crews arrived at Clark Fork in 1882 and built east along the Clark Fork River to Paradise, Mont. From Paradise, the line followed the Flathead and Jocko rivers and then down Evaro Hill, reaching Missoula, Mont., in summer 1883.

In 1891, NP built a branch line from Missoula to reach the mining town of Wallace, Idaho, following the Clark Fork River from Missoula to St. Regis, Mont. The 2.2 percent grade of Evaro Hill became a headache for NP, so a new connecting link between St. Regis and Paradise was surveyed. The new main line to Paradise via St. Regis was opened in 1909, often referred to as the river line.

ABOVE: A westbound manifest crosses the Clark Fork River near Donlan, Mont., on September 28, 2020. Additional support bridge members were added in 1990 to strengthen the bridge to handle increased railroad tonnage.

This new route was 20 miles longer, but excellent engineering limited the grade to 1 percent westbound and 0.5 percent eastbound. The new route also required five more crossings of the Clark Fork River, most through rugged mountain terrain. NP utilized the river line for most freight trains while still using the Evaro Hill line for passenger trains. The lines became part of Burlington Northern in 1970 and were leased to Dennis Washington in 1987 to become part of Montana Rail Link. In early 2022, BNSF and MRL announced the early termination of the lease agreement, bringing these lines under BNSF control in 2024.

Heading to St. Regis
Interstate 90 roughly follows the 4th Sub between Missoula and St. Regis. Leaving Missoula, the control point at DeSmet allows access over Evaro Hill via the 10th Subdivision. At Schilling, Mont., 13 miles west of Missoula, the remnants of a paper mill remain. Before closing in 2010, the mill was a major source of traffic for the railroad.

Continuing west, the railroad crosses the Clark Fork River at Huson, Mont., and follows the southern bank of the Clark Fork River until St. Regis. Of interest, the old roadbed of The Milwaukee Road’s Pacific Extension can be seen in many places along the north side of I-90. Located approximately 41 miles west of Missoula near Rivulet, Mont., the tracks cross over Fish Creek. This dramatic 576-foot-long trestle, located in the Fish Creek State Park, crosses over Fish Creek right before it flows into the Clark Fork River. Hiking the surrounding hillside affords spectacular views of the bridge and surrounding mountains.

ABOVE: On a wintry January 28, 2022, a westbound loaded coal train crosses over Big Beaver Creek as it flows into the Clark Fork River at Trout Creek.

At St. Regis, both the railroad and the Clark Fork River turn north, passing under I-90 and the old Milwaukee Road railroad bridge; this is where the new line to Paradise left the original branch line to Wallace. In 1933, NP abandoned its own branch line between St. Regis and Haugan, Mont., after flooding took out major portions of the line, in favor of trackage rights on the parallel Milwaukee Road, and a new connection was built at St. Regis. The branch line from St. Regis to Wallace was abandoned by BN on September 2, 1980.

New Line to Paradise
The new 21-mile line from St. Regis to Paradise travels through the Lolo National Forest and was designed to the highest engineering standards, featuring five bridges over the Clark Fork River, three tunnels, and a maximum grade of 0.5 percent. For westbound trains, the line actually heads geographically northeast to Paradise.

Montana State Highway 135 parallels much of the railroad, with numerous vistas and pull-offs to view the line. The Peninsula Dispersed Campground and Recreation Area allows water level viewing of two of the five bridges over the Clark Fork River. The Muchwater Campground and Recreation Area allows for camping along the Clark Fork River with the railroad located just across the riverbank.

ABOVE: On September 24, 2021, an eastbound empty coal train crosses the Trout Creek causeway on a beautiful fall afternoon.

Paradise is the junction of the 4th Subdivision via St. Regis with the 10th Subdivision via Evaro Hill. Trains enter the junction over the last of the five bridges over the Clark Fork River. Today, the station is used by maintenance-of-way crews and the small yard is used to store idle freight cars, usually empty tank and Boeing flatcars. Paradise was also home to a tie plant built by NP in 1910, which continued in operation until it was destroyed by fire in 1982…

The post BNSF Along the Clark Fork River appeared first on Railfan & Railroad Magazine.

After just shy of one year on the job, Railway Supply Institute (RSI) President Jim Riley on Feb. 13 unexpectedly was dismissed, RSI Board Chair and Progress Rail Executive Vice President Freight Car Services Greg Dalpe announced to members.

“Over the past year, our industry has faced a volatile period defined by uneven economic recovery, complex geopolitical trade topics, industry consolidation and upcoming surface transportation legislation. During this period, the Board of Directors has been revisiting strategic priorities and have come to the decision that there is the need for a leadership change to better support our short and long-term goals. We are appreciative of Jim’s leadership and contributions over the past year and wish him the best in future endeavors.”

RSI Vice President Government & Public Affairs Ashley Shelton became Acting President, effective immediately.

“RSI has achieved a lot over the past five years with our focus and work on advocacy and effectively supporting a wide range of technical committees to deliver on our mission to proactively advance safety, innovation, technology, and sustainability within the rail industry,” Dalpe said Now is the time for RSI to advance our strategic priorities to be able to continue our work and ensure we are supporting all of the constituents we serve and represent in our industry. I am working closely with the Board of Directors and Smithbucklin to search for a permanent replacement. We will share updates on this process and remain fully committed to sustaining RSI’s current momentum throughout this transition.”

 RSI is managed by Smithbucklin, a professional services company serving non-profits and industry associations.

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Virginia leaders from Arlington, Fairfax, and Loudoun counties and the cities of Alexandria, Fairfax, Falls Church, and Manassas along with Maryland leaders from Montgomery and Prince George’s counties and cities of College Park, Greenbelt, and Rockville recently endorsed the DMVMoves Task Force recommendations “to increase regional funding to WMATA’s annual capital budget by $460 million and to index the new funding to grow at 3% annually to address inflation and support a revolving bond program.”

The DMVMoves initiative brought leaders in the District of Columbia, Maryland, and Virginia together in May 2024 to develop a unified vision for the region, “delivering a more efficient, reliable, and seamless experience for transit users across all three jurisdictions,” according to the agency. After concluding 18-months of work groups and meetings, a historic vote in November by Washington WMATA and Metropolitan Washington Council of Governments (COG) boards endorsed future dedicated funding for the agency and recommendations to better integrate the region’s 14 transit operators, including WMATA, MARC, VRE, and local bus systems. 

“We appreciate Virginia and Maryland leaders’ collective show of support to ensure America’s Metro System continues to deliver the world-class service our region deserves,” said WMATA General Manager and CEO Randy Clarke. “Metro’s future is bright, and I am confident with this new dedicated funding indexed to grow, we will continue to deliver the service this region deserves.”  

All jurisdictions are now working through their governing boards and legislative sessions to identify how to advance the DMVMoves recommended capital funding investment.

The DART Board of Directors on Feb. 10 voted on a resolution that “proposes a new governance and funding model for its 13 member cities,” according to a KERA report.

Under the new model, according to the report, “each city would get a seat on the board as opposed to some seats being shared by a single member. That would reduce the city of Dallas’ majority on the board to 45%. It would also implement a program that would return sales tax contributions to member cities over the course of six years.”

“For our organization to try to be a regional organization, and not just our services, but how we address the concerns of our 13 cities, I felt it would be best that for both governance and for funding that we approach both problems with a regional solution,” said DART Board Chairman Randall Bryant.

The resolution on the new funding model passed in a 14 to 1 vote, with Dallas and Cockrell Hill representative Enrique Macgregor voting against it, according to the KERA report.

The vote comes after Plano’s City Manager announced Feb. 9 that the city is “considering DART’s proposal.” The Plano City Council tabled a decision on a rideshare service that would have replaced DART if voters chose to withdraw in the May 2 election, according to the report.

The new proposal, KERA reports, “also calls for DART and the North Central Texas Council of Governments to create a new transit authority for all commuter rail lines in North Texas. That authority would then operate DART’s Silver Line, Trinity Metro’s Trinity Railway Express, TEXRail and Denton County Transit Authority’s A-Train.”

The Regional Transportation Council (RTC), which represents various local governments and entities on transportation matters, would also provide funding to cities under the new model, according to the report.

DART, KERA reports, “is also going to seek additional funding through a local effort for a new vehicle registration fee, depending on state legislation. The board will vote on specific language in an interlocal agreement later this month.”

The RTC was expected to vote on its participation in the new funding model with DART on Feb 12.

Withdrawal elections in six member cities—Addison, Farmers Branch, Highland Park, Irving, Plano and University Park—are still scheduled for May 2. Cities have until March 18 to rescind the elections.

After news of a recent MOU, which was signed Jan. 20, between Canada’s Building Trades Unions, the Building Trades of Alberta and Friends of CABR, Mayor Morgan Nagel said, “he is excited about the [C$2.6 billion] project and what it could mean for Cochrane,” according to a Cochrane Eagle report.

“The Calgary–Banff rail project presents a truly transformational opportunity for Cochrane,” Nagel said. “Essentially, this train would mean Cochrane suddenly has a real and thriving tourism industry. From there, I think the world may realize that Cochrane’s unique western identity can provide an experience that nowhere else can offer.”

According to the report, Nagel said the project “could create opportunities for hotels, restaurants and entertainment businesses, attracting visitors not only from neighboring communities but from across Canada and internationally.”

“One of our top priorities in Cochrane is supporting local businesses and attracting new major job creators,” he said. “If we can get a train connecting Cochrane to the Rockies, it will unlock a new paradigm for our tourism industry.”

Friends of CABR Executive Director Bruce Graham said the Calgary-Banff proposal “stands out among rail projects in Canada due to its relative affordability and readiness to proceed,” according to the Cochrane Eagle report.

Graham, according to the report, added, that the key advantage of the Calgary–Banff proposal “is its use of an existing Canadian Pacific Kansas City (CPKC) rail corridor.”

“There’s a lot of added cost and time involved in creating a new corridor,” he said. “What we’re doing is adding a rail line within an existing, disturbed rail corridor that CPKC already has secured.”

Despite that advantage, including only building 20 of the 150-km-proejct, Graham said “the province appears to be leaning toward a high-speed express option that would bypass several communities, including Cochrane,” the Cochrane Eagle reports.

For now, the Cochrane Eagle reports, “project proponents and Friends of CABR are awaiting an announcement from the province on which direction it will take. Meanwhile, the Town of Cochrane continues to advocate for the Calgary–Banff rail proposal.”

“When it comes to Cochrane, our first focus is making sure it happens,” Nagel said. “We’re doing everything we can to encourage stakeholders and decision-makers to get behind this project, and it’s something we’re talking about and working toward on a weekly basis.”

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HNTB on Feb. 12 reported hiring Alicia Leite as a senior associate to help expand the firm’s transit planning practice, as well as its client relationships across the Northeast and nationally.

With experience in public transportation planning, customer experience, transit service planning, and organizational strategy, Leite served most recently at WSP as Assistant Vice President, Advisory Services. She also spent more than ten years at the Connecticut Department of Transportation (CTDOT), where she held several senior leadership roles within the Bureau of Public Transportation.

While at CTDOT, Leite oversaw customer experience, marketing, and planning functions across rail, bus and paratransit services statewide. She led the creation of the department’s Customer Experience (CX) Unit and directed development of the Statewide Customer Experience Action Plan, working closely with transit districts, rail operators, advocacy organizations and community stakeholders. Her work focused on improving rider satisfaction, accessibility, equity and consistency across Connecticut’s multimodal transit network. Leite also played a key role in advancing mobility innovation and transit technology, including authoring and helping to secure a SMART grant from the U.S. Department of Transportation for the Connecticut Integrated Transit Mobility Project. This initiative supported open payments, unified fare strategies, and the identification of a statewide mobility application, positioning Connecticut as a leader in customer-focused transit modernization, according to HNTB. In addition, Leite managed and supported bus service planning, service expansion, fare equity analysis and federal transit programs.

Leite’s background also includes work on rail start-up support, bus rapid transit, grant-funded pilot programs and public engagement for major transit initiatives.

She is a graduate of the American Public Transportation Association’s Emerging Leaders Program and serves as a national mentor. Recently, Leite was appointed to a two-year term on the APTA Emerging Leaders Program committee. She is an active member in the Connecticut chapters of WTS and the Conference of Minority Transportation Officials (COMTO).

Now as HNTB’s senior associate in transit planning, Leite will “partner with transit agencies to deliver strategic transit planning, customer experience programs, service planning, organizational assessments, and mobility innovation initiatives that enable agencies to meet evolving rider expectations and long-term operational goals,” according to the firm.

“Alicia brings a rare combination of public-sector leadership, customer experience expertise and hands-on transit planning experience,” said Jake Argiro, Connecticut Office Leader and Vice President at HNTB. “Her work at CTDOT, including statewide customer experience initiatives and federal innovation grants, aligns directly with what our clients need as they modernize systems and respond to changing customer expectations. She will be instrumental in growing our transit planning capabilities.”

“Joining HNTB gives me the opportunity to continue working alongside transit agencies and improve how people experience public transportation,” Leite said. “My career has focused on putting riders first through thoughtful planning, customer experience and innovation. HNTB’s collaborative approach and strong transit practice create an ideal platform to help agencies deliver meaningful, lasting improvements.”

Separately, earlier this year, Kimberly Lesay joined HNTB as Transportation Planning Practice Consultant, and HNTB Senior Vice President Michael Mangione became the firm’s New York Office Leader.

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The firm reported that U.S. container import volumes totaled 2,318,722 twenty-foot equivalent units (TEUs) in January, down 6.8% year-over-year but slightly above the six-year average for the month and posting modest gains over December. U.S. East and Gulf Coast ports increased their share of total imports to 40.8%, up from 39.3% in December, “reflecting the ongoing return of freight volumes to the East Coast as Red Sea trade routes reopen and imports from Europe, Africa, and South America increase.” China-origin imports increased 9.3% from December but remain approximately 22% below 2025 levels. While the largest percentage gains of China-origin imports were observed at the Port of Houston, multiple West Coast gateways, including Los Angeles/Long Beach, Oakland, Tacoma, and Seattle, recorded month-over-month gains.

Industry analysts interpret muted pre-Lunar New Year demand to be the result of “ongoing tariff uncertainty, hesitant consumer sentiment, and a return to typical seasonal demand patterns,” according to the Nevada-based third-party logistics (3PL) firm. Volumes are therefore forecasted to continue declines from late January through early February before rebounding as freight that was loaded just prior to the Lunar New Year lands in the U.S.

“While forecasted container volumes year-over-year are flat to slightly up from 2025, it is important to acknowledge that volume last year was exceptionally strong due to frontloading ahead of anticipated tariffs,” said ITS Logistics Vice President of Global Supply Chain Paul Brashier. “Expect this volume to impact the U.S. West Coast throughout February and subside by March.”

Outside of the ports, severe winter weather has created challenges for truckload transportation, according to the ITS Logistics report. While January disruptions in port-to-rail service and linehaul operations have largely returned to normal, carriers continue to report downstream bottlenecks and major delays across inland terminals in Chicago, Cincinnati, and Memphis, according to the Journal of Commerce. Ongoing winter weather continues to impact inland transportation across the Central and Eastern U.S., extending transit times and disrupting supply chains.

“Inland transportation lanes longer than 30 miles should be closely monitored in weather-affected areas, as increased transit times will reduce the number of deliveries a driver can turn,” Brashier added.

Evolving non-domiciled carrier regulations also continue to shape domestic transportation capacity, specifically with regard to English-language proficiency (ELP), the firm noted. In Oklahoma, roadside ELP checks are being reported along the I-35, a key cross-border corridor. The joint enforcement effort between OHP and federal ICE agents, known as Operation Guardian, “has resulted in multiple arrests stemming from immigration violations and failure to meet ELP standards,” per Fox News. Across the state line, Texas has issued 1,381 ELP out-of-service violations since June of last year, according to analysis by researcher Danielle Chaffin. In contrast, its domiciled carrier base has received more than 3,300 citations nationwide, including roughly 500 carriers identified as “repeat offenders.”

ITS Logistics each month releases the ITS Logistics U.S. Port/Rail Ramp Freight Index, which forecasts port container and dray operations for the Pacific, Atlantic and Gulf regions. Ocean and domestic container rail ramp operations are also highlighted in the index for both the West Inland and East Inland regions.

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IAM Union (International Association of Machinists and Aerospace Workers) District 19, Brotherhood of Maintenance of Way Employes Division (BMWED), and Brotherhood of Railroad Signalmen (BRS) on Feb. 12 reported that they have “invoked federal mediation after more than a year of stalled contract talks with Canadian Pacific Kansas City (CPKC).”

According to the three unions, they have been bargaining as a coalition since February 2025 under 19 collective bargaining agreements with CPKC, which was created in 2023 through the merger of Canadian Pacific and Kansas City Southern (KCS), forming the first single-line, transnational railway connecting Canada, the U.S., and Mexico. “While the parties are in accord on wage increases consistent with agreements with the other Class I railroads and have agreed to nationally negotiated health care changes, significant issues remain unresolved,” they said. “CPKC’s DM&E [Dakota, Minnesota and Eastern] employees remain excluded from the railroad industry’s National Health and Welfare Plan and earn about 10% less than [CPKC-subsidiary] Soo Line workers and more than 12% less than nearby Kansas City Southern employees, despite performing the same work. They are the only U.S. craft employees at any Class I railroad without coverage under the national plan or an equivalent plan. Additionally, CPKC’s proposed sick leave agreement is more restrictive and conditioned than the sick leave agreements the unions have with the other Class I railroads, and CPKC’s Delaware and Hudson employees are also underpaid.”

The three unions reported that when Canadian Pacific reacquired the DM&E, whose lines run primarily through Iowa and Missouri, and later merged with KCS, “executives promised DM&E employees their wages would be brought up to Soo Line rates,” but noted that “those commitments have not been honored.”

Because talks have stalled, the unions said, they have requested mediation services from the National Mediation Board under the Railway Labor Act.

“We are prepared to work through the Railway Labor Act process,” the unions said. “But fairness for DM&E employees is not optional; respect and dignity are long overdue.”

In a Feb. 13 statement to Railway Age, CPKC said: “In recent months, CPKC has reached and seen ratified 17 new collective bargaining agreements (with two other tentative agreements reached and pending ratification) covering hundreds of employees working in 11 states across the CPKC network in the United States. We will continue to pursue agreements through direct engagement with IAM District 19, BRS and BMWED, with the assistance of mediators from the National Mediation Board. CPKC remains committed to bargaining in good faith with all our union partners.”

• 16 U.S. Contracts Ratified, 2 Tentative Agreements Reached at CPKC (part of Class I briefs)
• BLET Teamsters at SEPTA, CPKC Soo Line Ratify New Contracts
• CPKC Reaches Tentative U.S. Labor Agreements

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