Prototype News

by Otto M. Vondrak/photos as noted

Five years after global pandemic restrictions decimated ridership for transit agencies across the country, MTA Metro-North Railroad is experiencing many positive signs of ridership recovery while new locomotives and rolling stock are arriving to help refresh the fleet and meet the demands of a new economy. Commuter agencies across the country are seeing signs of improvement, with Boston’s Massachusetts Bay Transportation Authority coming closest to pre-pandemic ridership levels, consistently exceeding 90 percent in 2024. This past summer, Florida’s Tri-Rail reported 4.5 million riders, surpassing 2019’s record ridership of 4.4 million. Others like Metrolink in California report only 65 percent recovery as Los Angelinos are slower to return to the office full-time.

A subsidiary of New York’s Metropolitan Transportation Authority established in 1983, Metro-North is the nation’s second-busiest passenger carrier by volume, reporting more than 60 million riders in 2024. While this amounts to a roughly 22 percent shortfall against 2019 totals of 86.6 million riders, trends in 2025 point to steady climbs in ridership totals. Some single-day and monthly records in 2025 are hitting new post-pandemic highs, showing strong momentum.

In the midst of this positive growth, MTA leadership selected Justin Vonashek to become Metro-North’s seventh president, taking office this past April. He came to Metro-North in 2016 as Vice President of System Safety, and was later promoted to Senior Vice President of Operations in 2020. In 2023, he was named Executive Vice President and Chief Operating Officer, where he managed all aspects of the railroad’s operations.

Vonashek is no stranger to trains and transit. Growing up in Chicago and graduating from Illinois Institute of Technology, he joined Metra in 2005 as a Transportation Specialist. He quickly rose through the ranks in a variety of roles at the nation’s third-busiest carrier as transportation specialist, corporate trainmaster and manager of schedules and service. During his time at Metra, he served as the liaison with Union Pacific and BNSF Railway, developed a schedule of Saturday service for the Southwest Service (former Wabash route between Chicago and Manhattan, Ill.), and also set up special event service for White Sox home games at 35th Street “Lou” Jones Station on the Rock Island District. He also represented Metra on the FRA Rail Safety Advisory Committee, the Association of American Railroads’ Locomotive Committee, as well as the American Public Transportation Association’s Passenger Rail Equipment Safety Standards Committee. It’s no wonder that Don Orseno, then Metra’s Interim Executive Director/Chief Executive Officer, nominated Vonashek as one of Progressive Railroading’s “Rising Stars” in 2013. “When I think of future leaders in the industry, I think of Justin Vonashek,” he said.

Vonashek moved over to Keolis in 2014, where he was named Chief Safety, Security, Emergency Preparedness and Regulatory Compliance Officer as the contractor prepared to take over operation of MBTA’s commuter rail operations that year. It was there that he continued his safety campaigns, including promoting the use of the Confidential Close-Call Reporting System (C3RS), which allows employees to anonymously report a safety problem or close-call event to a third party. It was this focus on safety and regulatory compliance that he brought to Metro-North when he first came on board in 2016. In an exclusive sit-down with the new Metro-North president, Railfan & Railroad asked Vonashek observed from his time at Metra, MBTA, and Metro-North, “While each railroad had its own specific challenges, the common thread is each one is focused on safety.”

Of course, the railroad’s most visible metric is daily ridership, which has trended upward in recent years as workers return to the office and discretionary travel picks up for entertainment and events. “This past week [last week of September], we broke records for best daily ridership,” while the railroad currently reports they are at 87 percent of pre-pandemic ridership levels. Of note, stations in The Bronx have seen growth of 150 percent over last year. Special event service to Yankee Stadium has been growing, too. “We saw our highest ridership to Yankee Stadium this past week [last week of September], with 16 percent of attendees traveling to the game by train.” In addition, the railroad is looking forward to its first service expansion in more than 25 years with the extension of New Haven Line service to New York Penn Station in 2027. “Enhanced East Bronx service and Penn Station Access will be a game changer,” Vonashek said. Four new stations will be added in the East Bronx: Hunts Point, Parkchester/Van Nest, Morris Park, and Co-Op City, providing direct rail access to Penn Station for Bronx residents.

ABOVE: Metro-North president Justin Vonashek disembarks from a New Haven Line “Super Express” at Grand Central Terminal in New York City. —Courtesy MTA

Asking if there are other possible territory expansions in the future, Vonashek said, “We’re focusing on improving the existing service we have and making sure the customers have the best possible experience.” More trains are being added to the upper Hudson Line to address crowding, including two new “Super Express” runs to be introduced in October that offer 90-minute service from Poughkeepsie. This follows on the heels of the new “Super Express” service introduced on the New Haven Line back in March, saving up to 25 minutes of travel time for commuters coming from Connecticut. “We saw a 10% increase in ridership after we added the Super Expresses on the New Haven Line.” These gradual improvements to schedules are the result of increased demand as more workers are traveling to New York City.

This past February, officials across the Hudson River in Orange and Rockland counties were demanding better service on the Port Jervis and Pascack Valley lines. According to a report in the Journal News, Rockland County Executive Ed Day argued that west-of-Hudson (WOH) commuters do not receive the same level of service as those on the east side of the river, and that fare hikes and increased subsidies are not justified until improvements are made. Vonashek said the challenges to expanding WOH service are directly related to the overall system capacity of partner New Jersey Transit. “There’s a practical issue of the miles of single-track main line, a lack of siding capacity, plus yard capacity in Suffern, N.Y., and Hoboken, N.J.” According to Vonashek, WOH service posted a 94 percent on-time performance rating, compared to NJT’s average 90 percent system-wide OTP. “We recently named a new superintendent of WOH just to focus on that territory, and it’s made a huge difference in terms of managing the customer experience.”

ABOVE: Metro-North GE P32AC-DM 208 wearing the 40th anniversary tribute to the original Metro-North “beachball” design of the 1980s leads a Hudson Line train at Marble Hill, N.Y., on August 30, 2025. Locomotive 208 was selected because FL9 2008 was the last of the iconic cab units to be retired from regular service in April 2007. While new Siemens Chargers are arriving to replace the P32s, 15 rehabbed units will remain on the roster through at least 2032. —Otto M. Vondrak photo

When asked how overall system velocity can be increased, Vonashek said that improvements to the signal systems in certain areas have allowed for increased speed. Plus, the introduction of the new Siemens Chargers helps reduce station dwell time. In 2021, Metro-North placed an order for 27 Siemens Charger SC42-DM dual-mode locomotives that can operate off third rail or diesel power to gradually phase out the aging General Electric P32AC-DM units delivered 30 years ago. Vonashek was excited about the new Chargers entering revenue service ahead of schedule and under budget. “No. 301 entered revenue service last week, and 302 entered service this week.” While most of the P32s will be retired, the railroad will retain 15 units and rehab them in-house to maintain them as part of the fleet through 2032. “The Heritage Unit program is part of that, as some locomotives come through for rehab.” Extensive body work is part of the program to keep these units in a good state of repair, and so far, Metro-North has released seven heritage units honoring predecessor railroads.

Vonashek is also looking forward to the arrival of new Siemens Charger dual-mode battery power/AC locomotives that will be dedicated to Penn Station Access service. These new locomotives can draw power off AC overhead catenary on the New Haven Line, or use internal battery power.

In MTA’s recent $68 billion capital plan (2025-2029), Metro-North received $6 billion that will be applied to maintaining the “core service,” which includes $1 billion dedicated to the Grand Central Terminal “artery” that funnels the Hudson, Harlem, and New Haven Lines into the busy terminal. “This is more than double past appropriations,” said Vonashek. These funds will be applied to the GCT “trainshed” (platform area) and ongoing Park Avenue Viaduct repairs, fortifying the Hudson Line against coastal surges and landslides, bringing stations to a good state of repair, upgrading electrical substations, purchasing new rolling stock to replace the last of the Budd M-3s, and improving overall system accessibility.

What’s it like to be the president of Metro-North? “I’m extremely grateful for this opportunity that I never expected, but that I also never take for granted,” Vonashek said. “Walking through Grand Central each day and taking in its beauty, a testament to the work of our skilled employees, not just in GCT, but throughout the whole system,” he said, “We are the premier commuter agency.”

The post EXCLUSIVE: Interview with Metro-North’s New President Justin Vonashek appeared first on Railfan & Railroad Magazine.

DART (Courtesy of DART)

DART’s new regional rail service, Silver Line, will start Oct. 25, 2025, with free rides through Nov. 8, the transit agency reported Oct. 8. Public celebrations will be held at each of the 10 stations on opening day, featuring live music, cultural performances, family-friendly activities, and community programming.

Spanning 26 miles in North Texas, the Silver Line will connect Plano, Richardson, Dallas, Addison, Carrollton, Coppell, Grapevine, and DFW International Airport. According to the transit agency, it will not only reduce congestion but also link residents to jobs and educational opportunities, and expand travel options. The Silver Line will run from 4 a.m. to 1 a.m. daily with 30-minute headways during weekday peak hours and 60-minute headways during off-peak hours and on weekends. There will be direct transfers to DART light rail, bus routes, DFW terminals, and Trinity Metro TexRail service.

The Silver Line will feature DMUs (diesel multiple units) from Swiss manufacturer Stadler, which in 2019 was awarded an approximately $119 million contract for eight FLIRT DMUs, which were assembled at its Salt Lake City, Utah, plant. The FLIRT for DART meets both tier 4 EPA emissions standards and Federal Railroad Administration standards. Each DMU comprises two cab cars, two coach cars, plus a engine module (power pack), according to Stadler, which noted that the setup includes four powered axles and eight unpowered axles. This puts each train at approximately 267 feet long. Each has seating for 235 riders. The equipment is similar to Trinity Metro’s TexRail commuter rail vehicles, also built by Stadler. The 27-mile, nine-station TexRail runs eight trains between Fort Worth and DFW Airport’s Terminal B.

According to DART, each of the Silver Line’s 10 fully accessible stations was designed with input from the cities along the rail corridor, reflecting local character, community feedback, and accessibility features “to ensure a safe and welcoming experience for all riders.”

“The Silver Line is a centerpiece of our Point B vision to make DART your first-in-mind mobility partner,” DART President and CEO Nadine Lee said. “By connecting key employment centers, neighborhoods, and the world’s third-busiest airport, this project will be a catalyst for economic growth, provide access to opportunity, and a seamless mobility experience that helps our region thrive.”

“Our focus is on reliability and convenience,” added Gary Slagel, DART Chairman of the Board. “With predictable schedules, modern trains, and seamless connections, the Silver Line is built to meet the needs of both daily riders and occasional travelers. It’s another way DART is making North Texas more connected than ever.”

The Silver Line project includes the adjacent Cotton Belt Regional Hike & Bike Trail. The trail is a part of the North Central Texas Council of Governments (NCTCOG) Mobility 2045 Regional Veloweb Trail network, with phases being built in conjunction with the Silver Line through a partnership with NCTCOG and the cities within the corridor. NCTCOG is responsible for the cost and construction of the trail, and cities within the trail system will be responsible for the maintenance.

HART The second segment of Skyline includes stations at Makalapa (Pearl Harbor), Lelepaua (Daniel K. Inouye International Airport), Āhua (Lagoon Drive), and Kahauiki (Middle Street). (Courtesy of HART)

Skyline’s second segment will open Oct. 16. Running 5.2 miles from Aloha Stadium to Middle Street, it will serve employment centers, the airport, and Pearl Harbor. Hawaii Public Radio recently conducted an interview with Honolulu Department of Transportation Services Deputy Director Jon Nouchi, who provided a preview of the new service. Highlights of his comments are included below:

“We’re absolutely excited to add on another 5 miles and another four stations,” Nouchi told the media outlet. “And it seems a little short, but this is extremely significant in that it’ll connect the other 11 miles and nine stations to major job centers in this 5-mile, four-station extension [see map above]. … In this case, you’ll go out to the Skyline station at the airport and find that Skyline goes west. It’s for the benefit of our own people right now who live everywhere west of the airport.” Before the launch, “we’re deploying a lot of manpower to just go out and make sure people know where they’re going, know what stations to get on and off at, and how their ride is going to change.” Following the launch, he said, riders will have “a free weekend on the 19th and 20th, the immediate next weekend, and that is with a HOLO card. Anybody can ride free on Skyline and TheBus, and that’s important. I want people to get out there and go explore, go see how these stations can work for them, especially the airport station. It’s good to be able to figure out how to get to the terminals, and we have land bridges and all these new connections at the airport. Our partners with HDOT (Hawaiʻi Department of Transportation) have been so good to work with in integrating the station right inside the airport. It’s not like in other cities, where it’s like a side afterthought, where we pushed it off to where they had space. It is smack dab in the middle of our airport. And that’s a tremendous feat.”

Segment 1 included the first nine stations and 10.75 miles of guideway. On June 9, 2023, HART transferred the guideway, stations, 43-acre Rail Operations Center, and 12 four-car trains to Honolulu’s Department of Transportation Services (DTS). The rail system, officially named Skyline, opened to the public June 30, 2023.

Segment 3—including three miles of elevated guideway and six stations at Kalihi, Honolulu Community College-Kapālama, Iwilei, Chinatown, Downtown, and Civic Center—is expected to wrap up in 2030, with the transfer to DTS by 2031. A groundbreaking ceremony took place in August.

Further Reading:

• Delivering a Hawaii Transit Megaproject
• Tutor Perini Lands $1.66B Skyline Contract
• Hitachi Rail Sues HART for $325MM
• Watch: Happy Birthday, Skyline!
• HART Takes Delivery of Final Trainset, $125MM in Federal Funding

Caltrain Pictured: Caltrain Executive Director Michelle Bouchard announcing that the railroad will be compensated for the power its trains return to the grid through regenerative braking. (Screen Grab from Caltrain Video)

Caltrain on Oct. 8 reported that it will be compensated for the power its new electric trains return to the grid through regenerative braking, thanks to policy changes by its clean energy partners Peninsula Clean Energy (PCE) and San Jose Clean Energy (SJCE). The regional/commuter rail system runs on 100% renewable energy supplied by PCE and SJCE, mostly solar and wind. Caltrain said it currently returns approximately 23% of the power it uses back to the power grid, providing power to residents and businesses along its corridor serving the San Francisco Peninsula and the Santa Clara Valley in California.

Starting April 2026, SJCE and PCE will allow Caltrain to qualify for a Net Billing Rate, which will enable Caltrain to receive approximately $1 million annually in compensation for the clean power it sends back to the grid, the railroad reported.

“Caltrain’s new electric trains don’t just use electricity—they also give some back,” said Lori Mitchell, Director of SJCE. “Our Green Transportation program is the first in the state and one of the few in the country to give credit to public transit systems like Caltrain for the energy they return to the grid, helping them save money and reduce pollution.”

“Our partnership with Caltrain and its bold move to all-renewable and carbon-free electric rail service have already improved the quality of life for our communities and illustrates how powerful local, community-driven leadership can be in better meeting customer needs,” added PCE CEO Shawn Marshall. “And now with the new regenerative braking, their cleaner, quieter and more efficient travel will send even more emission-free power back to the larger regional grid.”

According to Caltrain, California Assemblymember Diane Papan authored AB 1372 to include the regenerative braking from electric trains as a renewable electrical generation facility, which would require power providers to compensate railroads that return power to the grid. “Now that Caltrain’s clean energy suppliers approved net billing, the passage of this bill would likely result in Caltrain receiving an additional 20% in compensation from its energy distributor PG&E,” according to the railroad.

“I’m pleased to see that the renewable energy that Caltrain is sending back to the grid is being recognized and fairly compensated,” Assemblymember Papan said. “This is the right thing for supporting public transit and highlighting the incredible benefits from electrification.”

“Caltrain running train service on 100% renewable energy for the first time in 161 years is a victory in and of itself,” Caltrain Executive Director Michelle Bouchard noted. “But now that our partners at PCE and SJCE have agreed to compensate us for the power we return to the grid, we have yet another reason to celebrate our transition to the electric fleet. I thank PCE and SJCE for their dedication to both public transit and clean power, and Assemblymember Papan for leading the charge on this issue. We’ll all be breathing easier because of their efforts.”

Originally estimated to cost approximately $19.5 million annually, Caltrain said its electricity use since the launch of electric service in 2024 averages 207 MWh on weekdays and 175 MWh on weekends, revising cost estimates to $15.3 million. PCE and SJCE 100% renewable energy products also allow Caltrain to generate revenues from the California Low Carbon Fuel standards program, further lowering Caltrain’s electric fuel costs, according to the railroad.

Caltrain’s electrified service arrived two years later than planned. The regional/commuter railroad’s $2.4 billion Electrification Project upgraded and electrified its double-track system from the 4th and King Station in San Francisco to the Tamien Station in San Jose and replaced trains. Caltrain awarded Stadler a $551 million contract to supply 16 six-car EMUs in August 2016 with an option to extend these sets to seven-car trains exercised in December 2018. The 110-mph-capable trainsets were built at the manufacturer’s plant in Salt Lake City, and there are options worth $385 million under the original contract to supply up to 96 additional railcars. The EMUs replaced trains powered by F40 diesel locomotives—approximately 75% of Caltrain’s diesel fleet—which entered service in 1985. Its newer locomotives have been retained to operate the non-electrified Dumbarton extension and services south of Tamien.

Further Reading:

• Caltrain Celebrates First Anniversary of Electrified Service
• Caltrain Installs Digital Displays at South Santa Clara County Stations
• BLET, Caltrain Ratify New Contract

San Diego MTS (Courtesy of San Diego MTS)

San Diego MTS on Oct. 8 reported that it has seen a 24% drop in crime across its network. The reduction in crime comes less than two years after the transit agency launched a comprehensive security initiative to increase safety, according to the transit agency, which operates 92 bus routes and four Trolley lines in 10 cities and unincorporated areas of San Diego, Calif.

Data shows that from January through August 2025, 969 crimes were reported on San Diego MTS services—76% of the 1,274 incidents reported during the same period in 2024, the agency noted.

Breaking down the numbers by transit mode, crimes on the Trolley network decreased 14.6%, while bus routes saw a 53.1% reduction.

In early 2024, MTS rolled out several security measures to help grow ridership, including:

• “Better Coverage: Increasing the number of Code Compliance Inspectors by 60% to add more visibility and coverage to the system.
• “Fare Compliance: Getting better fare compliance from riders by implementing a stricter fare enforcement policy.
• “Faster Response: Consolidated the 24/7 security hotline into a single number for texting and calling, and improved technology behind the scenes so incoming calls can be managed more efficiently.
• “Better Visibility: Increased security ‘train teams’ on Trolley lines from 5-6 teams per shift to 8-10 teams per shift, which led to more frequent interactions between officers and riders, along with an increase in calls and text messages to MTS.
• “More Patrols on Buses: Doubled the Bus Enforcement security team to help extend security presence beyond major transit centers and Trolley lines.
• “Expanding Coverage: Added security outposts at busy transit centers like San Ysidro, 12th & Imperial and El Cajon so officers spend more time on the system and less time traveling to/from headquarters.”

The agency’s 2024 security initiative followed a 2022 customer survey that showed riders wanted a stronger security presence on the transit system, San Diego MTS reported. In response, the MTS Board approved a $4.2 million increase to the security budget in 2023.

“On the 2024 Customer Satisfaction Survey, conducted after the security initiatives were in place, 71% of bus riders and 63% of Trolley riders reported feeling safe on board—well above the national averages of 42% for both modes,” San Diego MTS said. “Riders were also five times more likely to say their satisfaction has improved compared to a year ago.”

Beyond staffing, San Diego MTS is also continuing to expand lighting infrastructure. Three lighting projects are under way along the Orange Line Trolley between Lemon Grove and Barrio Logan; at an underpass near Beyer Blvd Trolley Stations; and a new solar lighting project at bus stops.

Recognizing its efforts to maintain a safe and secure transit system, San Diego MTS earned the Gold Standard Award from the U.S. Department of Homeland Security’s Transportation Security Administration, one of only two transit agencies nationwide to receive this distinction for 2024 and awarded in summer 2025, according to the agency.

“Taking a comprehensive look at passenger safety over the past several years has been our top priority, and these results show the impact of our ongoing efforts to make MTS a secure and welcoming transit system for all riders,” said Monica Montgomery Steppe, San Diego MTS Board Chair Pro Tem and San Diego County Supervisor, District 4. “We’re committed to building on this progress by working closely with MTS staff and the community to ensure all riders feel secure and supported on our buses and Trolleys.”

“We’ve been intentional with our improvements on a lot of fronts, and the results are beginning to show,” added MTS Chief Executive Officer Sharon Cooney. “We have been listening to our riders for a few years now through customer feedback, surveys and research that the top priority for riders is feeling safe while using the system. Ridership grew 7% last year and a big factor in that can be attributed to this reduction in crime.”

Further Reading:

• San Diego MTS Ridership Surges in FY25
• San Diego MTS Earns ‘Perfect Score’ in Federal Triennial Review
• San Diego MTS Board Greenlights FY26 Budget

VRE (Courtesy of VRE)

On Oct. 6, VRE reached a milestone of 100 million total riders since operations began in 1992. The nation’s 13th largest commuter rail service connects Central and Northern Virginia with the District of Columbia. Its two lines, Manassas and Fredericksburg, serve 19 stations, including two—L’Enfant and Union Station—in D.C.

To commemorate the occasion, VRE said it will celebrate with riders on board trains following the conclusion of the federal government shutdown. Event details will be shared on VRE’s social media channels.

Like many transit agencies across the country, VRE said that it faced challenges during the COVID-19 pandemic, but has since experienced a strong ridership rebound. In recent months, ridership growth has accelerated, with more than 100,000 more passengers traveling in July 2025 compared with the same month the previous year, it reported.

“This [Oct. 6] is a proud day for VRE,” said VRE Acting CEO Dallas Richards. “Reaching 100 million riders is a powerful reminder of how vital regional rail has become for daily life, mobility, and sustainability across our service area. We are humbled by the confidence placed in us, and we recommit to delivering safe, reliable, and rider-focused service into the future.”

“We have reached the 100 million riders milestone at the start of a new chapter for VRE,” said VRE Operations Board Chair and City of Alexandria Vice Mayor Sarah Bagley. “Our region is changing, and so are the ways people travel. VRE has and will continue to grow with our communities while delivering the safe, sustainable, and high-quality service riders deserve and have come to expect from VRE.”

While Oct. 6 marks an important chapter in VRE’s history, the organization said it remains focused on the future. “Alongside the Commonwealth of Virginia’s monumental investments in rail infrastructure through Transforming Rail in Virginia, planned capacity enhancements, additional rolling stock, and continued station modernization projects will allow VRE to serve a growing population with greater reliability and convenience,” the commuter railroad said. “The recently adopted System Plan 2050 outlines a long-term vision for the future of commuter rail in the region, including increased service frequency, longer operating hours, and strategic investments to accommodate future population and employment growth.”

Amtrak / MoDOT (Courtesy of MoDOT)

KCTV5 on Oct. 7 reported that the Missouri Department of Transportation will fund and add a “third daily service to the Missouri River Runner … between St. Louis and Kansas City to accommodate increased travel demand during the 2026 FIFA World Cup.”

It will begin next April and run through June 2026, according to the media outlet, which noted that MoDOT expects it to handle heavy demand during the international soccer tournament.

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Former Norfolk Southern Senior Vice President of Operations Planning and Support John M. Samuels Jr. died August 22, 2025, in Jupiter, Fla., He was 82

Samuels grew up in Yardley, Pa. After graduating from Pennsbury High School in 1961, he attended General Motors Institute (now Kettering University) through its engineering co-op program, alternating between academic studies and hands-on experience at GM’s Trenton plant. He continued his education at Pennsylvania State University, earning an M.S. and Ph.D. in industrial and manufacturing engineering. In 1968, he married Leslie (Lil) Charlene Ruth.

Samuels’ distinguished career in railroad engineering spanned decades. Beginning as a tenured professor of engineering at Penn State, he transitioned in 1978 to Conrail, where he served as Vice President of Operating Assets and played a pivotal role in turning the government-owned freight railroad into a publicly traded, profitable company. In 1998, just prior to Norfolk Southern and CSX’s 58%/42% split acquisition of Conrail—and after considering offers from both railroads—he joined NS, rising to Senior Vice President of Operations Planning and Support. His groundbreaking work in railroad safety, technology, and PTC earned him numerous awards and accolades, including induction into the National Academy of Engineering and an honorary doctorate from Kettering University

In 2006, Samuels and his wife retired to Palm Beach Gardens, Fla., where he continued consulting through his business, Revenue Variable Engineering LLC. Lil died in 2020. Samuels is survived by his son John Michael Samuels III and daughter-in-law Dawn, his companion Davideen Werner, sisters Florence Leipholtz and Winifred Lynn, and numerous nieces, nephews, and great-nieces.

In 2021, the U.S. Congress directed the Secretary of Transportation to enter into an agreement with the National Academies of Sciences, Engineering, and Medicine – Transportation Research Board (TRB) “to conduct a study on the operation of freight trains that are longer than 7,500 feet.” Sponsored by the Federal Railroad Administration, the TRB convened a 12-member committee “with experience in freight and passenger railroad operations, state rail transportation, national rail safety oversight, and freight and passenger rail research” that met 16 times to examine impacts of long trains. A December 2024 Rail Group On Air podcast featured Samuels and five other committee members.

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Through this potential transaction, Rail Vision and Quantum Transportation “aim to combine quantum-AI based IP protected, innovation with Rail Vision’s advanced vision and safety technologies, creating potential synergies that will enhance Rail Vision’s existing and future product lines, drive innovation, and deliver long-term value for stakeholders,” the companies said.

Under the terms of the term sheet, upon the closing of the acquisition, Rail Vision says it will issue ordinary shares representing approximately 4.99% of its share capital to select Quantum Transportation shareholders (the “Exchanging Shareholders”) in exchange for their full holdings in Quantum Transportation, “securing majority control post-closing.” Additionally, upon the closing of the acquisition, Rail Vision will extend a convertible loan of up to $700,000 to Quantum Transportation at an 8% annual interest rate, “disbursed in tranches to support ongoing operations and development.” The loan, including principal and interest, shall be repayable in one payment within the 24-month term and may be converted, at Rail Vision’s sole discretion, into Quantum Transportation’s most senior class of shares.

Quantum Transportation’s patented machine learning-based universal decoder, the company says, “represents a breakthrough in quantum error correction, addressing the inherent noise in qubits that limits scalable quantum computing.” This technology, developed by leading computer science experts and protected as patented intellectual property (IP), “is code-agnostic, noise-aware, and scalable.” This, Quantum Transportation adds, “enables it to adapt seamlessly across various hardware platforms and code sizes. It empowers quantum hardware companies and labs, particularly small- to medium-sized entities, to research and select optimal error correction schemes without in-house teams. By utilizing this IP for transportation applications, including railway, Rail Vision aims to unlock new capabilities in anomaly detection, predictive maintenance, and autonomous rail operations, capitalizing on the growing quantum computing market projected to drive exponential advancements in transportation.”

The transaction is conditioned on signing definitive agreements and key milestones and is expected to close within the next 60 days, subject to satisfaction of all conditions, including regulatory approvals.

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Norfolk Southern is once again making history more accessible. Thanks to a $500,000 contribution from NS, the Atlanta History Center and the Georgia Historical Society have completed a landmark archival exchange—preserving Georgia’s rich heritage and making it easier to explore.

Why it matters: This unprecedented collaboration reunites collections that have long been separated, ensuring Georgia’s history is protected and available to researchers, students, and the public for generations to come.

The Central of Georgia archives arrive at the Atlanta History Center. Photo courtesy of the Atlanta History Center. What’s Included in the Exchange:

• Atlanta History Center acquired the Central of Georgia Railway Collection from the Georgia Historical Society—nearly three football fields of records. These will now sit alongside the Southern Railway archives, forming one of the most comprehensive railroad history collections in the U.S. Both railroads are predecessors of Norfolk Southern.
• Georgia Historical Society received 12 major manuscript and photographic collections from the Atlanta History Center, including parts of the Atlanta Olympic Games photo archive and files from the Georgia Film Commission.
• This initiative continues Norfolk Southern’s longstanding partnership with the Atlanta History Center. In 2021, we donated the complete collection of Southern Railway archives, dating back to 1828. With the addition of the Central of Georgia Railway records, that story is now more complete, offering a deeper look at how rail transformed the Southeast.

What They’re Saying:

“By reuniting collections that have been scattered for decades, we’re opening new doors for researchers, students, and history lovers everywhere.” — Sheffield Hale, President and CEO of Atlanta History Center

“This agreement demonstrates two nonprofits working together for the greater good. Norfolk Southern is playing a vital role in that.” — Dr. W. Todd Groce, President and CEO of the Georgia Historical Society

“The story of railroads underscores how rail transportation spurred Georgia’s development by connecting cities, fueling commerce, and shaping communities throughout the Southeast. Supporting this unprecedented exchange not only honors our heritage, but it also reinforces Norfolk Southern’s commitment to connecting people, places and history.” — Kristin Wong, Director NS Foundation & Community Impact

For more information, visit the Georgia Historical Society website.

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Alstom on Oct. 8 announced that Martin Sion has been chosen by the company’s Board of Directors, following the recommendation of the Nominations and Remuneration Committee, as the new Chief Executive Officer (CEO), effective April 1, 2026. He will succeed Henri Poupart-Lafarge, who announced in May his decision not to seek a further term, having served as CEO since February 2016.

“The Board has conducted an extensive search process over the last few months, and we believe that Martin Sion has the necessary experience to lead Alstom. We look forward to welcoming him in April 2026. Until then, Henri Poupart-Lafarge will continue in his role, thus ensuring a smooth transition,” said Philippe Petitcolin, Chairman of Alstom’s Board of Directors.

At the same meeting, the Board of Directors also decided, on the recommendation of the Nominations and Remuneration Committee, on the elements of Sion’s remuneration for his duties. These elements are available to download below.

After graduating from the École Centrale de Paris and a spell at Sandia National Laboratories in the U.S., Sion joined Société Européenne de Propulsion (SEP) in 1990, where he held various engineering positions. In 2005, he became head of the Technical Department of Snecma’s Space Engines Division. He was subsequently appointed head of the Improvement Strategy Department at Snecma (now Safran Aircraft Engines) and, in 2009, head of the “Build-up and Equipment” Industrial Excellence Centre. From 2010 to 2013, he headed the company’s Space Engines division. He then joined Aircelle (now Safran Nacelles) in 2013 as CEO, and in 2015, he was appointed Chairman of Safran Electronics & Defense. Sion has been a member of ArianeGroup’s Board of Directors since 2020 and became the company’s CEO in 2023.

20251008_Gouvernance_Documentation_Remuneration_Martin_Sion_CEO_ENDownload

The post Sion Tapped as New Alstom CEO appeared first on Railway Age.

They received the Maritime Industry Salute Award, which annually honors individuals and organizations that make “significant contributions to the welfare of seafarers visiting the San Pedro Bay ports.” This year’s award, presented aboard the USS IOWA, highlighted PHL’s ongoing support for the mission of the International Seafarers Center, which is described as providing “essential services and a home-away-from-home for mariners from around the world.”

Since 1998, Anacostia Rail Holdings subsidiary PHL has served as the neutral S&T (switching and terminal) operator for the on-dock rail network serving the Ports of Los Angeles and Long Beach; it connects the port terminals to the national rail network, through Class I railroads BNSF and Union Pacific (UP).

OpenRailwayMap.org overview of PHL system.

“Every day, a complex dance of global commerce unfolds in the Ports of Los Angeles and Long Beach,” the International Seafarers Center of the Ports of Long Beach and Los Angeles reported in a notice about the award. “At the heart of this vital operation is an often-unseen giant. As the ‘freight rail lifeline for Southern California,’ PHL is a critical North American link in the worldwide supply chain. The railroad is an environmental leader, whose operations keep more than two million trucks off our highways each year , and it is a pioneer in clean air technology with its fleet of low-emission locomotives. This year, we are thrilled to honor this incredible company and its distinguished President, Otis Cliatt II. A decorated U.S. Army combat veteran awarded the Bronze Star Medal for his service in Desert Storm, Otis brings over two decades of railroad industry experience and focused dedication to his role. Under his leadership, PHL was recently the recipient of the Bob Kleist Leadership Award from the Los Angeles Area Chamber of Commerce—a well-deserved recognition of their excellence. Beyond his impressive professional achievements, we have personally experienced Otis’s incredible kindness and generous spirit, especially in his support of our Chairman of the Board, Guy Fox. It is our distinct honor to celebrate him and the indispensable work of his team at Pacific Harbor Line.”

“Mr. Otis Cliatt and Pacific Harbor Line were selected for this honor because of their unwavering commitment to supporting the maritime community, from ensuring the safety and well-being of seafarers, to fostering strong connections with local workers and residents,” Guy Fox said.

“We are deeply honored to receive this recognition from the International Seafarers Center at the Ports of Long Beach and Los Angeles,” Cliatt II said. “This award is a testament to the entire PHL team’s commitment to operational excellence and, most importantly, to supporting the seafarers who are the lifeblood of global trade.”

In related news, PHL recently earned an award for “exceptional leadership in the development and promotion of global trade in Southern California” from the Los Angeles Area Chamber of Commerce.

Further Reading:

• PHL Advances Zero-Emission Operations, Receives ASLRRA Safety Awards
• PHL Hosts Tour for STB’s Primus
• PHL Hosts Supply Chain Event

The post PHL, Cliatt II Earn 2025 Maritime Industry Salute Award appeared first on Railway Age.

According to the company, Sabin will also serve as a member of its Board of Directors. Sabin previously served as COO at ENFRA, an energy infrastructure company with more than 2,600 employees. Sabin brings to RailWorks more than 40 years of leadership experience in the industrial, energy, and infrastructure sectors where he focused on “strategic innovation and enhanced operational execution,” RailWorks reported. Before ENFRA, Sabin worked as Executive Vice President for Global Operations at Chicago Bridge & Iron and was part of the Executive Leadership team.

“I’m honored to join RailWorks at such a pivotal moment for the industry. . . With the strong foundation already in place, we have a tremendous opportunity to expand our reach, strengthen customer partnerships, and deliver lasting value for our employees, stakeholders, and the communities we serve,” Sabin said.

RailWorks is a Bernhard Capital Partners portfolio company that focuses on construction and maintenance of rail infrastructure across the U.S. and Canada; its brands include L.K. Comstock, PNR RailWorks, and NARSTCO. The company is said to partner with freight, passenger, and transit operators “to ensure long-term performance and growth across North America’s rail network.”

RailWorks Board Chair Brian Ferraioli said: “We’re pleased to welcome Jim as our new CEO, ushering in an important new phase of growth for the company . . . With a proven record for scaling businesses and driving operational excellence, Jim is the right leader to accelerate our strategic priorities. We thank outgoing CEO Kevin Riddett for his contributions and are confident RailWorks will continue to strengthen its position as the leading partner in rail infrastructure, driving value for stakeholders and capitalizing on opportunities ahead in this market.”

The post RailWorks Corporation Taps Jim Sabin as CEO appeared first on Railway Age.

The milestone reflects decades of employee expertise and Norfolk Southern’s commitment to building a cleaner, more reliable fleet. By giving locomotives new life, Juniata’s workforce is keeping costs down, cutting emissions, and ensuring the railroad is ready for the future. Rail technology leader Wabtec is also playing a large role by converting locomotives at its plant in Erie, Pennsylvania, as part of NS’ program.

Why it matters

• Fuel savings: Modernized locomotives are up to 25% more fuel efficient.
• Reliability gains: The upgrades improve reliability by 40% and increase haulage capacity by 55%.
• Sustainability impact: Conversions are a key step toward our goal of reducing emissions intensity by 42% by 2034.

Key details

• Each conversion extends a locomotive’s life by at least 20 years, at half the cost of buying new.
• The program integrates smart sensors and energy management software, reducing idle time and maximizing fuel economy.
• The milestone underpins NS as the leader of the most modernized freight rail fleet in North America.

Spotlight: Juniata Locomotive Shop Aerial view of Juniata Locomotive Shop and Rose Yard.

Home to the largest locomotive repair facility in North America, Juniata has been at the center of many of our most important milestones for more than a century. Generations of craft employees have kept the nation’s freight moving, combining deep expertise with modern innovation. The Juniata Locomotive Shop modernized many of the DC locomotives, turning legacy machines into smarter, greener power for the future.

Our railroaders’ work at Juniata includes:

• Stripping down a DC locomotive to begin the conversion to AC outside the shop.
• Installing an operator cab, auxiliary cab, engine, alternator, and blowers inside the Juniata Shop.
• Using cranes to “fly” the locomotive inside the shop.
• Removing and adding new components.
• Testing the new unit, as well as priming and painting.

From prep and strip to ready to roll, the entire process takes about nine weeks.

Click the LinkedIn URL here to view the conversion process done at the Juniata Shop.

What we’re saying

“This milestone is about more than locomotives; it illustrates how sustainability and business drivers go hand-in-hand. By modernizing our fleet, we’re cutting fuel costs, boosting reliability and meeting our climate goals — all at the same time. This is a powerful example of how investing in sustainability is also an investment in long-term performance.” — Josh Raglin, Chief Sustainability Officer, Norfolk Southern

“Behind every modernized locomotive is a team of railroaders whose skill makes these achievements possible. Thanks to their work, Norfolk Southern operates the most modernized fleet in North America – proof that our railroaders are powering the future of freight. This partnership with Wabtec truly accelerates the future of transportation.” — Ryan Stege, Senior Director Locomotive Operations & Maintenance, Norfolk Southern

Photos below show the 1,000th converted unit

The post Norfolk Southern Powers Past 1,000th Locomotive Modernization appeared first on Railway Age.

David Fink, former president of Pan Am Railways, was confirmed on October 7 as the next administrator of the Federal Railroad Administration. Fink was confirmed with a slate of other Trump appointees in a 50 to 45 vote in the U.S. Senate, with five members not voting. 

In a statement to the media, Association of American Railroads President and CEO Ian Jefferies celebrated the confirmation. 

“Freight rail is the backbone of the American economy – moving what matters safely, efficiently, and reliably every day. David’s unique experience as a fifth-generation railroader brings unmatched expertise to this role, enabling data-driven regulation and modernization that strengthens safety and performance across the network,” Jefferies said. “AAR looks forward to collaborating with Administrator Fink and the FRA to advance smart, evidence-based policies that foster innovation, enhance supply chain resilience, and support U.S. global competitiveness. Together, we can ensure America’s rail system continues to lead the world.”

Fink is the son of the late David A. Fink, who teamed up with Timothy Mellon in the 1980s to acquire the Maine Central, Boston & Maine, and Delaware & Hudson to form the Guilford Rail System (later to become Pan Am Railways after Mellon purchased the failed airline’s name). Mellon was also a major contributor to the Trump campaign. 

David Fink began his career at General Motors in the 1980s and joined his father’s railroad in 1998. He became president in 2006 and stayed on until 2022, when the regional railroad was acquired by CSX Transportation. 

The post Former Pan Am President Confirmed as FRA Administrator appeared first on Railfan & Railroad Magazine.

CN (CN Photograph)

CN on Oct. 8 reported setting a grain movement record last month. The Class I railroad moved more than 2.91 million metric tons of grain from Western Canada, higher than the previous record set for the month by 80,000 metric tons.

“As the harvest season moves into its final stages, our teams are working closely with customers to keep grain moving steadily through the supply chain,” CN Interim Chief Commercial Officer Janet Drysdale said. “September’s results highlight our continued focus on delivering our customers’ goods safely and efficiently to market.”

grain-week-8-2025Download

CN’s report on grain movement in Western Canada for week 8 of the grain calendar. (Courtesy of CN)

Following are highlights from the railroad’s 2025–2026 grain plan, which was released over the summer:

• Capacity to Meet Demand: CN anticipates moving 27.0 MMT to 29.5 MMT of grain and processed grain products during the 2025–2026 crop year. The railroad said it has “sufficient resources in place to meet demand under normal operating conditions.”
• Supply Chain Coordination: CN said it is changing the way it distributes empty hopper cars originating from West Coast ports to improve visibility and planning with customers. Instead of distributing cars from major rail hubs in the Prairies, CN said it will distribute cars as they depart Vancouver. Customers will also have “enhanced visibility” on tracking their rail shipments through CN’s rail shipment tracking tool.
• End-to-End Transparency: According to CN, stakeholders will have access to weekly updates on car orders, supply chain conditions, and system fluidity through the railroad’s Western Canadian Grain Report and operational dashboards.

Meanwhile, CN in late September published its 2025-2026 Winter Plan, outlining its preparations for meeting customer and stakeholder needs in the months ahead.

Further Reading: CN Debuts Custom EV Shunt Truck Platform in Vancouver

CPKC (CPKC Photograph)

“Few things are more vital to a railroad’s success than the health of its locomotive fleet,” CPKC pointed out in an Oct. 7 website article. “Like doctors caring for patients, CPKC’s locomotive shops across the network work tirelessly to keep our engines running smoothly and safely.”

At the heart of this effort, the railroad said, is the Kansas City (KC) locomotive shop, where a dedicated team of 32 railroaders maintain and repair locomotives around the clock. It releases approximately 70 locomotives each month—about three per day—including road and yard units for locations such as Kansas City; Pittsburg, Kan.; Slater, Mo.; East St. Louis, Ill.; and the Quad Cities, Iowa.

According to CPKC, the team’s commitment to safety recently led to a milestone: three years without a single FRA-reportable injury.

“It’s a very prideful, committed team,” said Kelly Roberson, Assistant Superintendent for KC Locomotive. “I feel like this team has written the book on peer-to-peer interaction.”

“Everybody knows everybody, everybody knows each other’s families,” Roberson continued. “They’re committed to each other, as well as themselves to make sure they get home to their families every day … Labor organizations and leadership work side by side toward the same goals, and the results speak for themselves.”

Experience also plays a key role in building a strong “Home Safe” culture, according to CPKC. Many KC shop employees, it noted, have been with the company for more than two decades, and “their knowledge has been instrumental in mentoring new hires, especially during the post-merger transition.”

“We counted on those more experienced employees to introduce our new hires to safe work practices in the shop,” Roberson reported. “These employees went beyond rules and processes to introduce the safety culture in the shop that has made us successful in preventing injuries.”

In related news, CPKC-owned Superior Tie and Timber in April celebrated 2,500 days without an injury. Also, earlier this month CSX Taft Yard marked six years without a workplace injury and BNSF reached a safety milestone at its Havelock Wheel Plant in Nebraska.

UP (Courtesy of UP)

“A 95-year-old letter yellowed with age is an excellent starting point for the remarkably long and successful business relationship between Union Pacific and the Nestlé Purina Petcare facility in Denver,” UP wrote in website story posted Oct. 7. The letter, it said, was dated Feb. 18, 1930, and in it, then-UP President Carl Gray recounted the grand opening of the Purina mill and the time he spent celebrating with company founder William Danforth.

“They talk Purina, eat it, sleep it, dream it; I have never seen a more absorbed organization,” Gray wrote. “(A)ltogether I think the new Denver mill got off to as fine a start as could be desired.”

Nearly a century later, UP and the Nestlé Purina plant’s relationship is still going strong, according to the railroad.

“When we’re working with Union Pacific crews, it’s like family,” the railroad quoted Ronald Katzer, Nestlé Purina’s Materials Manager in Denver, as saying. “We know every man and woman who help service this plant, and that’s why this relationship has endured so long.”

The railroad noted that the Denver plant highlights its longstanding service commitment. In fact, it said, UP sold the land to Purina in 1928 so the Denver plant could be built next to the railroad tracks. Today, the plant employees 300 people and produces pet food. UP brings in the raw grains used to make it and transports the final products to key markets in the Northwest, including Oregon, Washington, Montana and Idaho.

“We have achieved great efficiency over the years in off-loading and on-loading, working together as a team,” Katzer said. 

“We are very proud of the relationship we have built with Nestlé Purina over the years and the work we have done together to grow both of our businesses,” added UP Senior Vice President-Marketing and Sales Jason Hess, according to the railroad. “It’s been a great partnership that has only gotten better with age.”

In other UP news, the railroad is readying to serve Manner Polymer’s new solar-powered manufacturing facility in Mount Vernon, Ill.

The post Class I Briefs: CN, CPKC, UP appeared first on Railway Age.

PANYNJ

The PANYNJ on Oct. 7 broke ground on a new AirTrain Newark system at EWR, launching construction of a “modern, reliable” 2.5-mile automated people mover. The new $3.5 billion system will replace the existing AirTrain, which opened in 1996 and has become “outdated, over capacity, and unable to accommodate Newark Liberty’s rapid growth,” according to the agency.

The new AirTrain system, the PANYNJ says, is a major piece of the ongoing redevelopment of EWR. The redevelopment plan charts a comprehensive reimagining of the airport, complete with modern terminals and infrastructure, a more intuitive roadway network, and a redesigned taxiway network to more efficiently accommodate aircraft and reduce delays. “The new AirTrain system will allow for expanded passenger capacity, greater reliability and flexible connectivity in conjunction with the airport’s redevelopment plan,” the agency noted. It is expected to begin operation in 2030.

“The new AirTrain Newark is essential to Newark Liberty’s future,” said Port Authority Executive Director Rick Cotton. “It will improve access to the airport, support its continued growth, and knit together the airport’s terminals, rail links, and parking into a modern, unified system. Together with the new award-winning Terminal A and future redevelopment projects, the AirTrain will help deliver the 21st century travel experience that our region deserves.”

According to the PANYNJ, the existing AirTrain is “reaching the end of its useful life, requires extensive maintenance and repair, and cannot adequately meet upcoming demand.” AirTrain ridership, the agency says, is forecasted to grow by 50% by 2040, exceeding the capacity of the existing system. The current system is unable to be expanded or upgraded to newer technology, and its route will hinder future airport growth, while the new system is designed to be expandable, the PANYNJ said. When the current system opened, the airport served approximately 30 million passengers each year. In 2024, EWR welcomed nearly 50 million passengers.

The new $3.5 billion AirTrain system, the PANYNJ says, “will be better positioned to meet the needs of the redeveloped and modernized airport.”. The system will offer greater reliability and capacity, with the ability to handle 50,000 passengers per day, up from the current system’s 33,000-passenger capacity. Its route will allow for easier access to the new Terminal A, eliminating the current 15-minute walk between the AirTrain station and the terminal.

The route was designed with future airport growth in mind. Planning is under way for a new Terminal B to replace the current 52-year-old terminal. The current system will largely remain in operation until the new system opens, with some intermittent outages over a 28-month period that will exclude peak summer and holiday travel times.

The PANYNJ will provide connections to the current Terminal B. As the agency continues to redevelop the entire airport, passengers will be able to connect to the current terminal using a variety of options, including pedestrian walkways and efficient bus services. The agency will also be testing the use of autonomous shuttles as a new and convenient form of transportation that “leverages 21st century technology to provide a convenient, comfortable experience.” The PANYNJ says it also has plans to pilot the technology through three companies in 2026, building on several successful autonomous vehicle pilots at EWR and John F. Kennedy International airports over the last three years. Conventional electric shuttle buses will remain an option as well. The new world-class Terminal B will be directly adjacent to the AirTrain station.

HNTB joined the PANYNJ in celebrating the groundbreaking of the AirTrain Newark Replacement Program. HNTB is providing project management services and integration support, concept design development and design-build oversight review for the AirTrain Program.

For the past decade, HNTB has supported the PANYNJ in shaping and advancing the AirTrain Newark Replacement Program. The firm has “led the development of indicative design, advised on procurement and sustainability strategies, and provided technical guidance throughout the program.” HNTB also manages the guideway and stations project, helping to integrate it with rest of the program.

HNTB’s contributions at EWR also extends to the EWR Station Access Project, which encompasses a new pedestrian entrance and landside connection to the Newark Liberty International Airport Rail Station. HNTB served as the preliminary designer for this project.

“This groundbreaking marks a significant milestone in the evolution of airport transit. The AirTrain Newark program reflects a commitment to delivering a modern, efficient system that improves how passengers move through Newark Liberty and connect to the broader region,” said HNTB Project Manager Dan Leonhardt.

Detroit People Mover

Plans to modernize the DPM are moving ahead after the Detroit Transportation Corporation, which owns and operates the automated rail system, started an $800,000 analysis of DPM, “aiming to adapt the transit line to downtown’s needs,” according to a WXYZ report.

“An office district, not a lot of residents. Not as many sports teams and events. And really, I think the biggest impetus is the continued growth of downtown as a residential neighborhood,” said Detroit Transportation Corporation CEO Robert Cramer, according to the report.

The analysis, according to WXYZ, which is expected to be completed in 2026, “will target both short-term fixes and major system upgrades. Quick changes could bring new station names, better signs, platform improvements, and possible two-way service on what’s now a one-direction loop.”

Future plans, according to the report, might extend the rail’s reach. “Maybe expanding the entire footprint of the loop or even adding some spurs out to some major development areas. So, everything’s on the table,” Cramer said.

Officials want public input through thepeoplemover.com/study. The online poll asks about travel habits and places needing better access.

The post Transit Briefs: PANYNJ, Detroit People Mover appeared first on Railway Age.

In comparison, for the week ending Sept. 27, 2025, total U.S. rail traffic was 512,642 and intermodal units, up 1.0% from the prior-year period, according to the AAR. Total carloads for the week were 228,903, up 0.9%, while intermodal volume was 283,739 containers and trailers, up 1.1% from last year.

For the week ending Oct. 4, 2025, six of the 10 carload commodity groups posted an increase compared with the same week in 2024. They included nonmetallic minerals, up 2,057 carloads, to 31,710; chemicals, up 1,841 carloads, to 32,919; and motor vehicles and parts, up 816 carloads, to 16,154. Commodity groups that posted decreases compared with the same week in 2024 included coal, down 4,685 carloads, to 56,252; farm products excl. grain, and food, down 376 carloads, to 17,658; and petroleum and petroleum products, down 265 carloads, to 10,538.

For the first 40 weeks of 2025, U.S. railroads reported cumulative volume of 8,877,247 carloads, up 2.1% from the same point last year; and 10,852,267 intermodal units, up 3.6% from last year. Total combined U.S. traffic for the first 40 weeks of 2025 was 19,729,514 carloads and intermodal units, an increase of 2.9% compared to last year.

North American rail volume for the week ending October 4, 2025, on nine reporting U.S., Canadian and Mexican railroads totaled 330,856 carloads, up 0.8% compared with the same week last year, and 366,262 intermodal units, up 8.4% compared with last year. Total combined weekly rail traffic in North America was 697,118 carloads and intermodal units, up 4.7%. North American rail volume for the first 40 weeks of 2025 was 27,154,570 carloads and intermodal units, up 2.4% compared with 2024.

For the week ending Oct. 4, 2025, Canadian railroads reported 93,421 carloads, down 1.4%, and 72,787 intermodal units, up 6.0% from the same week last year. For the first 40 weeks of 2025, they reported cumulative rail traffic volume of 6,473,565 carloads, containers, and trailers, rising 2.0%.

Mexican railroads reported 12,463 carloads for the week ending Oct. 4, 2025, up 45.1% from the same week last year, and 14,909 intermodal units, up 82.9%. Their cumulative volume for the first 40 weeks of this year came in at 951,491 carloads and intermodal containers and trailers, a fall-off of 5.9% from the same point last year.

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The Railway & Locomotive Historical Society has awarded a record eight scholarships in 2025. Each award is worth $4,000, up from $3,000 in all five previous years, for a total of $32,000. Several of the recipients have participated in internships with Class I railroads—two with Norfolk Southern and one each with Union Pacific and CSX Transportation.

The program is open to undergraduates (second, third, and fourth year) and graduate students, who are majoring in history, transportation, transportation logistics, engineering, or any other field with a demonstrated connection to railroad history, operations, engineering, or economics.

R&LHS President Robert Holzweiss said, “Congratulations to the eight scholarship recipients. Your exemplary achievements and demonstrated potential have earned this well-deserved recognition. I wish you continued success in your academic endeavors and encourage you to consider a career in the railroad industry or a railroad-related field upon the completion of your studies.”

Scholarships are given in the names of those who endowed them: Edward Myers, Bruce Ward, and George Hilton. In the program’s first five years, R&LHS awarded scholarships to 22 students, the most at one time being five in 2024.

The students are:

Kylie Bedel

Kylie Bedel of Evansville, Ind., graduated from Purdue University in 2025 with a B.S. double major in agribusiness management and animal science, and is now pursuing an M.S. in agricultural economics at Kansas State University. A specific interest of hers is the symbiotic relationship between railroads and the producers of agricultural commodities. She has had two internships at Union Pacific in marketing and sales.

Eilish Bennett

Eilish Bennett of Centerville, Tenn., is working on an M.S. in transportation technology and policy at the University of California, Davis. She also holds a B.S. in agricultural and resource economics from the University of Tennessee and completed a Fulbright grant in the rural Czech Republic, where she experienced accessible rail travel firsthand. Currently, she is a graduate researcher at the National Center for Sustainable Transportation, working on a project involving best practices/ridership modeling for high-speed rail implementation in the United States.

Aiden Drohr

Aiden Drohr of Wentzville, Mo., is a student at Maryville University, where he is pursuing a B.A. in history.  His lifelong fascination with railroads led him to his current job as a staff tour guide at the National Museum of Transportation in St. Louis. His career goals include obtaining an M.S. degree in museum studies and a career in rail preservation. 

Matthew Friar

Matthew Friar of Portland, Ore., is working on an M.S. in civil engineering at the University of Texas at Austin. He holds a B.S. in engineering physics from the University of Illinois at Urbana-Champaign. He is a graduate assistant at the Texas Railway Analysis and Innovation Node and was an undergraduate research assistant at the Illinois Rail Transportation and Engineering Center. He envisions a career working for government agencies in pursuit of improvement of rail passenger infrastructure.

Aidan Kelley

Aidan Kelley of Altoona, Pa., is working toward a B.S. in civil engineering at Embry-Riddle Aeronautical University. He has had several internships, including one in Norfolk Southern’s Maintenance of Way Department. His career goal is to work in railroad operations, in management, engineering, or infrastructure planning.

John Keyser

John Keyser, of Middlebury, Ind., is a student at Purdue University, where he is working on a B.S. in agricultural engineering. He makes the connection how railroads are vitally related to agriculture and other industries. This summer he was an intern at Norfolk Southern, working in its Maintenance of Way Department.

Emerson Mitchell

Emerson Mitchell of Columbia, S.C., is working on a B.S. degree in civil engineering and railroad engineering at the University of South Carolina. He has an undergraduate research assistantship and is president of the campus chapter of AREMA, the American Railway Engineering and Maintenance-of-Way Association. This summer he worked as an engineering intern at CSX Transportation in the Bridges, Design & Construction Department. Beyond railroads in general he has a specific interest in public transportation.

Maddock Thomas

Maddock Thomas of Decatur, Ga., is a senior pursuing a B.A. degree in Urban Studies at Brown University. He has written a white paper, “Putting America Back on Track,” and is now working on two manuscripts about the Baltimore & Ohio Railroad ahead of its bicentennial. Last summer, he worked in operations planning at MTA New York City Transit, and this summer he was with Keolis Commuter Services in Boston. He is currently applying for post-grad jobs in railroading/public transit, while also considering pursuing a Ph.D. in transportation.

About R&LHS

R&LHS is North America’s oldest rail history group, founded in 1921. Besides the scholarship program, the 2,200-member organization publishes the scholarly journal Railroad History, provides research grants, and honors the best in railroad journalism, photography, videography, and lifetime achievement with its annual Railroad History Awards.

About Those Who Endowed the Scholarships

George W. Hilton was an economics professor at UCLA, an accomplished historian, and an author with many bylines in Trains magazine. Readers of that periodicalin the 1960s frequently came across his articles, as he was a favorite of then-editor David P. Morgan. He also wrote books on railroads and ships, including The Ma & Pa (Maryland & Pennsylvania Railroad), Great Lakes Car Ferries, and The Night Boat.  A longtime member of R&LHS, he died in 2014 at age 89.

Bruce R. Ward (1934-2010) was a California engineer who worked for Lockheed Corp., and was a live-steam model railroad enthusiast, steam historian, and photographer.

Edward T. Myers of Matteson, Ill., a member of the R&LHS for more than 35 years, was editor of the trade journal Modern Railroads for 25 years when he retired in 1980. He died in 2003 at age 89.

Information on award deadlines and how to apply for a 2026 scholarship can be found at https://rlhs.org/WP/scholarship-info/.

The post R&LHS Awards $32K in 2025 Scholarships appeared first on Railway Age.

TTC OPERATED BY ENSCO, RAILWAY AGE OCTOBER 2025 ISSUE: Trespassing along a rail corridor remains one of the most important and challenging issues that railroad operators face every day. Trespassing on railroads has resulted in many unfortunate incidents that can have significant impact on railroad operations including trauma to the crew, time delays, and financial loss. Currently there are methods in place by rail operators to help in reducing the number of incidents, such as physical barriers and signage. However, these conventional methods have limitations, as they are costly, often incomplete, and difficult to maintain. 

In recent years there have been many improvements in technology with artificial intelligence (AI) and machine learning (ML) methodologies. These new methodologies are not only capable of expanding upon the current methods mentioned above by potentially pinpointing areas of focus, but they also offer promising new solutions to improve safety in railroad operations and reduce trespassing incidents by predicting where trespassing is likely to occur. By examining anonymized location data from devices operating within geofenced rail corridors, areas can be identified where users are suspected to “linger,” which often indicates higher regions of trespassing, or trespassing hotspots.

Through a project with the Federal Railroad Administration (FRA), ENSCO utilized the Transportation Technology Center (TTC) in Pueblo, Colo., to explore how new AI and ML methods can be used to help reduce trespassing incidents and reduce operational risk. The TTC offers the ability to test multiple different safety scenarios in one controlled space. On the ground testing of Al models allows for easy adjustments and a quick turnaround of results. 

Overview of AI and Machine Learning Solutions

AI and ML have emerged as powerful technologies for addressing complex challenges in railroad operations. These methods allow computer algorithms to continuously learn and identify patterns even within large datasets. This allows for continuous monitoring with the potential to differentiate between what is trespassing and authorized behavior. A key component in determining trespasser hotspots is the use of anonymized location data from mobile devices along the rail corridor. Reviewing this historical data along the rail corridor allows AI and ML models to distinguish patterns in human behaviors and identify areas where trespassing is likely to occur and report them as trespasser hotspot locations.

To effectively reduce trespassing incidents AI and ML models need to accurately detect when and where unauthorized access occurs along the rail corridor. Models can distinguish these patterns to determine hotspots along with other important factors like time of day, physical location, and velocity. These factors and others all play a role in using ML models to differentiate patterns and predict human behavior. Integrating location data not only enables rail operators to predict and prevent future trespassing incidents but also potentially detect near-real-time active trespassing events. This targeted approach allows for more rapid and informed decision making to proactively reduce trespassing incidents and improve railroad operations. Decreasing trespassing activity would reduce delays, allowing for increased operations and less time and money spent.

Transportation Technology Center

One limitation of using anonymous historical location data is that it is difficult to verify and be 100% certain of what is shown in the data without a ground truth analysis. A ground truth analysis is vital to test the accuracy of AI and ML models and can also be used to generate a controlled data set. To complete a ground truth assessment ENSCO researchers generated different testing scenarios at the TTC.

The TTC provided a safe and controlled space to simulate various pedestrian behaviors around railroad tracks and features. The TTC has more than 50 miles of test tracks with different railroad features that allowed the ENSCO team to gather data from a variety of realistic scenarios. During these scenarios, researchers simulated both trespassing behavior and normal human behavior to gather realistic data to test the accuracy of AI and ML models. Some of the different scenarios include unauthorized walking along the track, legal sidewalk crossing, and loitering near the track. To complete the ground truth analysis, multiple burner phones were utilized during each scenario to generate mobile device location data. This data was then evaluated by the ML models and output potential trespassing hotspots. With the new models several patterns were identified as trespassing events and ENSCO was able to validate patterns were accurately detected as trespassing. 

Benefits 

Implementing AI and ML solutions for detecting railroad trespassers offers substantial benefits, with significant potential to improve overall railroad operations. AI and ML models enable railroad personnel to intervene proactively rather than reacting after incidents occur, potentially reducing the number of future trespassing incidents. By improving hotspot detection, rail operators can strategically allocate resources to areas of greatest concer, which can minimize spending and maximize resources. Such targeted interventions have the potential to significantly decrease the number of trespassing incidents, resulting in fewer delays and downtime on rail property. 

In rural areas, where monitoring large expanses of track is challenging due to limited resources, these new models can provide efficient surveillance over extended distances allowing railroad operators to allocate more time to day-to-day operations. In densely populated urban settings, advanced analytics can distinguish normal, everyday movement from genuine trespassing threats, minimizing false alarms and improving enforcement efforts. Overall, integrating AI and ML methods into railroad trespassing detection will not only benefit rail operators but lead to a safer rail environment. 

At the same time, privacy considerations and data security remain at the forefront of this research, requiring constant vigilance to ensure anonymity and compliance with evolving privacy standards. The significant benefits provided by the advanced ML models in trespasser detection—faster response times, targeted resource allocation, reduced financial loss, and improvement to railroad operators’ mental health—all highlight the importance of continued innovation in railroad safety.

What’s Next?

While these new methods have shown substantial promise in improving railroad safety, ongoing research and development remain essential. Future efforts will extend these innovative technologies from historical analysis and near real time reporting to actively detecting trespassing events as they occur. Creating a user interface that allows railroad operators to investigate hotspots in more detail to suggest prevention infrastructure. Furthering analysis can be done to evaluate after a trespassing hotspot has been identified and prevention methods have been put in place to see if trespassing has decreased in that area. AI and ML models will continue to improve over time and railroad operations will improve with it. 

The post Improving Rail Operations Using AI and Machine Learning: Detecting Trespasser Hotspots appeared first on Railway Age.

POTUS 47 in January nominated Fink to head up the Federal Railroad Administration (FRA), succeeding Amit Bose, who resigned. Fink, a fifth-generation railroader and son of the late David Andrew Fink, is former President of regional Pan Am Railways (now part of CSX). He got his start in the railroad industry in 1976 as a 15-year-old summer track worker at Conrail and had two co-op jobs with the Boston & Maine while at Northeastern University. After graduate school at Penn State, Fink worked for General Motors and for a crosstie manufacturing company. In 1998, he joined Guilford Rail System as Executive Vice President and served as President before it rebranded as Pan Am in 2006.

“I deeply appreciate [POTUS 47] for nominating me and [U.S. Transportation] Secretary [Sean P.] Duffy for supporting me through this long process,” FRA Administrator David Fink said in a statement released Oct. 8. “Under this Administration, FRA will return to its primary focus on safety, leveraging innovation, and maximizing our resources for a strong America now and in the future.”

Fink’s 15 Senate-confirmed predecessors are:

• A. Scheffer Lang (1967–1969)
• Reginald Whitman (1969–1970)
• John W. Ingram (1971–1974)
• Asaph H. Hall (1975–1977)
• John M. Sullivan (1977–1981)
• Robert W. Blanchette (1981–1983)
• John H. Riley (1983–1989)
• Gil Carmichael (1989–1993)
• Jolene Molitoris (1993–2000)
• Allan Rutter (2001–2004)
• Joseph H. Boardman (2005–2008)
• Joe Szabo (2009–2015)
• Sarah Feinberg (2015–2017)
• Ronald L. Batory (2018–2021)
• Amit Bose (2022–2025)

Until 1966, and creation by Congress of the Executive Branch Department of Transportation (DOT), railroad safety regulation was performed by Surface Transportation Board predecessor Interstate Commerce Commission. DOT transferred that responsibility to the FRA upon its 1967 creation as a DOT agency. 

The Association of American Railroads (AAR), American Short Line and Regional Railroad Association (ASLRRA), and American Public Transportation Association (APTA) were among the organizations that congratulated Fink on his confirmation.

“Freight rail is the backbone of the American economy—moving what matters safely, efficiently, and reliably every day,” AAR President and CEO Ian Jefferies said in a statement. “David’s unique experience as a fifth-generation railroader brings unmatched expertise to this role, enabling data-driven regulation and modernization that strengthens safety and performance across the network. AAR looks forward to collaborating with Administrator Fink and the FRA to advance smart, evidence-based policies that foster innovation, enhance supply chain resilience, and support U.S. global competitiveness. Together, we can ensure America’s rail system continues to lead the world.”

“David is well known to the short line industry, having led Pan Am Railways, an award-winning short line railroad,” ASLRRA President Chuck Baker noted in a separate statement. “He was an active member of the Association, contributing to safety committees and supporting safety culture across the industry. We are confident he will bring the same practical and thoughtful leadership skills and passionate focus on safety to his new role, leading the regulatory oversight of U.S. railroading,”

Baker, in his February 2025 Railway Age column, also reported that Fink “has extensive experience interacting with all relevant stakeholders in the rail industry. We know him as a high energy, solution-minded strategist, and following his confirmation, look forward to working with him on smart regulations that advance the safety of rail in the U.S. and on expediting the FRA’s critical infrastructure investment programs, particularly CRISI (Consolidated Rail Infrastructure and Safety Improvements).”

APTA President and CEO Paul P. Skoutelas said in an Oct. 7 statement on Fink’s confirmation: “His decades of rail leadership and deep industry expertise will be invaluable as the nation strengthens its passenger rail network. Passenger rail is essential to America’s mobility future—connecting communities, reducing congestion, and supporting economic growth. Administrator Fink’s proven record advancing innovation and operational excellence uniquely positions him to guide the FRA during this transformative era for passenger rail. Thanks to historic investments, communities across the country are ready to modernize passenger rail infrastructure, improve safety, and expand service. APTA looks forward to working closely with Administrator Fink and the FRA to advance policies that will grow intercity passenger rail, enhance commuter rail, and integrate them more seamlessly with other modes of transportation. As the next Surface Transportation Authorization Act takes shape, APTA and its 1,700 member organizations stand ready to collaborate with Administrator Fink and the FRA to secure the strong federal support needed to expand and modernize passenger rail. Together, we can deliver the safe, efficient, and innovative rail systems that Americans deserve.”

Also joining the U.S. Department of Transportation following their confirmation by the U.S. Senate on Oct. 7:

• Michael Rutherford, who will serve as the first Assistant Secretary for Multimodal Freight Infrastructure & Policy. According to the USDOT, Rutherford will lead an office that was originally conceived in the 2020 National Freight Strategic Plan and later created by Congress in 2021. In this position, he will be responsible for “developing national freight policy and data-sharing initiatives while working closely with industry and transportation leaders as well as state and local DOT’s.” He will also oversee all freight-related grant programs and research efforts, and lead working groups across the Department, “including efforts related to tackling the problem of cargo theft.”
• Gregory Zerzan, who will serve as General Counsel.
• Derek Barrs, who will serve as the eighth Administrator of the Federal Motor Carrier Safety Administration.

“Michael, Gregory, Derek, and David are accomplished leaders in their fields who will help us advance the transportation, safety, and infrastructure needs of the American people,” U.S. Transportation Secretary Sean P. Duffy said. “Welcome aboard!”

BACKGROUND David Armstrong Fink (far left) and Robert A. Gleason Jr. (far right) were among those testifying at a nominations hearing for their potential positions at FRA (Fink) and Amtrak (Gleason). (Screen grab from a Senate Committee on Commerce, Science, and Transportation Video)

Sen. Ted Cruz (R-Tex.), Chairman of the Senate Committee on Commerce, Science, and Transportation, on May 13 convened a nominations hearing for Fink to be FRA Administrator, along with Robert A. Gleason Jr. to be an Amtrak Board Director, and for two executives to serve the Commerce Department.

At the hearing (click here to watch), Fink’s focus was on safety.

“Our freight railroad system is the envy of the world,” Fink noted in prepared testimony. “It moves what the nation needs for energy. It moves what the population eats. It moves the parts to the automobile assembly line, and it takes the finished vehicle to a final distribution location. It moves the containers from our ports. More importantly, it does this safely. Over the course of FRA’s existence, freight rail’s safety record has been on a positive trajectory for both train accidents and employee casualties. If confirmed, FRA will be dedicated to continuing that safety trend under my leadership. The nation’s rail network also moves millions of people across our great country. Amtrak, the national passenger rail system, provides intercity passenger rail service throughout and across the country, while a host of commuter rail systems provide more local service. It is critical the agency focus on its primary mission, which is one of safety first.”

Fink also addressed the need to “refresh government regulations, innovating where possible and removing burdensome and outdated roadblocks.” The rail industry “has been developing state-of-the-art technology to make a safe system even safer,” he pointed out. “Much of this technology is ready to be deployed and I look forward to ensuring FRA is a partner in advancing safety innovations and not a hinderance. If confirmed, one of my first jobs will be to get this safety technology out in the field, working to make the rail system even safer.”

Fink reported that, if nominated, he would “ensure FRA is focused on safety and efficiency” through its grant programs, as well. “I know firsthand how the Consolidated Rail Infrastructure and Safety Improvements (CRISI) program can support critical rail safety projects,” he noted. “I can also imagine there is room for improvement in the way FRA selects and delivers taxpayer funded projects.” (Editor’s note: This topic was discussed at a May 6 hearing of the House Committee on Transportation and Infrastructure, Subcommittee on Railroads, Pipelines, and Hazardous Materials. Click here to read more.)

Among the questions Fink fielded from the Senators was his commitment to supporting the various FRA grant programs. Sen. Jerry Moran (R-Kans.) asked about Fink’s support of the Corridor Identification and Development (Corridor ID) program. Kansas, the Senator said, has been awarded funding from that program for a potential extension of Amtrak’s Heartland Flyer between Oklahoma City and Fort Worth, Tex., with stops in Arkansas City, Wichita, and Newton, Kans. While Fink said he was not familiar with the Corridor ID program, he was “looking forward to sitting down and learning about all the different programs,” and working with Amtrak management “to improve the national network.”

Sen. Amy Klobuchar (D-Minn.) asked Fink if he was committed to the Rail Crossing Elimination grant program. “In my previous job, the majority of questions I got from Congressional staff were: ‘Why is your train blocking our crossing?’” Fink noted. “So I understand it from the railroad’s side and now I’m going to learn it from the FRA’s side. It’s important. In my interview with [USDOT] Secretary [Sean] Duffy, that was the second question he asked me … I think the grant programs are important and we’ve seen some real progress, and this is [another place where] technology will be able to help us—with blocked crossings. You have my commitment. We are going to be working on that right away.”

The hearing also addressed the Norfolk Southern derailment in East Palestine, Ohio, which the National Transportation Safety Board determined was caused by a wheel bearing burn-off. While rail safety legislation was introduced soon after, none passed. Sen. Shelley Capito (R-W.Va.) asked Fink: What can be done to ensure that the lessons learned are implemented by the railroads to prevent future accidents? The East Palestine accident “was an awful tragedy,” Fink said. He noted that railroads “have voluntarily put more sensors [hot-bearing detectors] out there to see if certain bearings are heating up, and to stop the train [if they reach a certain level] so we don’t have the same thing happen.”

Regarding legislation, Fink pointed out that his job at FRA would be to serve as “the enforcer” of any laws that are passed.

During the hearing, Sen. Marsha Blackburn (R-Tenn.) highlighted the rise in cargo theft nationwide, and asked Fink how he would address it. “It’s an issue that we need to sit down and talk [about] with the security folks from the railroads, our folks at FRA, and with the local communities,” Fink said. Blackburn told him that action is key.

Sen. Ed Markey (D-Mass.) asked Fink if he intends to maintain the FRA’s final rule, 49 CFR Part 218 [Docket No. FRA-2021-0032, Notice No. 5], RIN 2130-AC88, Train Crew Size Safety Requirements establishing minimum safety requirements for the size of train crews. Fink answered: “Yes.” While the rule doesn’t specifically preclude railroads from operating trains with one person crews (OPTO, “one-person train operations”), it makes it extremely difficult, if not impossible, for them to do so, going forward, Railway Age Editor-in-Chief William C. Vantuono reported when the rule was issued in April 2024.

Sen. Ben Ray Luján (D-N.Mex.) asked Fink if he would advocate for increased funding for Amtrak’s long-distance network “to address outdated equipment and maintenance issues.” Fink said: “I am for Amtrak being a national network and supporting Amtrak as a national network.”

Further Reading:

• Will New FRA Administrator Be ‘Elbows Up’ on Defense?
• FRA Administrator, Amtrak Director Nominees Address Senate Committee
• Why I Remain Cautiously Optimistic
• Diversity, a Railroad Industry Cornerstone
• Switching Tracks

The post Confirmed: David Armstrong Fink as Federal Railroad Administrator appeared first on Railway Age.

There are numerous ways to fasten a rail to a crosstie. These include traditional spikes and a wide variety of elastic fasteners (clips), which are available to suit any application. Gauge-holding capability, resiliency, noise reduction, ease of installation and maintenance, low life-cycle cost, and safety are just some of the qualities railroads rely on in order to function under heavy traffic ranging from heavy-haul freight to high-speed passenger rail to transit.

Railway Age contacted fastening system suppliers to find out about their latest technologies, which are evaluated at facilities like MxV Rail. Following is a roundup of offerings from those which responded to our inquiries.

(J.Lanfranco) J.Lanfranco

J.Lanfranco fastener systems are focused on a clear promise to rail operators: maximize safety and track time, the company tells Railway Age. Field reports confirm measurably longer maintenance intervals, fewer service interruptions, and durable performance under vibration—benefits that keep crews safer and trains on schedule.

“We’ve expanded our portfolio with all-metal square locknuts engineered for track and frog bolts, complementing our proven ESL & THU dual-slotted locknuts,” J.Lanfranco said. “The nuts can be hand turned on to roughly 90% of height for quick staging and then run down with standard impact tools and can be backed off for alignment and re-torqued as needed—practical features that shorten installation time and reduce risk on site.”

With large inventories of finished goods and raw material in North America, J.Lanfranco says it has “insulated customers from longer mill lead times. As tariff uncertainty shifts some buyers from long blanket orders to larger spot purchases, we’ve tuned stocking and planning for reliable JIT delivery. Our biggest challenge is a good one: bringing new machines online to match strong demand.”

J.Lanfranco locknuts are approved for jointed rail, specialty trackwork, structures, and rolling stock, and are stocked across the U.S. and Canada in standard sizes and dimensions. With expanded product capability, resilient local supply, and faster, familiar installation, the company says it “helps railways reduce risk, compress work windows, and maximize safe track time.”

U.S. domestic manufacturer Lewis Bolt & Nut Company has been largely insulated from tariffs and other global supply chain pressures. (Lewis Bolt & Nut Company) Lewis Bolt & Nut Company

“At Lewis Bolt & Nut Company, we are continually investing in research and development to bring innovative fastening solutions to the rail industry,” said VP of Sales George Apostolou. “Our focus is on improving performance, reliability, and ease of installation for our customers. Internally, we leverage advanced manufacturing technologies and quality-control systems to ensure consistency and efficiency across all product lines. This commitment to innovation—both in the products we design and in the processes we use to produce them—allows us to stay ahead of industry needs and deliver solutions that help our customers maintain safer, more cost-effective track infrastructure.”

Market conditions have shifted over the past year, with tariffs and global supply chain pressures driving up costs for many in the industry, the company tells Railway Age. “As a domestic manufacturer, we’ve been largely insulated from those disruptions, allowing us to maintain stable lead times and reliable supply. Demand has remained steady, so our focus continues to be on efficiency and supporting our customers with consistent, high-quality fastening solutions.”

“Market conditions in 2025 were relatively flat,” notes Apostolou, adding that the company’s overall business outlook for 2026 “is positive as we continue to roll out the Viper-1® rail anchor and remain the largest domestic manufacturer of fasteners.”  

(MxV Rail) MxV Rail

At MxV Rail’s FAST® Loop, fastener test zones feature various tie plates, fasteners, spikes, and anchors installed on a six-degree curve with five inches of superelevation. Since the construction of the new loop, these zones have accumulated more than 240 MGT under an 18,000-ton train of 315,000-pound freight cars operating at 40 mph, said Scott Cummings, AVP Research and Innovation, MxV Rail.

“Testing is being conducted on tie plates with elastic fasteners and curve block plates, which provide greater resistance to rail rollover and gauge widening compared to traditional AREMA plates. Newly designed anchors and screw spikes aimed at improving anchor slip/spike holding performance are also being evaluated against conventional components. In addition, a screw spike design intended to reduce spike breakage on bridges is under testing. To date, no significant component failures have
been observed.”

In the meantime, Cummings says that ongoing track stability research is also investigating the role of fasteners and anchors. “While there are currently no direct comparisons of fasteners and anchor types for RNT-related tests, the different longitudinal restraints are important for current RNT and track buckling modeling efforts.”

Complementing the field work, a laboratory study is being conducted to assess the performance of four commonly used anchors in the industry, according to Cummings. The testing considers the effects of accumulated MGT, the number of reapplications, and anchor sliding.

L.B. Foster direct fixation fasteners feature vulcanized rubber-bonded technology for superior vibration and noise mitigation. (L.B. Foster) L.B. Foster

As a trusted name in rail infrastructure for more than a century, L.B. Foster says it “continues to lead the way in direct fixation fastener technology, adapting to evolving market dynamics and capitalizing on new opportunities in a rapidly transforming industry.”

L.B. Foster’s direct fixation fasteners have long been a cornerstone of reliable rail infrastructure, the company tells Railway Age. Today, L.B. Foster is advancing this legacy with next-generation fastener systems designed for enhanced performance and ease of installation. These systems feature:

Vulcanized rubber-bonded technology for superior vibration and noise mitigation.

Improved electrical isolation and reduced component complexity for streamlined maintenance.

Customizable configurations including canted and non-canted rail seats, lateral adjustment capabilities, and compatibility with existing anchorage points.

With more than 60 qualified fastener designs and more than five million units delivered, L.B. Foster says, “it remains committed to innovation that meets the evolving needs of transit agencies and engineers alike.”

Federal infrastructure grants, including IIJA and CRISI funding, “are proving to be strong tailwinds for L.B. Foster and continue to drive demand for heavy rail and transit upgrades, creating opportunities across the business,” the company added.

Howmet

This month, Howmet is releasing its new Bobtail® R, which the company says is “everything manufacturers have come to expect from Huckbolts®.”

“It is permanent, reliable, and maintenance-free,” Howmet tells Railway Age. “It also installs using standard Bobtail® tools so it’s easy to train assemblers to use it, eliminating the need for skilled welders on those joints. Bobtail® R also delivers the expected Huck® strength because, unlike traditional bolts and nuts, it installs using direct tension. This installation method delivers controlled clamp, high tensile strength, and high shear resistance,” according to the company.

The difference is, unlike traditional Huckbolts®, Bobtail® R is fully removable with torque tools. Whatever tool a manufacturer uses today to install a traditional bolt and nut can be used to remove Bobtail® R when it’s time for service or repair.

“To us, this is a step change in our technology. It’s really exciting. Bobtail® R is an easy-to-install, vibration-resistant, permanent fastener. Until you don’t need it to be,” Howmet said.

The company also launched another new product in April 2025 that is intended for electrified systems. The Huck® Grounding Stud is engineered to provide reliable conductivity to the electrical circuits. It installs using standard Bobtail® tooling, with interference-fit knurls that provide good contact to produce conductivity. Like all Huckbolts®, it’s a permanent, vibration-resistant installation, and the consistent clamp delivered during installation means that the contact “is consistent and repeatable with every installation,” Howmet said. “Another key benefit is that the installation is easy to learn and fast and doesn’t require skilled welders or the surface prep required with
weld studs.”

Besides updates from a technology standpoint, Howmet says it has “seen volatility in the commercial transportation markets due to tariff and regulatory uncertainty.” “We’re still positioned well because we manufacture the majority of our products in the U.S., and that gives manufacturers some measure of certainty and stability,” Howmet said.

Additionally, the company says it has “very few issues with sourcing,” but that it does source wire for its fasteners well in advance of manufacturing. “Sudden market changes can cause friction, but we do our best to stay ahead of that by monitoring market conditions and staying in close contact with our OEM customers. We do source some of our materials from non-U.S. sources so we have seen a tariff impact there but are doing what we can to mitigate that where we can,” Howmet added.

The post A Tight Hold appeared first on Railway Age.

The St. Bernard Transportation Corridor, Port NOLA says, “will deliver an efficient route for freight while improving local traffic flow, reducing congestion, and create a long-envisioned critical hurricane evacuation route for St. Bernard Parish and the surrounding region.”

“The Louisiana Department of Transportation and Development is proud to partner with Port NOLA on this transformative project. The St. Bernard Transportation Corridor will serve as a strategic link between our international trade system and our communities by providing safe, efficient, and reliable access to the interstate,” said LaDOTD Secretary Glenn Ledet. “This project addresses both the economic and safety needs of our state. This agreement demonstrates our commitment to building infrastructure that serves the people of Louisiana today and for generations to come.”

Under the CEA, LaDOTD will provide technical assistance, expertise, and cooperation in procurement, evaluation, design, and construction phases of the project, “supporting Port NOLA’s leadership in securing a public-private partnership to finance, develop, and operate the corridor.” Both agencies “reaffirm their shared responsibility to deliver essential public infrastructure that benefits commerce, community, and safety.”

“Infrastructure is the foundation of Louisiana’s economic future. Projects like the LIT and the St. Bernard Transportation Corridor are gateways for investment, trade, and new opportunities,” said Susan B. Bourgeois, Secretary of Louisiana Economic Development. “LIT will generate thousands of quality jobs, deliver more than $1 billion in state and local tax revenue, and strengthen our position as a global commerce leader. Another clear example of how partnerships at every level can drive growth while enhancing quality of life for the people of Louisiana.”

Port NOLA says it “remains committed to developing the corridor in tandem with the LIT project,” which will “position Louisiana as the premier international gateway in the Gulf, supporting economic growth, job creation, and global competitiveness,” according to the Port.

“This agreement represents an important milestone in moving forward the Louisiana International Terminal and the St. Bernard Transportation Corridor with one unified vision for our region’s future,” said Beth Branch, Port NOLA President and CEO and New Orleans Public Belt Railroad (NOPB) CEO. “By working hand-in-hand with DOTD, we are not only building world-class freight infrastructure but also delivering critical community benefits, including safer roadways and a reliable evacuation route. This project ensures Port NOLA and Louisiana remain globally competitive while strengthening local resilience.”

The post Port NOLA Advances Planning, Development of St. Bernard Transportation Corridor appeared first on Railway Age.

RAILWAY AGE OCTOBER 2025 ISSUE: A Conversation with American Short Line and Regional Railroad Association President Chuck Baker.

Patriot Rail Chief Policy Officer and Railway Age Contributing Editor Don Itzkoff caught up with American  Short Line and Regional Railroad Association (ASLRRA) President Chuck Baker for a wide-ranging reflection on railroading, policy and leadership.

Charles “Chuck” Baker joined ASLRRA as President in February 2019 after a 15-year career in the railroad industry. Before joining ASLRRA, he was a Partner at Chambers Conlon & Hartwell (CC&H), where, in addition to ASLRRA, he represented clients such as the National Railroad Construction & Maintenance Association (NRC), the OneRail Coalition, the American Railway Development Association, Norfolk Southern, and CN. For the NRC, Baker also served as President. In that capacity, he had responsibility for all the Association’s core financial, operational, and legal programs, including the development and execution of the federal legislative and regulatory program in front of Congress and the Administration.

For the OneRail Coalition, which brought together freight rail, intercity passenger rail, commuter rail, rail labor and rail supply industry interests, Baker coordinated the group’s activities and messaging. Prior to joining CC&H, Baker worked with the Surface Transportation Policy Project in Washington, D.C.

Baker has also worked for Deutsche Bank Securities as an investment banker specializing in Corporate Finance and Mergers & Acquisitions in San Francisco, Calif. He is a native of Baltimore, Md., and a graduate of Rice University in Houston, Tex.

Don Itzkoff: You came to Washington, D.C., in 2004. What was the short line sector like then? 

Chuck Baker: The short line industry was more fragmented than it is now, and less professional. There were holding companies, but smaller and less prominent than today. Some folks understood that short lines were growing, but we weren’t fully recognized. Even in D.C. transportation circles at that time, many who heard “short lines” didn’t know what you were talking about.

DI: How do you describe the core DNA that makes short lines successful? 

CB: The beauty of the industry flows from the small businesses, small towns, the hustle and the entrepreneurial spirit. It’s the close connection to the shipper. Beating the bushes for every carload, one customer at a time. White glove service, bend over backwards, always figure out a way to say “yes.” That’s what people love about short lines. I don’t find much difference talking to a short line that’s owned by a holding company vs. a family business. Whether it’s the owner or the president or a general manager, you find they know every customer by name. They know exactly what is happening on every pickup that day. They know when their Class I interchange partner is coming. They know every plot of land around the railroad. And they know every potential new customer that could be coming in the next six months. 

DI: If this nimble spirit is baked in, why are federal 45G tax credits, CRISI (Federal Railroad Administration Consolidated Infrastructure and Safety Improvements) and other grant programs so vital?

CB: Short lines exist because these were the routes that didn’t do enough business, didn’t have the density, and cost more to operate and maintain than the revenue they generated within the Class I network. After the Staggers Rail Act in 1980, the Class I railroads sold or leased off these lines, sometimes for a dollar and a promise to develop the business. It’s capital intensive to run a railroad and that’s especially hard when there’s not a lot of traffic. You’re not finding short line track with 20 or 50 trains going per day; it’s frequently one or two. The beauty of 45G and CRISI is that these programs incentivize and channel investment into our infrastructure. Then we get all the good public policy outcomes we love to talk about.

DI: So public investment in short lines leverages the public benefits that short lines produce? 

CB: Exactly. Let’s say we have a short line with $10 million in annual revenue. The line provides fabulous benefits for the community. It’s good for safety. It’s good for mobility, it’s keeping trucks off the road. It’s good for the environment. But this line might also have a bridge that costs $10 million to rehabilitate. You don’t need an MBA to understand that a $10 million revenue company will be challenged to deliver a $10 million infrastructure upgrade without help. Congress has understood this need for a long time, which is why we have such great support for 45G and CRISI. 

DI: Why do short lines have such bipartisan appeal? 

CB: Members of Congress tend to look at the practical aspects of what short lines do. We maintain access to the freight rail network for smaller customers, often in smaller towns and rural areas, and assure choices for shippers. The public benefits of short lines transcend party politics, and that makes my job making our case pretty easy. 

DI: Which brings us to the win getting 45G permanently into the tax code, and now the push to modernize the credit. 

CB: We achieved permanency of 45G into the tax code in 2020. Now we’re pushing to increase the credit to account for inflation since 2005 and make sure it includes all current short lines. We are blessed with champions in Congress who introduced the legislation, including Senate Finance Chairman Mike Crapo (R-Idaho) and Senior Democrat Ron Wyden of Oregon. On the House side, we have Reps. Mike Kelly (R-Pa.) and Mike Thompson of California, the Chair and Senior Democrat of the Ways and Means Subcommittee on Tax, respectively. That was Step One. Step Two, we now have more than 100 House cosponsors for the credit modernization—109 and counting. This is in the top 3% of the most heavily cosponsored tax bills in this Congress, and we’re pushing to get more. We have 16 Senate cosponsors. Step Three, we’ll find a legislative vehicle that’s going to pass. That is easier said than done, but we’re believers. It’s a question of when, not if.

DI: Short lines play the
long game well! 

CB: It was a three-plus year effort to get 45G into the code originally. Then it took from 2005 to 2020 to get 45G from temporary extensions to permanent enactment. 

We’re about a year into the effort to modernize 45G, and we feel good about our case. We have the right champions. We have a lot of support. And luckily for us, many short line folks are hard-headed and persistent. We don’t know how long it will take but we’ll keep banging on the door until somebody opens it.

DI: CRISI has been a game-changer too, with increased funding and the certainty of planning around advanced appropriations. What comes next? 

CB: I’d agree with “game-changer.” CRISI was created in 2015, first funded in 2017, and it’s been transformational. CRISI supports large “lumpy” investments that 45G can’t address such as replacing 30 miles of jointed rail from 1897 with modern 136-pound rail. CRISI early on received a few hundred million dollars per year, which was great. Then the big infrastructure bill supercharged CRISI with advanced appropriations. That made CRISI the successful program it is, with greater funding and the ability to plan into the future. Partnering in many cases with state and local entities, short lines have earned about half of the available CRISI funds in each of the past few years. We are now advocating for continued investment in CRISI after the advanced appropriations guaranteed funding ends in FY 2026. It’s vital to keep this program going with guaranteed funding. We see a huge opportunity for Congress and this Administration to double down and invest in something that works—and is so popular.

DI: Moving to another core program, short lines have continued to improve safety, and the Short Line Safety Institute (SLSI) has been a big part of that. 

CB: The foundation for the SLSI came after the Lac-Mégantic tragedy in Canada in 2013. We needed to get safer. To emphasize safety culture, we came up with the Short Line Safety Institute, which would be staffed with safety experts and work collaboratively with our members to audit short lines; get into the nitty-gritty of operations; and produce frank, confidential, deep-dive reports on safety culture. We proposed the concept to Congress because we needed funding, and Congress liked it right away. We’ve added safety training and HazMat response, but the core of SLSI remains these intensive safety culture assessments. It’s a phenomenal program. 

DI: Any Washington railroad conversation now must address the proposed transcontinental merger …

CB: We have 600 short lines and varying opinions. I sense broad agreement about the potential positives: faster interchanges in the middle of the country, new spinoff opportunities for short lines, new opportunities and new competitive paths. On the other hand, every short line already struggles at some level to deal with Class I partners because the sizes of the organizations are wildly different. A merger will make one combined Class I twice as big, and the parties will be distracted for years to get the deal approved and then integrated. Some folks have reasonable angst about whether short lines will get the attention needed amid the distraction. We’ll continue to watch and develop ASLRRA’s position, but I’d encourage the Class I’s to proactively address these concerns with tangible plans. 

DI: What are your priorities as you look to take short lines to the next level?

CB: It’s tough to stay grounded when you sit in your fancy office and people want to talk to you because your business card says you are association president. But I try to remember that I work for the short lines, the short lines don’t work for me. So, what I want to do next is what the short lines want to do next. I talk constantly to our members, and listen to our customers, the competition, and Congress and our regulators. Just trying to grasp the problems that need to be solved? I get to be in the fun spot and sit in the middle, hear everyone, and see what kind of consensus can emerge on collective action. And then meld that consensus and transform intent into action and ultimately deliverables and wins. But it all starts with listening.

One challenge I’d like to help meet is that while short lines have generally enjoyed a positive reputation, it feels now that the freight rail industry overall isn’t uniformly liked. A rough ride with PSR starting about 2017 hurt customers; strained relationships with rail labor; and ultimately affected our standing with the public, elected officials and regulators. Then came East Palestine. So even if short lines have fans, we’re part of a broader ecosystem and we need our Class I friends. The Class I carriers are changing fast, and I’m glad to be part of the renewed push by the entire rail industry to return to the public’s good graces. You must earn your way back. There are no shortcuts. 

DI: You’re a leader in D.C. now. How would you advise a young person wanting to make a career in policy? 

CB: First, you must find a field that interests you. Being successful in anything requires grunt work and persistence. Even in my role today, there are only five to ten hours of any week that anyone would call “glamorous,” such as having a conversation with a Member of Congress or an off-the-record talk with agency leadership. The rest is a never-ending grind, and it’s only doable because I find short lines and railroads inherently interesting and worth doing. So whatever field you choose, it must grab you. You want to feel like you’re working for the good side, like I do. Second: Show up. You succeed by consistently working hard and saying “yes” to assignments. It won’t take long before you find yourself in a good spot. Finally, and perhaps this is the rarest quality, be nice to people. Life is too short to be a jerk. It’s a small world. You’re constantly running into the same people in D.C. in new jobs. One day, someone is in a role where they need you, and the next day you have a different assignment, and you need them. Life is more pleasant with a brighter path if you’re nice and respectful to everyone even when—especially when—you don’t have to be. 

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