Prototype News

The Nevada State Railroad Museum in Carson City is hosting the “Star Spangled Steam Up” on the weekend of July 4th, featuring three operating steam locomotives, including a special steam-powered guest. The four-day event, running from July 3 to July 6, will provide train rides, historic lectures by local experts, and unique photography opportunities. 

Virginia & Truckee 4-6-0 25, Carson & Tahoe Lumber & Fluming Company 2-6-0 Glenbrook, and Nevada County Narrow Gauge 2-6-0 5 will be the star attractions of the weekend. While both 25 and Glenbrook call Carson City home, locomotive 5 will be visiting from the Nevada County Narrow Gauge Museum. 

The museum will be open on July 4, 5, and 6, from 9 a.m. to 4 p.m. Family activities, food trucks, and, of course, train rides will be available throughout the day. Admission tickets will cost $30 for adults, $20 for children, and kids under 3 can enter for free. A special evening program will also be held on July 3, 4, and 5, designed for serious railroad enthusiasts. Each evening will feature one of the operating steam locomotives, with a special excursion (either a mixed train with V&T 25 or double headers with the two narrow gauge 2-6-0s), along with a lecture about the history of each. Evening tickets are $45 per person, or you can attend all three nights for $120. Evening events start at 5:30 p.m.

For more information, visit carsonrailroadmuseum.org. —Justin Franz 

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Forty-one years after its creation, Metra finds itself at a pivotal moment in its history. Five years after a global pandemic upended the agency’s traditional model of moving people into the city in the morning and out in the evening, Metra is seeking to reinvent itself as a regional rail network rather than merely a commuter operator. However, complicating this transformation is an impending loss of federal funding that officials say could lead to “doomsday” cuts to all of Chicago’s transit agencies, including Metra. 

The man tasked with navigating these uncertain times is James M. Derwinski, who has served as the chief executive officer of the nation’s busiest commuter railroad outside of the New York City metropolitan area since 2017. Derwinski is no stranger to Metra—or railroading. After serving in the U.S. Navy as a nuclear submarine electrician, Derwinski hired out on Chicago & North Western in 1993. He joined Metra as an electrician in 1997 and steadily rose through the ranks, eventually becoming the railroad’s chief mechanical officer in 2013. In 2017, he was unanimously elected by Metra’s board to be CEO and executive director of the railroad. 

This week, Railfan & Railroad spoke with Derwinski to discuss the upcoming budget cuts, Metra’s motive power fleet, and the future of passenger rail in Chicago. 

Metra SD70MAC 513 leads a train across Canal Street in Chicago. The commuter agency has turned to rebuilt second-hand units as a way to address its motive power needs as a cost-savings measure. —Brian Caswell photo

This spring, Illinois lawmakers failed to pass legislation to prevent “doomsday” cuts to public transit in and around Chicago. The shortfall stems from the federal government ending pandemic-related funding subsidies for transit agencies, which will lead to a $770 million deficit for the three agencies under the Regional Transportation Authority (Metra, Chicago Transit Authority, and Pace bus service). 

Derwinski said it was too early to know exactly what those “doomsday” cuts could look like, but he anticipated having to eliminate approximately 260 weekday trains, 130 Saturday trains, and 58 Sunday trains from the present schedule. Where exactly those cuts are made would be determined by the Metra board of directors and a robust public engagement effort. He emphasized the importance of ensuring that the cuts didn’t gut the system or negatively impact riders. One way to avoid that would be to add extra cars to existing trains from consists that are parked due to schedule reductions. Currently, Metra has funding to maintain its current level of service through the middle of next year, so it’s possible that no changes will occur before then. However, Derwinski said it was also possible that RTA and Metra might start implementing cuts earlier to avoid more dramatic and sudden reductions later.  

“There is an immense number of scenarios, but the only thing we know for sure is that federal funding runs out in mid-2026,” he said. “It’s unfortunate… but we’re keeping our heads down and getting to work.”

One of the battery-powered trains currently being built for Metra by Stadler U.S. —Courtesy Image.

While Metra faces the possibility of significant service cuts, it continues to upgrade its rolling stock fleet, especially its locomotives. This week, the Metra board of directors was considering a plan to acquire nine additional SD70MACH locomotives, bringing the total to 42 of these unique six-axle passenger units. Derwinski said the next part of the fleet to be refreshed will be the ex-Amtrak F59s that the company acquired in 2018. 

Derwinski has also become a big proponent of finding the next generation of motive power for Metra, including battery-powered units. In 2024, Metra announced it was purchasing zero-emission, battery-powered trainsets from Stadler U.S. for use on the Rock Island Line’s Beverly Branch. Derwinski said the first trainset was expected to arrive next year and enter revenue service in 2027.

“We’re really excited to kick the tires of these units and see how they work,” he said. 

Derwinski said he was hopeful the Stadler trainsets could be the first of many battery-powered units on Metra, including yard switchers. When asked about expanded electrification (as CalTrain recently did), he noted that battery-powered units would require less infrastructure and be more financially feasible. He also said that the Stadler units might not be the final answer in Metra’s search for the next generation of motive power.

“We want to try different things,” he said, adding that he was keeping an eye on other developments within the industry, including hydrogen power.

Perhaps the biggest development at Metra this year — although one that hasn’t resulted in many visible changes — was the agency finally taking over the operation of the three Union Pacific (ex-C&NW) lines. Derwinski said because UP will still be dispatching those lines, it’s unlikely any major operational changes will occur. The main focus will be fully integrating the UP employees into Metra and its customer-focused culture. Eventually, he said there may be opportunities to find efficiencies in some maintenance operations (locomotive and car repair, train cleaning, etc). 

A Metra North Central Service line train at O’Hare Transfer in June 2024, led by MP36PH-3S 420. These units were built by Motive Power Industries more than 20 years ago, augmenting the carrier’s fleet of EMD F40 variants. —Photo by Justin Franz. 

Ridership on Metra remains below its pre-pandemic level, as it does at many agencies across the country, according to a recent report from the U.S. Government Accountability Office. According to the report, Metra’s ridership from 2019 to 2024 was down 42 percent. However, according to Metra, ridership has been slowly growing, and from 2023 to 2024, it increased by more than 9 percent, from 31 million passengers to 35 million.

Derwinski attributed the overall decline to changing work patterns. That’s why he wants to see Metra transformed into a regional network rather than a traditional commuter railroad. In 2023, Metra released a five-year plan that called for operating more trains outside of the traditional rush hours to serve more people. Derwinski mentioned that a more robust schedule, with additional trains at night or during midday, has been rolled out on the Union Pacific North, Union Pacific Northwest, BNSF, and Metra Electric lines. He indicated that so far, those schedule changes have been well received. Another aspect of making Metra a more regional system is aligning schedules to ensure people can reliably make downtown connections, even if they need to change stations.

While challenges lay ahead, Derwinski and his team are working hard to minimize the impact of reduced funding while introducing what service enhancements they can to keep the Windy City’s commuter rail running smoothly for years to come. —Justin Franz

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Ohio’s Age of Steam Roundhouse has begun construction on a new 10-stall roundhouse that will be separate from its existing 18-stall facility. The new “East Roundhouse” will include an office, a storeroom and 10 stalls for equipment storage. 

The 10-stall roundhouse has long been a key part of Age of Steam’s master plan, drafted by its founder, Jerry Jacobson, in 2008. While the current roundhouse is primarily made of wood, this new one will be constructed of steel, reflecting the style of roundhouses built during the late steam era. The new roundhouse is expected to be completed next year. Although it will not be open to the public, the equipment stored inside will be rotated with that on public display in the main roundhouse. 

“When completed next year, the Age of Steam’s new East Roundhouse will increase our current roundhouse track capacity by 56 percent,” said Chief Mechanical Officer Tim Sposato. 

Age of Steam has a collection of nearly two dozen steam locomotives, many of which were once part of the Ohio Central Railroad fleet. For more information, visit ageofsteamroundhouse.org. —Justin Franz 

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The original number plate for the Boston & Maine’s Flying Yankee streamliner was recently discovered in the Steamtown National Historic Site collection and has been returned to New England. The stainless steel plate will be reunited with the three-car train that is currently being restored in New Hampshire. 

The Flying Yankee was built by the Budd Company in 1935 and operated in New England for 22 years until its retirement in 1957. It was privately owned and displayed at the Edaville Railroad for 40 years before being acquired by New Hampshire in 1997. Over the decades, there have been ongoing efforts to restore the train, and currently, the non-profit Flying Yankee Association is working on it at the Conway Scenic Railroad. The Flying Yankee Association obtained the car from the state in 2024. 

The No. 6000 number plate measures 24 inches long and approximately 8 inches tall. It was reportedly removed from the train in the late 1950s when preservationist F. Nelson Blount purchased it. Eventually, the plate found its way into the Steamtown collection in Scranton, Pa., where it was rediscovered this year by park staff. After conducting some research on the plate, National Park Service employees realized it belonged to the Flying Yankee and decided to return it to the organization. 

“We’re incredibly grateful to Steamtown for their efforts in reuniting this original piece of history with the Flying Yankee,” said Brian LaPlant, President of the Flying Yankee Association. “This is more than a plate; it’s a powerful symbol of the train’s legacy and journey through time.”

The Flying Yankee group recently raised more than $30,000 to restore the train’s traction motors. That work is expected to begin soon. For more information, visit flyingyankee.org. —Justin Franz 

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The New Mexico Department of Transportation and New Mexico Heritage Rail have agreed to allow Atchison, Topeka & Santa Fe 4-8-4 2926 to operate on 40 miles of state-owned trackage around Albuquerque. The agreement announced on June 14 is a dramatic expansion of the 2.7 miles of main line the locomotive had previously been allowed to run on. NMHR’s operating territory will now go about 20 miles on either side of Albuquerque, from Bernalillo to Los Lunas.

“This agreement allows us to bring an important piece of New Mexico railroad history to more communities along the corridor,” said Mathew Casford, NMHR Vice President and Chief of Rail Operations. “We deeply appreciate NMDOT’s collaboration in helping preserve and operate this national treasure.”

The expanded access allows for non-revenue deadhead moves only, but means the locomotive can access eight additional NMRX commuter rail stations in central New Mexico. 

ATSF 2926 was built by Baldwin in 1944 and retired after just nine years of service. New Mexico Heritage Rail (also known as the New Mexico Steam Locomotive & Railroad Historical Society) spent nearly two decades restoring the locomotive and it returned to service in 2021. Since then it has made brief trips around Albuquerque on New Mexico Rail Runner Express and BNSF Railway trackage. It is the largest operating 4-8-4 in North America. —Justin Franz 

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New York’s MTA Metro-North Railroad unveiled its seventh heritage unit on Friday, paying homage to the silver and blue “M-Central” scheme that made its debut in 1979 and lasted into the mid-1980s. Unlike the previous six heritage units that were wrapped, P32AC-DM 203 was painted in the historic scheme by employees at the paint shop in North White Plains, N.Y. 

In 1979, Conrail operated commuter service on the Hudson, Harlem, and New Haven Lines originating from Grand Central Terminal under contract with the Metropolitan Transportation Authority. The MTA sent seven dual-mode EMD FL9s to be rebuilt by General Electric at their shop in Hornell, N.Y. The first unit to return from the rebuild was 5043 (ex-New Haven 2043, built in October 1960), which was also the first to receive the new MTA paint scheme of a silver body with a wide blue stripe in August 1979. The two-tone blue MTA logo featured the word “CENTRAL” underneath to indicate equipment designated for use only on the Hudson and Harlem Lines, which were formerly New York Central territory. The seven rebuilt units retained this paint scheme until they were eventually repainted into red, blue, and silver by Metro-North after 1983. (CR/MTA 5043 would later be rebuilt with AC traction as Metro-North 2045 in the 1990s, and later scrapped).

The “CENTRAL” logo indicated equipment assigned to the former New York Central territory. —Courtesy Metro-North

This latest heritage tribute from Metro-North is the seventh in a series commemorating the commuter railroad’s 40th anniversary in 2023. The first tribute unit (MN 208) was released in May 2023, honoring Metro-North’s red, blue, and silver image from the 1980s and 1990s. This was followed by a tribute to the Conrail era of operation from 1976 to 1983, released in November 2023. The third unit showcased the distinctive “lightning stripe” design, paying tribute to predecessor New York Central, the original owner of the Hudson and Harlem lines until 1968. The fourth unit debuted in March 2024 and honored the MTA/Penn Central partnership of 1970, paving the way for enhanced commuter rail services. An Employee Tribute unit (MN 214) was released in July 2024. Earlier this year, the sixth specially wrapped unit (MN 222) paid tribute to the New Haven and its iconic green and yellow livery. —Railfan & Railroad Staff

Metro-North employees pose with MN 203 after painting the locomotive at North White Plains shop. —Courtesy Metro-North

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Maine’s newest short line began operations on May 31, becoming the eighth operator of the scenic Rockland Branch in the past 40 years. In hopes of outpacing the previous operator, Maine Switching Service’s Cumberland & Knox Railroad is actively seeking new traffic on the former Maine Central route. 

On May 31, LTEX GP9u 1555 (ex-Canadian Pacific) led the first freight east of Brunswick since June 2024, when its predecessor, Midcoast Railservices, ceased operations. The train consisted of 12 loaded cars for Dragon Cement in Thomaston, including four cars filled with cement and eight cars carrying blast furnace slag, a byproduct of the steel-making process that strengthens concrete. Consequently, the train weighed 1,700 tons, exceeding what a single geep could manage. The train was brought to Bath, where it was split into two sections and then taken to Waldoboro. Afterward, the train was reassembled for the remainder of its journey to Thomaston. 

Dragon has long been the primary customer on the Rockland Branch. However, last year it halted cement production at Thomaston. Consequently, Midcoast (a subsidiary of Finger Lakes Railway) decided to shut down operations. Later, the cement facility was sold, and it is now functioning as a cement distribution center for the area. Finn Kelly, government affairs manager for Maine Switching Services, said the Cumberland & Knox will likely operate once a week to serve Dragon, and that’s actively trying to attract additional business on the route. When Midcoast Railservice shut down last year, it occasionally transported carloads of scrap and lobster bait (aka: fish heads). After Midcoast Railservice ceased operations, the remaining customers had to truck their materials to the CSX Transportation yard in South Portland. 

Maine Switching Services was founded in 2022 and operates the state-owned Belfast & Moosehead Lake Railroad, as well as providing switching services at paper mills in Rumford and Skowhegan. —Justin Franz

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The Peninsular Railway & Lumbermen’s Museum, a nonprofit dedicated to preserving the history of America’s last logging railroad, has started offering diesel-powered excursions in western Washington. 

Trains last ran on the Simpson Railroad in 2025. In 2017, the Peninsular Railway & Lumberman’s Museum was established to preserve the history of the famed logging railroad. The group has set up shop outside of Shelton, Wash., at an old rail yard and is offering excursions on a short section of the former Simpson main line. In previous years, the group has offered excursions on home-built speeders, but earlier this year it completed the restoration of SW900 No. 900. The locomotive is now paired with two former Simpson cabooses for the excursions. 

The railroad’s next excursions will run on Father’s Day Weekend. For more information, visit simpsonrailroad.org. —Justin Franz 

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Andy Byford, the longtime transit executive who oversaw rail systems in New York City, Toronto, London, and Sydney, has been selected to advise Amtrak on the redevelopment of New York’s Penn Station. 

Last month, the U.S. Department of Transportation and Amtrak took over the Penn Station Reconstruction Project from the Metropolitan Transportation Authority. At that time, the Trump administration stated that the takeover was part of an effort to manage the project more efficiently. Byford will report directly to the Amtrak board of directors and will collaborate closely with the U.S. DOT. Byford was already overseeing Amtrak’s high-speed rail initiatives. 

“We’re thrilled to have Andy oversee the redevelopment and modernization of this vital transit hub,” said U.S Transportation Secretary Sean P. Duffy in a press release. “Andy shares our dedication to keeping costs down and completing this project on time. Together we’ll work to deliver a brand-new Penn Station that is safe, clean, and worthy of the American people.”

Penn Station has been the focus of renovation proposals for several years, yet it remains uncertain what the final outcome will resemble. —Railfan & Railroad Staff

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The B&O Railroad Museum has launched an effort to rebuild its South Car Works building and turn it into a new entrance for the museum. The aim is to complete the project before the Baltimore & Ohio Railroad’s 200th anniversary in 2027. A groundbreaking ceremony took place on May 14, featuring local officials and CSX Transportation CEO Joe Hinrichs. 

“Railroads changed the course of American history, and it all started here in Baltimore,” said Joe Hinrichs, President and CEO of CSX. “Today, we’re not just honoring that legacy, we’re investing in what comes next. This transformation will spark curiosity, honor the rich history of the railroad, and strengthen the connection between freight rail and the communities we serve.”

The Campus Transformation Plan will involve the construction of a new “Innovation Hall” showcasing the present and future of railroading; a community amphitheater; an archival space; and classrooms. The project is anticipated to cost $38 million. —Justin Franz 

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Chesapeake & Ohio J3a Class 4-8-4 614 was moved from its long-time home in Virginia to the Strasburg Rail Road in Strasburg, Pa., on the weekend of June 7 and 8, the first step toward an eventual operational restoration. 

In November 2024, RJD America LLC announced it had acquired the engine from Iron Horse Enterprises, Inc. and preservationist Ross Rowland. The organization has not disclosed who is funding the project, but they believe the locomotive will be operational within 24 months. 

On June 7, C&O 614 departed Clifton Forge, Va., heading north via the Buckingham Branch Railroad and Norfolk Southern. On June 8, the locomotive was interchanged with the Strasburg, which sent former Great Western 2-10-0 90 to Leaman Place to pick up the 4-8-4 for the final few miles to the shop where it will be restored. 

Locomotive 614 was one of a dozen 4-8-4s owned by the C&O. While many railroads called their 4-8-4s “Northerns,” the C&O called theirs “Greenbriers,” after the West Virginia resort on its main line. Locomotive 614 was built by Lima Locomotive Works in 1948 as the last commercially-built 4-8-4 in the U.S. It was initially retired in 1952, but was briefly put back in service three years later before being put in storage. In 1975, it was sent to the B&O Railroad Museum in Baltimore. In 1979, Rowland traded Reading Company 2101, which had been damaged in a roundhouse fire, to the museum for 614. In 1980, it was used on the Chessie Safety Express. In 1985, the locomotive became “614-T” to haul coal trains in West Virginia as part of a test by American Coal Enterprise to see if a modern steam locomotive could be developed (it wasn’t). The locomotive made its last major appearance in the late 1990s, leading a series of excursions on New Jersey Transit. —Justin Franz 

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