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The STB is required by law to publish the RCAF on at least a quarterly basis. The Association of American Railroads (AAR) each quarter computes three types of RCAF figures and submits them for STB approval:

1. Unadjusted RCAF: “an index reflecting cost changes experienced by the railroad industry, without reference to changes in rail productivity.”
2. Adjusted RCAF: “an index that reflects national average productivity changes as originally developed and applied by the ICC [Interstate Commerce Commission; the STB’s predecessor], the calculation of which is currently based on a five-year moving average.” According to the STB, the five-year moving geometric average of productivity change for U.S. Class I railroads from 2019-2023 is 1.014 (1.4% per year).
3. RCAF-5: “an index that also reflects national average productivity changes; however, those productivity changes are calculated as if a five-year moving average had been applied consistently from the productivity adjustment’s inception in 1989.” According to the STB, the RCAF-5 for fourth-quarter 2025 uses a productivity trend for the years 2018-2022, which is 1.011 (1.1% per year).

The STB in a Sept. 12 decision (scroll down to download), reported that it has reviewed AAR’s submission and adopted the RCAF figures for fourth-quarter 2025: unadjusted RCAF, 0.966 (up 0.6% from third-quarter 2025’s 9.60); adjusted RCAF, 0.372 (up 0.3% from third-quarter 2025’s 0.371); and RCAF-5, 0.352 (up 0.3% from third-quarter 2025’s 0.351).

Table A shows the index of railroad input costs, unadjusted RCAF, adjusted RCAF, and RCAF-5 for third-quarter and fourth-quarter 2025:

Table B shows the second-quarter 2025 index and the RCAF calculated on both an actual and forecasted basis (the difference between the actual calculation and the forecasted calculation is the forecast error adjustment):

The post STB Sets 4Q25 Rail Cost Adjustment Factor appeared first on Railway Age.

Baylor Scott & White is one of the most notable hospital networks in the country, and its name originated from two legendary railroaders. That’s because BNSF predecessor railroads served as a guiding force behind the development of modern-day corporate healthcare.

Through the early years of expansion, railroads hired doctors and built hospitals to provide healthcare for workers. Gulf, Colorado and Santa Fe Railway (GCSFR) was a trailblazer in employee care, becoming one of the first railroads to introduce a companywide, employee-funded health plan.

Over time, railroad surgery developed, and because the specialty required treating patients in the field, railroads created railcars that functioned as examination and operating rooms.

They also adopted hospital cars, a practice carried over from the Civil War. These offered a fully stocked operating room and holding area for up to four patients. The purpose was to stabilize patients before sending them to a regular hospital.

Railroad physicians played a role in the development of first-aid kits, medical transportation devices and pre-employment examinations, which improved occupational safety. The kits contained medicines and sterile dressings, with training provided to workers by doctors.

Railway doctors didn’t limit care to work-related injuries. They performed elective surgeries, routine checkups, baby deliveries and advised railroad officials on sanitation, safety and public health. Their work advanced emergency medicine, occupational medicine and public health practices, helping to lay the groundwork for today’s health care.

Railroads also built hospitals for employees that pioneered U.S. employer-based healthcare by providing organized medical services and creating early health insurance models. The first Atchison, Topeka and Santa Fe (ATSF) hospital opened in Las Vegas, New Mexico, in 1884. Over the next four years, ATSF opened hospitals in Ottawa, Kansas, La Junta, Colorado, and Fort Madison, Iowa. In 1892, the GCSFR opened the Temple, Tex., hospital.

Dr. Arthur Carrol Scott was chief surgeon for ATSF in 1892 and made many contributions to the field, including developing the hot cautery knife still used in cancer surgery.

In 1897, Scott appointed Dr. Raleigh R. White as Santa Fe Hospital house surgeon, forming a partnership of joint chief surgeons. In 1922, the two opened a hospital together that was eventually renamed the Scott and White Memorial Hospital.

The Santa Fe Hospital exclusively served railroad employees until 1966. In 1983, It merged with the Scott and White Memorial Hospital, which evolved into the Baylor, Scott and White Health system.

The legacy of railroad doctors continues. BNSF has a medical team focused on programs that benefit our employees and improve safety. That team collaborates with other railroad medical teams, a tradition started in 1888, when railway surgeons began sharing best practices, eventually forming the National Association of Railway Surgeons. Today, BNSF’s Chief Medical Officer Dr. Theodore Aquino meets physicians from all Class I railroads to discuss industry health and safety issues and share medical best practices.

Additionally, Aquino leads specialized BNSF teams that provide a range of services, including management of drug and alcohol programs, fitness for duty evaluations, overseeing medical equipment and administration of physical exams by a network of providers.

“We work to ensure that our employees have programs to support their ability to thrive in the workplace,” Aquino said. “My team works day in and day out to make sure we are the safest railroad in the industry.”

The post How BNSF Predecessor Railroads Helped Shape Modern Healthcare appeared first on Railway Age.

At a June 2025 U.S. House Subcommittee hearing on Railroads, Pipelines, and Hazardous Materials, Wabtec Corporation’s Executive Vice President and CTO Eric Gebhardt testified on behalf of RSI. His testimony highlighted the transformative technologies reshaping America’s rail network, and how support from Congress is needed to continue RSI’s mission of advancing safety in the rail industry.

We sat down with Gebhardt to dive deeper into the themes of his testimony and explore how Wabtec and RSI are working together to build a safer, smarter and more efficient rail system.

Your testimony highlighted the role of technology in improving rail safety, efficiency, and sustainability. Can you provide a specific example of a recent technological innovation from Wabtec that has demonstrably saved lives or prevented accidents?

One of the most impactful technologies we’ve deployed is Positive Train Control (PTC). It’s been in operation for about five years in the U.S. and is now active on 24,000 locomotives, covering over a million miles daily. PTC acts as a safety overlay across the Class 1 track network, enforcing speed limits and train authorities to prevent accidents.

We’re now advancing to PTC 2.0, which shifts from track-circuit-based systems to GPS-based tracking. This upgrade will enable virtual block systems, increasing network fluidity and capacity while maintaining SIL4-level safety standards on an international scale.

You mentioned the importance of partnership with Congress and the administration. In your opinion, what is the single most critical policy or legislative action that Congress could take right now to foster greater technological advancement in the rail industry?

Continued federal funding for research and development (R&D) and technology deployment is essential. Besides funding, we need streamlined regulatory approval processes. Faster waiver processes and closer collaboration between the FRA, Class 1s, and suppliers would accelerate deployment and maximize safety and efficiency gains.

What role does the rail supply industry play in ensuring the long-term sustainability and growth of the American rail system, beyond just providing new technology?

The rail supply industry is the cornerstone of U.S. transportation. It supports economic development, drives innovation and ensures the backbone of freight movement remains strong. Beyond technology, we contribute to infrastructure upgrades, emissions reductions, and regulatory modernization. Whether it’s deploying Tier 4 emissions tech or digitizing safety systems, our collective efforts shape the future of rail.

RSI plays a critical role in advocating for the effectiveness of our industry, educating lawmakers and coordinating railway industry voices.

Given the upcoming Sept. 30, 2026, expiration of the Infrastructure Investment and Jobs Act (IIJA), what are your primary concerns and hopes for the next surface transportation reauthorization bill?

We hope to see sustained or increased federal investment, especially with dedicated set-asides for digital safety and inspection technologies. Technologies like Pathfinder allow short lines to upgrade entire trains without replacing the electronics on every locomotive—bringing PTC and Trip Optimizer capabilities to more operators.

We also need expanded support for advanced inspection technologies like RailGhost, which has the potential to use acoustic, thermal, and visual monitoring for automated inspections. These innovations reduce risk for yard personnel and improve maintenance accuracy.

Your testimony focused on three key areas for rail safety: accident prevention, asset health awareness, and network utilization. How do these three domains work together to create a holistic safety strategy, and which one presents the most significant challenge to implementing new technology?

These domains are deeply interconnected. Accident prevention is driven by systems like PTC. Network utilization improves with technologies like virtual blocks and Trip Optimizer.

Asset health awareness is where we see the most transformative potential and is the biggest challenge.

Wabtec remotely monitors 18,000 locomotives, processing 10 million data messages daily and issuing 400 maintenance recommendations. This enables condition-based maintenance, extending service intervals and improving reliability. The challenge lies in integrating and acting on this data across diverse fleets and operators. When done right, this creates a digital ecosystem that enhances safety, efficiency and, ultimately, profitability.

What is your long-term vision for how emerging technologies will fundamentally reshape the American freight rail networks over the next decade?

Our vision is a network that’s safer, more reliable and at a higher velocity. Technologies that include acoustic monitoring, thermal imaging, and AI-driven diagnostics will make inspections smarter and faster.

We’re not just improving rail—we’re redefining it. With RSI’s leadership and industry collaboration, we’re building a future where rail remains the most efficient and sustainable way to move goods across America. Technology, policy, and partnership must move in lockstep to ensure America’s rail system remains the safest and most efficient in the world.

The post Driving the Future of Rail: A Conversation With Wabtec’s Eric Gebhardt appeared first on Railway Age.

While consolidation sentiment varied at the NEARS conference, there was a belief that the deal would get done. Comments on the economic backdrop were not positive, varying from sub-seasonal to weakening. We continue to believe the Union Pacific+Norfolk Southern deal has a 90% chance of getting approval and expect synergy numbers to be walked up over time.

In a fireside chat with TD Cowen Managing Director Industrials and Railway Age Wall Street Contributing Editor Jason Seidl, Union Pacific CFO Jennifer Hamann struck a very positive tone regarding the company’s proposed acquisition of NS. She noted that UP was fairly conservative when publishing its synergy targets and ranked transcontinental intermodal as having the most potential and quickest benefit to the railroad’s top line. Watershed freight opportunities were also called out with a tip of the proverbial cap to our note quantifying the opportunity that was published last week. That said, she was quick to point out that these watershed opportunities would take longer to develop than the transcontinental intermodal business. Although no update on when the official filing would reach the desk of the STB, it was noted that they are targeting the lower end of the three- to six-month window deadline. This means our next major catalyst beyond 3Q25 earnings could come in the first half of November.

NS Vice President Business Development Stefan Loeb offered a sobering industrial development outlook, noting that the number of projects moving into engineering and construction declined from 30 in 1Q25 to 20 in 2Q25 and then sharply down to 5 in 3Q25. Tariff uncertainty was attributed for the freeze, and 3Q’s number was the lowest number the NS panelist has ever seen. Tariffs present a hurdle to reindustrialization due to the degree of import input that takes place in industrial projects.

First mile/last mile service was in focus, and panelists highlighted short line partnerships and visibility. Short lines help serve ~40% of NS’s industrial business. As a result, NS implemented a system to track interchange performance daily with short line partners in 2024. Volumes on monitored interchanges grew 4.5% by the end of the year. NS also set up a dedicated sales team to interact with the short lines. Visibility technology such as RailPulse and internally developed solutions for smaller customers have also been deployed.

A supply chain panel consisting of a railroad shipper, a major TMS (transportation management system) provider and a short line railroad noted that the economic conditions remain very challenged. One panelist stated that while his company has finalized plans for next year, he would not be surprised to see it flat-to-down. When asked about the proposed UP+NS transaction, it was noted that none of the companies on stage have taken an official stance (with one stating they always remain neutral). The TMS provider stated agreement with many of the stated goals of the merger in principle and is hopeful it is successful as this company is a large UP partner. The shipper expressed a good deal of concern, given his experience over the years with mergers, including the recent technology glitches from the CPKC.

BNSF General Director of Marketing – Industrial Products Mark Ganaway introduced a new first/last mile team that focuses on carload growth. Partnership with 200 short lines has helped BNSF grow into new markets, including a new intermodal facility in Salt Lake City won from a competitor. Despite the uncertainty, BNSF is investing in improving service; it has rolled out new initiatives for customer service, AI that identifies track defects, and streamlined processes for customer communication. Policy uncertainty around tariffs has created a visible slowdown in projects, and many customers are questioning when to make investment decisions. The macro-outlook has worsened, as we’ve moved through the year, with hope that deregulation and rate cuts will help spur the industrial economy, though there are no signs to be seen.

STB Vice Chair Michelle Schultz spoke to STB procedures while remaining measured on merger-related questions. The Vice Chair attested to measures the Board has taken to issue decisions quickly and reduce delays. Once UP and NS file their merger application, the Board is required to decide on whether the application is complete within 30 days, following which a comment period commences for up to one year.

The post NEARS: Consolidation, Weak Economic Backdrop Highlighted appeared first on Railway Age.

When Amtrak was founded in 1971, there were no passenger trains running north of Massachusetts or the Empire Service line in New York State. The were no passenger trains at all in the Adirondacks and northern New England, and the only train connecting the United States and Canada was a non-Amtrak operation between Buffalo and Toronto.

Today the Adirondack runs through the mountains to Montreal (when it does run), the Downeaster trains connect Boston with New Hampshire and Maine, and there are two trains in Vermont: the Vermonter in the eastern part the state and the Ethan Allan Express in the western part. There are profiles of those trains and the areas they serve later in this article.

Northern New England, including Vermont, lost its passenger trains before many other regions of the country did. Maine had no scheduled passenger trains from 1965 until 2001. The same was true of New Hampshire, except for a short-lived non-Amtrak train between Boston and Nashua, Manchester, and Concord for one year in the late 1970s. The Connecticut River Line, with service run jointly on the New Haven, Boston & Maine (B&M), Central Vermont (CV), and Canadian National (CN) Railroads, consisted of two daily trains until 1966: the Ambassador, a day train (with a Boston section at one time), and the Montrealer northbound and the Washingtonian southbound (on the PRR south of New York). Today the CV is the New England Central Railroad, part of the Genesee & Wyoming Railroad system.

For its first five years or so, Amtrak was in an expansionary phase, and the Montrealer came back on September 30, 1972, and I was on the first trip to Montreal. Local politicians and the governor of Vermont welcomed the train at their stops. It carried a dining car and a lounge car with a piano, and Amtrak called the car “Le Pub,” an apparent bow to entertainment in Montreal and to create a party atmosphere for skiers riding to the slopes. The train later became the Montrealer both ways. The route changed from time to time due to poor track conditions and moved onto the southern portion of the CV route between New London and Brattleboro, passing through Palmer, Massachusetts (east of Springfield) in 1989, following a two-year suspension.

The Montrealer came to an end in 1995, when the Canadian portion of the line was discontinued and St. Albans, Vermont became the new northern terminal. The train was renamed the Vermonter and became a day train. It runs between St. Albans and Washington, D.C., and the schedule has changed little in the past 30 years, except that it detoured east from Springfield to Palmer and then north on the CV until conditions between Springfield and Brattleboro improved enough to restore service on that route. At one time there was also a connecting bus between St. Albans and Montreal, but that has been discontinued, too. Today there is talk of restoring the bus connection, and possibly even running through to Montreal again. Both are feasible, but time will tell if either of those events happen.

Like many trains, the daytime and overnight trains in New York State to Montreal ran for the last time on April 30, 1971. With State support, the Adirondack came back on August 6, 1974 on the Delaware & Hudson Railroad (D&H, now part of CPKC) as a day train, successor to the D&H’s Laurentian. That re-established service on the D&H, which the Ethan Allen Express alsouses as far as a junction slightly south of Whitehall, New York. That train began running on Dec.r 2, 1996. North of Whitehall, it runs on a former D&H branch to Rutland, now part of the Vermont Railway. Originally there was an intermediate stop at Fair Haven, which was moved to Castleton in 2010. It terminated at Rutland until July 29, 2022, when the route was extended north to Burlington and ridership increased dramatically.

Burlington is as close to being a “city” as Vermont has. It is the most-populous municipality in the state, with a population of about 45,000, and it is also home to the University of Vermont (UVM). The term “city” seems to have its own meaning in the Green Mountain State, Vergennes is the state’s oldest “city” with a population of 2553 in 2020. While there were occasional passenger trains of some sort serving Burlington, it and the region to the south did not host scheduled passenger trains from 1953, when the Rutland Railroad discontinued the Green Mountain Flyer and Mount Royal, until the Ethan Allen Express was extended in 2022. There were tourist excursions, and a local service, the Champlain Flyer, which ran only from 2000 until 2003. Today, Burlington’s 1916-vintage Union Station, on the shore of Lake Champlain and at the foot of Main Street, again hosts passenger trains daily.

The Connecticut River serves as Vermont’s eastern border with New Hampshire. The Vermonter train runs near the river, making nine stops in the Green Mountain State: Brattleboro, Bellows Falls, Windsor, White River Junction (named after a river junction, but it later became a railroad junction), Montpelier Junction, Randolph, Waterbury, Essex Junction, and St. Albans. It also makes a brief foray into New Hampshire, and Amtrak added a stop at Claremont (Junction), probably to claim that it serves the Granite State, before Downeaster trains began serving three communities there on its way to Maine.

I visited Windsor, Randolph, Waterbury and Montpelier on a 2012 trip with a friend who had a camper and was willing to undertake a 12-day ramble with me to see towns on the Adirondack and Vermonter routes and crossing Lake Champlain on a ferry. In August 2022, I stayed in White River Junction for several days, enough time to use the local bus system to visit nearby Vermont and New Hampshire towns, including Hanover, the home of Dartmouth College. The train schedule also allowed excursions to Bellows Falls and Brattleboro for an afternoon of sightseeing in each town. One piece of history that survives in White River Junction is the Coolidge Hotel, built in 1926 and with a provenance dating back to 1849. It was a classic “railroad hotel” located one block from the station, and visitors take the train and stay there today. It was not named after Calvin, who was POTUS 28 during the 1920s, but after his father, John. I took day trips from Burlington to visit the northernmost stops earlier this month.

The towns on the Vermonter route are all similar, yet they all seem to have their own character. They are quaint and attractive, with many old houses and historic commercial buildings in the downtown areas, which are small and easily walkable for able-bodied persons. In addition to being scenic, many of the towns along the route sport art galleries and museums, as well as history museums that tell their stories. The route is also somewhat scenic, with its long stretches of country between towns.

For the past three years, and after a 69-year absence, there is a train that serves western Vermont and runs as far north as Burlington, Vermont’s biggest city (or town, if you prefer). It comes from New York on the Empire Service line as far as Schenectady, continues on the Adirondack line (historic D&H) almost to Whitehall, and then goes to Vermont, stopping at Castleton, Rutland, Middlebury, Ferrisburgh, and terminating at Burlington’s historic Union Station.

Lake Champlain forms the western boundary of much of the state, although its eastern shore is only visible briefly south of Burlington (its western shore is the location for part of the Adirondack route, which delivers many more views of the lake. The towns along the route are like those on the route of the Vermonter, although they each have their own character, as well. Stone quarrying, especially marble and granite, is a major activity in the region (the state also produces large amounts of slate). The towns are scenic, especially Middlebury, which seems to typify Vermont more than any other town in the state that Amtrak serves. Ferrisburgh is apparently a sprawly town without a significant town center. The Ferrisburgh station (also called “Ferrisburgh/Vergennes”) is slightly more than one mile from downtown Vergennes, another town with old houses and a quaint, historic Main Street. The train terminates at Burlington, Vermont’s biggest city and hub for travel within the northern part of the state.

The route itself is new. Until 1953, the Rutland Railroad (parts of which are now the Vermont Rail System) served Rutland and Burlington from New York, using the old Harlem Line to Chatham in that state (now served by Metro-North for slightly more than half the original route, while the northern part was been converted into a “rail trail”) and getting to Rutland through Bennington and Manchester. When Burlington service was restored in 2022, the Vermont Rail System became the host railroad on the extension, with the station at a junction, which allows the train to change directions (the Rutland Railroad had a station called Center Rutland, which is still standing and is a museum today). The line is not particularly scenic, but Rutland is interesting, and Middlebury appears to typify towns in Vermont.

The consist is like other trains on the Northeast Corridor (NEC), running 1970s-vintage Amfleet I coaches and a snack car that also has business-class seats. There is a unit on each end, which is necessary for two reasons. Northbound, the train approaches the Rutland station from a southwesterly direction and leaves in the northwesterly direction, so it changes direction there. The yard where it ties up at Burlington is south of the station, and there is no opportunity to wye the consist or otherwise change direction at the station itself.

Burlington is worth seeing, and it is served directly by the Ethan Allen Express and indirectly by the Vermonter. The latter train requires a bus segment to and from Essex Junction on the #2 bus to or from downtown Burlington, a ride that takes 30 to 40 minutes. The connection to the morning departure is available seven days a week, but the bus stops running before the northbound arrival on Sundays.

This writer visited Burlington during the week after Labor Day and used local buses to visit eight other towns in the area, as well. Burlington is an attractive town, with a downtown area that encompasses about 20 square blocks. It has many historic government and commercial buildings. Church Street is unusual, in that it has been transformed into an auto-free pedestrian mall, without curbs, but with street furniture installed on the length of the auto-free segment, which contains many restaurants and stores. The streets running south of Main Street contain mostly houses from the late 1800s and early 1900s. Willard Street is the most scenic, with Victorian-era mansions, many of which are now part of Champlain College, a private institution. The University of Vermont (UVM) campus is interesting, too, with Old Mill, the school’s original building, and the Billings Library, designed by famed New England architect H.H. Richardson. The northern part of town has attracted immigrants for more than a century, resembles similar neighborhoods in Boston, and still contributes to Burlington’s multicultural flavor.

The food scene in town was disappointing, with few local specialties. There is lots of good beer, though, much of it made at local brewpubs. Soft ice cream (locals calls the flavors “creamies”) is popular, too, especially the “maple” flavor that is made with local maple syrup.

Bus service to towns beyond Green Mountain Transit’s local range is very limited. There are “commuter” routes to places like Montpelier and St. Albans, but the schedule only includes two runs for commuters and a single midday trip on weekdays only. The trip to St. Albans requires a 6:15 AM departure from Burlington, acceptable for a single visit, but very difficult for any local non-motorists.

Montpelier is the smallest state capital in the country (population about 8,000), and it also has old houses and a historic downtown area. The State House and the Vermont History Museum are worth visiting. Scheduling was tight, but there was also time for a short visit to the nearby town of Barre, which is served by a different bus route. It was tricky, but possible to schedule around the two “commuter runs,” a situation that applied to Middlebury and St. Albans trips, as well as to Montpelier.

Tri-Valley Transit, a different provider, operates the “commuter” service to Middlebury. On the morning run to that town, the driver and the two other passengers allowed me to take about two minutes to photograph the train station at “Ferrisburgh/Vergennes” as Amtrak calls it. Ferrisburgh does not have much of a town center, and the station is located more than two miles from it.

If there is one town that appears to epitomize the picture of a small Vermont town, Middlebury is it. I had about 4½ hours to explore the town and, while there was no time to waste, it was enough. The campus of Middlebury College consists mostly of beautiful, historic white stone buildings. Main Street and other streets in town sport a historic appearance, both houses and commercial buildings. The Henry Sheldon Museum contains interesting memorabilia from a local collector, and I managed to have time for some good food and beer for lunch. The two afternoon bus departures for Burlington were spaced 105 minutes apart, so that’s how much time I had to explore Vergennes. It was worthwhile, and enough.

Winooski, an old mill town, is located next to Burlington. It is served by the #2 bus, one of the busiest routes in the Burlington system. The Champlain Mill, which has been repurposed into an office building, also contains a local history museum and a separate museum about the mill and the textile industry. The bus route continues to Essex Junction and terminates at the Amtrak station there.

For railroad history, the town to visit is St. Albans, north of Burlington. For a full day in town, the last available bus leaves Burlington at 6:15 AM, which allows either 10 or 11 hours before the return trip. There is also a midday run that allows a shorter visit, but there is enough to do in St. Albans to spend all day there. The town was headquarters for the Central Vermont Railway (originally the Vermont Central), and the 1873 railroad office building is still standing. The train shed and much of the old yard that adjoined it are long gone, although the roundhouse to the north is still standing, too. Retired railroaders often gather at 9:15 AM to see Train 56 off as it leaves for New York and Washington. The town’s history museum, housed in an old school on historic Church Street, contains a wealth of information about the railroad and many other local topics, and seems impossible to see it all in the six hours it’s open. The town has some good local eateries, too. I chose to take the earlier of the two buses to Burlington, which allowed a bit of time to see Milton, a small town south of St. Albans, on the way.

Understanding Vermont’s history should be considered part of the preparation to appreciate a visit to the Green Mountain State. The best place to start examining the conditions that made Vermont what it is today is the Vermont History Museum in Montpelier, located less than a block form the State House on State Street (also worth a visit). Vermont was the first state admitted to the Union after the country won its War for Independence. The colonial governments of New York and New Hampshire fought over competing land grants in what is now Vermont. Nonetheless, many Vermonters sided with the forces fighting for independence. Their leaders, especially Ethan Allen, are honored today, although the Ethan Allen Homestead near Burlington is not accessible on local transit. The locals were tired of the fighting between the neighboring governments and effectively declared their own independence (the Old Constitution House is a museum in Windsor). Toward the end of the war, there was a failed attempt to negotiate with the British, but differences were settled after the war was finally won, and Vermont became a state in 1791. Slavery was prohibited, a forward-thinking policy, especially for that era.

Vermonters apparently continue to maintain a strong independent streak. Sen. Bernie Sanders got his start in Burlington, and is still popular, as are his progressive policies. However, one “progressive” policy that is not observed in the state is providing significant transit service. It took a long time to extend the Ethan Allen Express route to its current length. Rail passengers can go between Vermont and points south, but not to or from Montreal, which is the nearest “big city” to many communities in the state. There has been occasional talk about running trains on the old Rutland Railroad through Bennington and Manchester, but no service has come from those efforts. There is also talk of reopening the branch on the CV (now part of CN) between Essex Junction and downtown Burington. Such a route might be a good candidate for the sort of operation proposed by Henry Posner III and others, using his “Pop-Up Metro” system, but the two endpoints are served by one of the most-frequent bus routes in the state, one of the few that runs a full span of service six days a week and daytime service on Sundays.

Several bus providers run routes throughout the state, but the level of service everywhere outside Burlington is very limited. Buses on many routes run three or four times a day, some on Saturdays and others only on weekdays, although they often connect with neighboring providers. Still, whatever access they offer to non-motorists and motorists alike is available only a few times during each service day, at most. Burlington has a relatively comprehensive set of local routes within its limits and a few nearby towns, but service is very limited beyond that local area.

The Burlington trip was interesting, and there was a lot to see. Still, transit is so limited that such a trip is not for anybody uninitiated in using limited transportation options. Like visiting White River Junction, Waterbury and other places in the state served by the Ethan Allen Express and the Vermonter, visitors need to accept Vermont as they encounter it, and as Vermonters like it. It has not been easy to get trains running in Vermont, and advocates such as those at the Vermont Rail Action Network helped get them going. Now visitors and Vermonters themselves appear to be enjoying them.

The post Vermont by Rail appeared first on Railway Age.

Pulse of the Continent, a new documentary about CPKC’s “Final Spike Steam Tour” in 2024, premiered at a Calgary film festival over the weekend with a party attended by the crew and locomotive that starred in it. The event near downtown Calgary marked the first time in more than a year that Canadian Pacific H1b 4-6-4 2816 appeared in public and under steam. 

The new movie chronicles the 76-day, 10,000-mile journey that 2816 and her crew made from Calgary to Mexico City and return in 2024. CPKC restored the locomotive to service to celebrate the one-year anniversary of CP and Kansas City Southern. However, the 2024 trip was historic for several reasons: 2816 became the first steam locomotive to visit Canada, the United States, and Mexico; it was the first main line steam locomotive to run in Mexico since the 1960s; and at 10,000 miles, the tour will likely be remembered as the longest steam excursion featuring a single locomotive. 

Since the locomotive returned to Calgary, it has been stored at CPKC headquarters, and the railroad has been tight-lipped about its future. However, sources close to the railroad say the locomotive is well cared for, and its appearance at the film premiere suggests that CPKC isn’t finished with the 95-year-old locomotive yet.

Locomotive 2816 was built by the Montreal Locomotive Works in 1930. The locomotive ran in regular service until 1960, when it was retired and eventually sold to F. Nelson Blount, the founder of Steamtown. In the 1990s, it was reacquired by CP and restored to service in 2001. The locomotive ran for about ten years before being placed in storage in 2012. 

—Justin Franz 

The post CP 2816 Makes Appearance at Calgary Film Premiere appeared first on Railfan & Railroad Magazine.

Industry veteran Eric Olson, P.E., has joined STV Inc. as Senior Vice President and Rail Director, West Operating Group. Olson comes to STV from Gannett Fleming, which he joined in 2016 as Transit & Rail Business Line Leader, West Region.

“With more than three decades of experience, Olson has been at the helm of several high-profile transit initiatives in California, and his expertise in managing complex, design-build transit programs has established him as a trusted leader in the industry,” STV said. “For example, he previously oversaw the $2.5 billion LA Metro Expo Line Extension and played a pivotal role in the Pasadena Gold Line and its Eastside Extension.  

“Eric’s track record in delivering complex rail programs across Los Angeles and beyond is unmatched,” said Liz Justison, P.E., P.M.P., President of STV’s Transportation West Operating Group. “His leadership and insight will strengthen our rail practice in the West and help us continue delivering projects that transform mobility for our local communities.” 

Olson holds a Bachelor of Science in Civil Engineering from California State Polytechnic University and an MBA from the University of Southern California. He is a member of the Design-Build Institute of America, the American Society of Civil Engineers and the American Public Transportation Association. 

STV noted that it “has delivered projects in the West for more than 30 years, serving as a leading provider of comprehensive engineering, planning and design services for commuter rail, light rail, bus, zero-emissions vehicles and maintenance facilities. Recent projects include the LA Metro Zero-Emissions Bus Program LA Metro Purple Line Extension Section 2 and Section 3 and the Sound Transit East Link and Northgate Link Extensions Systems Construction.”

The post Olson Joins STV West Ops Group appeared first on Railway Age.

On Sept. 17, 2025, the BNSF Executive Train was seen heading east at Depew, N.Y. (just south of Buffalo) on CSX’s Chicago-New York main line, “giving folks a chance to see something not often seen on eastern railroads,” notes frequent Railway Age contributor Stephen C. Host, who hails from nearby Hamilton, Ont.

But don’t jump to conclusions. This was not a pre-merger exploratory inspection trip. The BNSF business consist was heading to Long Island for the PGA Ryder Cup, where it will be used for a BNSF customer event in Uniondale, N.Y. The train is expected to be parked for eight days on MTA Long Island Rail Road property at Hempstead, N.Y., from Sept. 21 to 29, as a hospitality/staging area.

Warren Buffett was not on board. Just sayin’.

The post It’s Just Golf. Honest! appeared first on Railway Age.

Class III Savage Tooele Railroad (STR), an 11-mile line connecting with Union Pacific’s Shafter Subdivision in Utah, is now ready for service.

Described as “Utah’s first new short line railroad in more than a century,” STR links UP directly to Lakeview Business Park, Grantsville, Utah, a 1,700-acre master-planned site developed by The Romney Group and Prologis. In addition to rail service, the park offers immediate access to I-80 and I-15, proximity to the Salt Lake City International Airport, and is a 20-minute drive to UP’s Salt Lake City intermodal terminal. Savage, a privately held global provider of supply chain infrastructure and solutions, developed the railroad in partnership with UP, The Romney Group and Prologis.

The Surface Transportation Board approved STR in April 2024; construction started in November. The railroad will operate five days a week with a 286,000-pound GRL (gross rail load) capacity. Lakeview Business Park, whose tenants have only able to receive and ship commodities by truck, will begin receiving rail shipments later this month.

“We know this is a much-needed link for the supply chain in northern Utah,” said Jeff Roberts, president and CEO of Savage. “Now that the Savage Tooele Railroad is operational, we’re excited to see it add value for our customers and support businesses in the area.”

“Integrating rail service into Lakeview Business Park creates a logistical competitive advantage,” said Gus Gradinger, Vice President, Customer Led Development, Prologis. “This new connection expands options, reduces transportation costs and enables faster distribution—making the park an even more attractive place to do business.”

“Lakeview has always been about building long-term value for users and the surrounding community,” said Josh Romney, President of The Romney Group. “The Savage Tooele Railroad expands what’s possible here and reinforces our commitment to forward-looking development.”

“This is a win-win as we work together to meet growing demand in Salt Lake City,” said Kenny Rocker, Executive Vice President Marketing and Sales, Union Pacific. “Short line partnerships like this one with Savage Tooele Railroad allow us to deliver innovative rail solutions that help our customers connect to our premier network and get to market faster.”

The post Savage Tooele Railroad Debuts in Utah appeared first on Railway Age.

Union Pacific filed a lawsuit in federal court in September against Metra, claiming the Chicago-based commuter railroad owes $2.3 million in track fees. The suit comes just months after Metra officially took control of passenger operations on the UP-North, UP-Northwest, and UP-West routes. 

Although trains have long had Metra branding and equipment, UP crews have been operating passenger trains to Waukegan, Harvard/McHenry, and Elburn since 1995, when it took over the Chicago & North Western.

Since 2019, the freight railroad has been trying to avoid its obligation to provide passenger service itself, but the two sides have not been able to agree on how much Metra would pay to use UP’s tracks. When the previous contract expired earlier this year, Metra took control of the operation without settling the key payment detail. As a result, Metra is operating under the terms of a previous contract, but UP says that’s not sufficient. 

While the payment issue is pending in a federal court, the U.S. Surface Transportation Board has approved a request from Metra for trackage rights over UP lines to ensure service can continue regardless of what happens in the courtroom. 

—Justin Franz 

The post UP Sues Metra appeared first on Railfan & Railroad Magazine.

Intramotev, developer of the TugVolt autonomous battery-electric railcar, has entered into a new commercial agreement with short line holding company Watco, which will deploy the technology within its network, beginning with the Wood River Transload Terminal in Illinois, just north St. Louis, Mo.

The Wood River Transload Terminal has a geodesic dome used for indoor storage and transloading commodities like soda ash and steel, and a 450-spot railcar storage yard.

“At Watco, we’re always exploring new ways to support our customers,” said Watco Senior Vice President of Operations Solutions and Support Aaron Jensen. “This program with Intramotev reflects our commitment to evaluating innovative technologies that could help us better meet the needs of our shipper customers.”

Intramotev describes itself as “the first company in the world to commercially deploy autonomous freight railcars.” TugVolt technology is currently in revenue service for Carmeuse Americas in Michigan’s Upper Peninsula. The company has moved more than 250,000 tons of material this year and has delivered more than 3,500 carloads in production.

“We’re excited for the opportunity to create value for Watco’s customers with the TugVolt and its corresponding technology,” said Intramotev CEO and Co-Founder Tim Luchini. “Our technology brings new levels of flexibility to yard operations, helping customers move freight exactly when and where they need it. That means fewer delays, lower costs, and supply chains that work on the customer’s schedule.”

The post Intramotev, Watco Forge TugVolt Commercial Agreement appeared first on Railway Age.

SECDOT Duffy will not appreciate this: The American Public Transportation Association awarded its 2025 Innovation Award to the New York Metropolitan Transportation Authority (MTA) for the agency’s controversial—but effective and sensible—Congestion Relief Zone (CRZ) Tolling Program.

The first in the U.S. but one of many around the world, all of which have worked well, the CRZ initiative, implemented by MTA Bridges and Tunnels, defines the MTA as an organization that has “demonstrated significant leadership, is an outstanding role model of excellence, whose accomplishments and innovations have greatly advanced public transportation.” APTA’s award “recognizes excellence, leadership and innovation that have had transformative impact, honoring organizations that demonstrate innovative concepts or effective problem-solving techniques and are recognized as outstanding role models whose accomplishments and projects have a significant impact and inspire others.”

“Since its launch on Jan. 5, 2025, the Congestion Relief Zone Tolling Program has succeeded in reducing traffic, speeding up the flow of traffic and reducing delays, not just in the CRZ but throughout the region, while generating revenue to fund critical transit improvement projects,” MTA Chair and CEO Janno Lieber said. “Since the program started, more than 17.6 million fewer vehicles have entered the zone compared to last year, down by 12%. Every day, 87,000 fewer vehicles enter the zone. This is a win not only for the MTA team but for everyone trying to make cities work better. The positive results of congestion pricing show that state and local government can still take big swings on policy and succeed, and that should give us all hope.”

Need more numbers? Here they are:

“Congestion pricing has had notable benefits reducing gridlock on bridges and tunnels crossing the East River and Hudson River, making commutes faster,” the MTA recently noted. “Every crossing entering the congestion relief zone has seen morning peak travel times reduced in 2025 when compared to 2024.” 

• Brooklyn Bridge: 13% faster.
• Holland Tunnel: 36% faster.
• Hugh L. Carey Tunnel:16 % faster.
• Lincoln Tunnel: 10% faster.
• Manhattan Bridge: 5% faster.
• Queens-Midtown Tunnel: 4% faster.
• Queensboro Bridge: 21% faster.
• Williamsburg Bridge: 23% faster.

Transit ridership across all modes has increased from January to August 2025 when compared to the same period last year:

• NYCT Subway: 9%.
• NYCT Bus: 13%.
• Long Island Rail Road: 10%.
• Metro-North: 7%.
• Access-A-Ride: 22%.

In July, the MTA achieved its best summer subway ridership week since 2019, hitting four million three days in a row in a summer season, “a first since the start of the pandemic.“ The LIRR exceeded its post-pandemic daily ridership record twice in July, carrying 298,419 passengers July 23 and 295,419 passengers July 22.

By the way, motor vehicle accidents in the CRZ are down 14%. Traffic injuries are down 15%. Earlier this summer, the New York City Department of Transportation released data showing that pedestrian fatalities on New York City streets “are at historic lows, matching levels last seen in 2018.”

APTA’s award followed a series of previous honors for Congestion Relief Zone Tolling, including the Outstanding ITS Project of the Year Award from the Intelligent Transportation Society of New York (ITS-NY), the Best Project in the Specialty Construction Category (Regional Award Level) by Engineering News-Record (ENR), and the Toll Excellence Award in Social Responsibility from the International Bridge, Tunnel and Turnpike Association (IBTTA).

The CRZ Tolling Program gets my personal IPDASN (Ignoring Politically Driven Anti-Sustainability Nonsense) and TISHH (There is Still Hope for Humanity) Awards.

Ebbene, cosa ne sai! Doing something for the public good! What a concept!

The post APTA Lauds NYMTA CRZ Tolling appeared first on Railway Age.

Regular freight service resumed on an Idaho short line for the first time in seven years on September 10. The Washington, Idaho & Montana operates on 18 miles of track between Harvard, Idaho, and the Idaho-Washington border, where it interchanges with the Spokane, Spangle & Palouse. 

WI&M is actually the second railroad company to use the Washington, Idaho & Montana name. The Potlatch Lumber Company built the original line between 1905 and 1907 to connect eastern Washington with some of the best white pine stands in the Pacific Northwest. The WI&M ran 50 miles from a connection with the Northern Pacific in Palouse, Wash., to Bovill, Idaho, where it met the Milwaukee Road. In 1962, the WI&M became a subsidiary of the Milwaukee Road. After Milwaukee abandoned its lines west of Miles City, Mont., in 1980, the line became part of Burlington Northern before being spun off as a short line in the 1990s. The previous operator, the Washington & Idaho, last ran in 2018. By then, there was only one customer on the line, Bennett Lumber Products in Potlatch. In a case of history repeating itself, in 2023, the lumber company purchased the remaining 18 miles of the WI&M from the Idaho border east to Harvard.

Since 2023, the “new” WI&M has been working to rehabilitate the line, and the railroad made its first run back in February. This summer, it brought in a cut of empty centerbeam cars using its recently acquired GP9, former Central Montana 1838. Railroad officials said they expect to operate as needed, but usually at least once a week. The railroad is actively seeking additional traffic. 

The post Freight Service Resumes on Washington, Idaho & Montana appeared first on Railfan & Railroad Magazine.

For the first time in nearly 30 years, WMATA (Washington Metropolitan Transit Authority, or Metro) has been named 2025 Outstanding Public Transit Agency of the Year by APTA (American Public Transportation Association). APTA presented the award to the Metro team, board members and management Sept. 16 during its TRANSform Conference in Boston. The award recognizes 12 qualitative and quantitative measures such as ridership, safety, operations, customer service and financial management.

“The APTA Awards recognize organizations and leaders in the public transportation industry in North America who have demonstrated significant leadership, are outstanding role models of excellence, and whose accomplishments and innovations have greatly advanced public transportation over the past three years,” WMATA said. “Metro was selected for its record customer satisfaction and ridership growth; redesign of the entire Metrobus network; a dramatic increase in rail service; opening of seven new stations; improved customer amenities such as better wayfinding signage and more digital screens in stations; and public safety achievements, including an eight-year low in crime, 82% drop in fare evasion, and new in-house police academy.”

WMATA last won Outstanding Public Transportation System in 1997; prior to that in 1987. The agency took home APTA’s Innovation Award in 1986, 2004, and 2012, and the Gold Safety Award in 2024 and 2025. This year, WMTA also won the Outstanding Partnership in Public Transportation award with Kimley-Horn and Foursquare Integrated Transportation Planning for the Better Bus initiative.

“We are honored to be recognized for the hard work and dedication the Metro team has put into transforming America’s Metro System and proving our immense value to the region we serve,” said Metro General Manager and CEO Randy Clarke. “This award is more than just a recognition; it is a call to keep pushing forward and continuing to provide the service excellence our customers deserve.” 

“The achievements and legacies of our awardees inspire us all to continue striving for excellence in our industry and to making a lasting impact on the lives of countless individuals,” APTA President and CEO Paul P. Skoutelas said. “Congratulations to all who have been recognized for their accomplishments and for making positive impacts in their communities and our industry.”

To commemorate the award, WMATA will unveil a specially wrapped bus, train and MetroAccess van. Additionally, all trains, buses and Metro Access vehicles will feature new decals to celebrate the award. 

The post WMATA Garners Top APTA Award appeared first on Railway Age.

This year, Railway Age and RT&S are pleased to venture to Pittsburgh on Oct. 1-2 for the much-anticipated 2025 Light Rail Conference, featuring a packed lineup of LRT (light rail transit) professionals who are significantly influencing today’s rail transit industry. Among the reasons to attend is “LRT Train Protection on the Boston Green Line,” presented by Robert Hanczor, CEO and Founder of Piper Networks Rail North American Streetcar Market Sales Manager.

Piper is currently deploying the Green Line Train Protection System for the MBTA in Boston. The system includes three critical safety deliverables, including: collision avoidance for Green Line trains, overspeed protection, and full territory response to signals and speed changes. The GLTPS relies on Piper’s Cenelec SIL-4 Ultra-Wideband positioning technology to localize trains operating both at grade and in the underground central subway areas. Onboard displays provide safety alerts for operators, and the system implements safety braking to ensure safe operations. This presentation will describe the deployment strategy for surveying the Green Line territory, building comprehensive onboard databases for relevant speed, grade, and infrastructure points. Robert will also cover wayside installation methods as well as back office integrations for control center oversight of rail operations.

Robert Hanczor, Ph.D. is the CEO and Founder of Piper Networks. He leads a team dedicated to improving transportation safety with advanced sensor technologies for precision localization, collision avoidance, rail network surveying, digital twin software, maintenance vehicle protection, intrusion detection, and track worker visibility. A 30-year software engineering veteran, Robert guides the research and development of new technologies that can accelerate safety advancements for both transit and freight rail applications. Under Robert’s leadership, Piper has expanded its portfolio of expertise with an emphasis on safety certification of its product line. Piper is currently deploying the Green Line Train Protection System for the Massachusetts Bay Transportation Authority.

This edition of our annual in-person Light Rail Conference will be filled with dynamic panels and the chance to network with a wide-reaching group of like-minded professionals. It offer a comprehensive review of the specialized technical, operational, environmental, and socio-economic issues associated with LRT in an urban environment. All this will take place at the Fairmont Pittsburgh.

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

Key sessions will focus on:

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

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

Industry support for the Railway Age / RT&S 2025 Light Rail Conference is strong, including sponsorships from 4AI Systems, Piper Networks, Benesch, RDC and Stadler. To inquire about sponsorship opportunities, contact Jonathan Chalon at jchalon@sbpub.com or (212) 620-7224.

The post 2025 Light Rail Conference Focus: MBTA Green Line Train Protection appeared first on Railway Age.

For 2025’s 37th week, North American freight rail traffic declined marginally, with carloads falling 0.5% and intermodal down 1.3%, compared to 2024, the Association of American Railroads (AAR) reported Sept. 17. U.S. traffic declined slightly in both categories; Canadian traffic grew a little. Mexico was another story entirely, with intermodal loads growing nearly 15% and carloads plummeting almost 11%. Cumulative 2025 volume saw U.S. traffic growing 3.1%, Canadian growing 2.2%, Mexican falling 7.5%, and North American climbing 2.5%

Total U.S. weekly rail traffic was 514,167 carloads and intermodal units, down 1.6% compared with the same week last year. Total carloads for the week ending September 13 were 231,237 carloads, down 0.5% compared with the same week in 2024, while U.S. weekly intermodal volume was 282,930 containers and trailers, down 2.6% compared to 2024.

Five of the 10 carload commodity groups posted an increase compared with the same week in 2024. They included chemicals, up 2,446 carloads, to 34,891; motor vehicles and parts, up 765 carloads, to 17,608; and nonmetallic minerals, up 732 carloads, to 32,754. Commodity groups that posted decreases compared with the same week in 2024 included coal, down 2,321 carloads, to 60,817; miscellaneous carloads, down 1,947 carloads, to 8,776; and farm products excl. grain, and food, down 834 carloads, to 16,382.

For the first 37 weeks of 2025, U.S. railroads reported cumulative volume of 8,194,763 carloads, up 2.3% from the same point last year; and 10,007,894 intermodal units, up 3.8% from last year. Total combined U.S. traffic for the first 37 weeks of 2025 was 18,202,657 carloads and intermodal units, an increase of 3.1% compared to last year.

North American rail volume for the week ending September 13, 2025, on 9 reporting U.S., Canadian and Mexican railroads totaled 336,615 carloads, down 0.5% compared with the same week last year, and 369,524 intermodal units, down 1.3% compared with last year. Total combined weekly rail traffic in North America was 706,139 carloads and intermodal units, down 0.9%. North American rail volume for the first 37 weeks of 2025 was 25,051,904 carloads and intermodal units, up 2.5% compared with 2024.

Canadian railroads reported 92,231 carloads for the week, up 1.2%, and 71,932 intermodal units, up 1.1% compared with the same week in 2024. For the first 37 weeks of 2025, Canadian railroads reported cumulative rail traffic volume of 5,978,337 carloads, containers and trailers, up 2.2%.

Mexican railroads reported 13,147 carloads for the week, down 10.9% compared with the same week last year, and 14,662 intermodal units, up 14.6%. Cumulative volume on Mexican railroads for the first 37 weeks of 2025 was 870,910 carloads and intermodal containers and trailers, down 7.5% from the same point last year.

The post AAR Week 37: Rail Traffic Dips Slightly Overall appeared first on Railway Age.