Prototype News

Washington’s Yakima Valley Trolleys, the nonprofit responsible for running the city-owned interurban electric railroad that was once a subsidiary of Union Pacific, will start the new year without an operating agreement, putting the operation’s future in limbo. 

On December 9, the Yakima City Council discussed offering the non-profit a five-year operating agreement starting January 1, 2026, as it has done for many years. However, the council decided to delay that discussion until January as it evaluates its financial situation amid increasingly tight budgets. A week earlier, the council approved a 2026 budget that requires cutting $9 million from its current budget.

The actual operation of the trolley is fairly minimal for the city. According to Community Development Director Bill Preston, the proposed agreement called for the city to cover basic costs like heating and maintaining the city-owned trolley barn, plus setting aside about $10,000 for any maintenance issues that might arise with the track or other city-owned property. But the bigger issue — and cost — is a major road construction project along the trolley route connecting the trolley barn with the rest of the line to the town of Selah. That street needs to be rebuilt, and for a time, the city considered paying the approximately $7 million it would cost to reinstall the rails and the catenary above. But with a budget crisis looming, some on the city council are questioning if that’s a wise financial decision. Because of that, the city council decided to wait on approving or denying an operating agreement until a decision was made on the road project. 

In the meantime, the nonprofit Yakima Valley Trolleys is encouraging the public to sign a petition supporting the operation and to ride some of its upcoming holiday excursions. 

—Justin Franz 

The post Future Uncertain for Yakima Trolley appeared first on Railfan & Railroad Magazine.

Missouri’s KC Streetcar Authority on Dec. 10 reported record ridership for November 2025, “demonstrating that the expanded 5.7-mile rail route from the River Market to UMKC is attracting unprecedented demand for fare-free, frequent, and reliable public transit.” With 341,922 KC Streetcar passenger trips last month, ridership was up 2.5x from November 2024, it said. The month also delivered the single highest ridership day of 2025, with 19,761 trips on Nov. 22, and a daily average of 11,397 passenger trips. 2025 year-to-date total ridership came in at 1,799,708 trips.

According to the KC Streetcar Authority, the 3.5-mile Main Street Extension drew nearly 35,000 passenger trips over the three-day opening weekend, starting Oct. 24.

Average weekday ridership in the weeks prior to Oct. 24 was approximately 4,000 passenger trips. Once the extension launched, that average jumped to 10,000 trips, according to KC Streetcar Authority, which noted that weekend ridership also grew, with Saturdays and Sundays each seeing 14,000 trips on average.

Travel patterns have also changed since the opening of the extension, KC Streetcar Authority reported. “The KC Streetcar has consistently been busy Fridays through Sundays,” it said. “With the expanded route, service is experiencing sustained peak periods throughout the week, Monday through Thursday, 11:00 a.m. to 7:00 p.m.”

To keep pace, KC Streetcar Authority said it has expanded service from a three-to-four streetcar rotation serving downtown to seven to eight streetcars operating daily on the full system. During peak periods, up to nine streetcars run to reduce wait times and maintain reliability, it noted.

“The response to the expanded streetcar system has been extraordinary,” KC Streetcar Authority Executive Director Tom Gerend said. “Ridership has already exceeded system forecasts and is a testament to the value of this newfound connectivity. We fully expect significant ridership growth as we move into 2026 and further demonstrate the value, opportunity, and convenience the KC Streetcar can bring.”

The Riverfront Streetcar Station is now under construction. Upon opening next year, it will become the new northern terminus of the KC Streetcar system. The station will include the CPKC Pavilion and serve as the “front door” to the Berkley Riverfront, CPKC Stadium, and future development.

“After more than a decade of planning, city officials are eyeing a 2031 opening for the Green Line light rail transit (LRT) project,” CBC News reported Dec. 10. “City administration presented an update on the project to Calgary city council on Tuesday [Dec. 9] saying the southeast portion of the line remains on track. That runs from Shepherd to the Event Centre/Grand Central Station near Victoria Park” (see map above).

Construction is “making significant progress since groundbreaking in June, [Green Line LRT Director Wendy] Tynan” told the council. “All of the city’s scheduling plans and approved funding have been built with the 2031 completion date in mind, she” said, according to the media outlet.

CBC News reported that Green Line LRT plans “were significantly scaled back, after the province [of Alberta] initially pulled its funding last year. Since 2015, [C]$1.6 billion has been spent on the Green Line. The current project has seen a combined [C]$6.25 billion in funding from all three levels of government [City of Calgary, Province of Alberta, and Government of Canada].”

While the entire project is slated to “extend from 160th Avenue N. to Seton in the southeast, Tynan said,” according to CBC News, “the city [for now] is focused on Phase 1, which includes the southeast portion as well as a downtown segment.”

Work on the downtown segment—from Event Center/Grand Central Station to Seventh Avenue S.W—“is moving slower,” as the “province’s proposed elevated track alignment has proved controversial,” the media outlet reported. “The city is in the process of assessing the potential costs, risks and benefits of the elevated track system, city administration told council, with plans to start construction in 2027.”

Toronto Transit Commission Chairman and Toronto City Councilor Jamaal Myers “says he’ll be addressing complaints from riders who have claimed slow travel times aboard the newly opened Finch West LRT — also known as [TTC] Line 6,” according to the Toronto Sun.

Myers spoke during a Dec. 10 news conference and told reporters he would share the complaints at the TTC Board meeting being held later in the day.

“I’ll be putting forward my two motions to ensure Line 6 and Line 5 (the yet-to-open Eglinton LRT) and our entire streetcar network operate the way rapid transit should, which is, of course, fast,” said Myers, according to the Toronto Sun. “Riders are right to expect better … If our [systems] move too slowly, riders will stay in their cars and congestion will worsen and the billions of dollars invested in public transit will not deliver the expected results. This is unacceptable.”

Myers said he will ask “TTC, the city of Toronto, Metrolinx and the province [of Ontario] to explore transit signal priority, higher service frequency, and ‘review outdated policies that unnecessarily restrict LRT speeds on Lines 5 and 6,’” according to the media outlet. “‘These are all practical, achievable, near-term solutions. Why I’m optimistic is there is political will to get these things moving faster,’ Myers added.’”

TTCriders spokesperson Andrew Pulsifer “told the Toronto Sun on Tuesday he received reports that it took 50 minutes for riders to get from one end of the 10.3-kilometre [6.4-mile] line to the other with buses sometimes passing the LRT.”

“The first media advisory (from Metrolinx, dated Sept. 20, 2024) said it would be around 34 minutes, I believe, from one end to the other, which already in itself seemed a bit long,” the Toronto Sun reported Pulsifer as saying. A TTC spokesperson on Dec. 8 “said the one-end-to-the-other-end trip time in morning/afternoon rush hour was scheduled to be 46 minutes,” according to the Sun.

The post Transit Briefs: KC Streetcar, Green Line LRT, Finch West LRT appeared first on Railway Age.

Last month’s election was a good one for Democrats. Mounting dissatisfaction with POTUS 47 and his Administration’s policies contributed to major victories, as I reported shortly after Election Day. I reported on statewide elections in New Jersey and Virginia, a special election about House districts in California, a transit referendum in North Carolina. I also reported on the dramatic victory of New York City’s next mayor, Zohran Mamdani, who battled his way from obscurity to victory over former Gov. Andrew Cuomo, with only last-minute support from current Gov. Kathy Hochul and a chill from such “Establishment Democrats” as Senate Minority Leader Chuck Schumer and House Minority Leader Hakeem Jefferies, both of whom hail from Brooklyn, and both of whom boycotted Mamdani’s election night victory party.

A race on the other side of the country, where another Socialist-leaning Democrat will soon lead a major city, after having spent years advocating for better transit, requires its own commentary. The city is Seattle, and its next mayor will be Katie Wilson. She defeated incumbent Mayor Bruce Harrell, also a Democrat, in a close contest 50.2% to 49.5%, with a small number of write-in votes for other candidates. Harrell was elected in 2021 and ran for re-election this year. Wilson had defeated him by 9.7% of the vote in the primary and won again by a much closer margin in the general election. Seattle has a “jungle primary” where the two top vote-getters, regardless of party, square off against each other in the general election. Harrell had the backing of “establishment” Democrats, while Wilson was supported by the “progressive” wing of the party. She is 43 and first appeared on the transit scene as a founder of the Seattle Transit Riders Union (TRU) in 2011.

Emily Badger reported on the Seattle TRU and similar organizations elsewhere in Bloomberg’s City Lab Oct. 29, 2012: “Unions may be dying off in the workplace. But could they make a difference on the bus?” ‘The analogy with labor unions is interesting, because it’s obviously different in the sense that we don’t all work for the same employer, we can’t strike and bargain with our employer for benefits,’ says Katie Wilson, one of the founders of the six-month-old Transit Riders Union in Seattle. ‘But it’s more of a political thing. This is the new working poor, organizing and trying to win political gains.’” According to Badger, the TRU started in response to a proposed 17% cut in service by bus agency King County Metro and the impending elimination of a fare-free zone in downtown Seattle.

Buses still provide most of the transit in Seattle today, and Third Avenue is a busy busway downtown. Most buses are operated by King County Metro (a county-level agency) and Sound Transit (the Central Puget Sound Regional Transit Authority), a tri-county regional provider. Sound Transit also operates light rail in and around Seattle. Its spine is the Central Link (now also known as the 1 Line), which runs on a north-south alignment from Lynwood, north of the city in Snohomish County, to Federal Way, south of SEA-TAC Airport. The agency also operates the T Line (also known as the Tacoma Link), a light rail line in Tacoma. Plans call for them to be connected eventually. The 2 Line, which now runs between Bellevue and Renton, opened its initial segment on April 27, 2024, with an extension in Redmond that opened on May 12 of this year. The lines are presently disconnected, but the missing segment, including a “floating bridge” is under construction. Several more system extensions are planned for construction over the next two decades.

Sound Transit also runs the Sounder trains between tracks adjacent to King Street Station (but not accessible from the station building, which only serves Amtrak trains) to Everett to the north and Lakewood to the south, through Tacoma in Pierce County. Except for one Tacoma round trip, all Sounder trains run during peak-commuting hours in the prevailing commuting direction from Everett (north) and Lakewood (south), and in both directions between Seattle and Tacoma.

There are also two City-owned streetcar segments operated by King County Metro: the First Hill Streetcar and the South Lake Union Streetcar (originally the South Lake Union Trolley, but the name was changed on account of its acronym). Those lines are also disconnected, and there is a proposed project that would connect them: the Central City Connector, also known as the Culture Connector, with new tracks along First Avenue and Stewart Street. There is also a proposal to extend the First Hill Streetcar further north on Broadway. The other “rail line” in the city is a curiosity and a tourist attraction: the Seattle Monorail, built to take visitors to the Space Needle at the 1962 World’s Fair. It still runs with the original equipment as a “transit oddity” that charges a high fare ($4.00 base fare for a two-minute ride), and it allows transfers to the light rail and streetcar.

The Transit Riders Union describes itself as “an independent, democratic, member-run union of transit riders organizing for better public transit in Seattle, King County and beyond.” The organization had announced on Sept. 5, during the campaign, that it was looking to replace Wilson as Executive Director, saying: “Katie has long held two official positions in TRU. She’s been our General Secretary, serving as an elected officer (and board member), a position similar to president. And she’s been our Campaign Coordinator, a paid staff role responsible for working with the membership and with allies to carry out TRU’s campaigns and projects. Together these roles have been much like an executive director position at a more traditional nonprofit.”

TRU is concerned with labor-related causes, in addition to transit issues, like affordable housing and higher wages. The TRU adopted the slogan: “People Power, Not Money Power.” The “history” section of the TRU website expressed the organization’s philosophy: “In order to win the world-class transit system that Seattle needs—not to mention solving all the other problems that we face now—it is clear that an organization of transit riders, no matter how large, is not sufficient. What is needed is a new mass movement of working and poor people that fights along all the lines that affect our lives: transit, housing, social services, healthcare, employment and workplace issues, and the environment … By successfully organizing transit riders, we set an example for and give encouragement to those who fight on other issues. We become their allies, and they become ours.” The TRU’s core mission statement is: “The Transit Riders Union is a democratic organization of working and poor people—including students, seniors and people with disabilities—taking control over our own lives, and building up the power we need to change society for the good of humanity and of the planet. We will fight to preserve, expand, and improve the public transportation system in Seattle and beyond, so that every human being has access to safe, affordable, and reliable public transit.”

The TRU’s statement about transit says: “Mass transit is part of the solution to the great crises of our age. We can’t stop climate change without a realistic alternative to driving for the great mass of people. And we can’t build a just society as long as low-income people must choose between compromised mobility or spending more than they can afford on car-ownership. Bottom line? We need a true round-the-clock mass transit system that unites our region, serves our neighborhoods, and is accessible and affordable for everyone.” Other statements on the TRU website also include environmentalist and Socialist themes. For example: “TRU is helping to build a movement to take our democracy back from the organized power of big money that is sacrificing our planet and well-being for sake of short-term profit. Join us!”

Wilson’s platform, including a section on Transportation, is available on her campaign website. Her four-point transportation program would: “Fix our streets and make them safe for walking, biking and rolling, Pursue the world-class transit system of our dreams, make public transit affordable, comfortable and safe, and Mode-shift because we can’t keep adding cars to our streets.” She mentioned rail transit sparingly, but she said she would “Expedite the delivery of Sound Transit Link Light Rail projects by providing needed leadership on the Sound Transit Board and using the City’s powers to lead on planning, minimize permitting burdens, leverage existing right-of-way, and avoid excessive process.” Another rail-oriented campaign promise was: “I will cut red tape to expedite building out light rail to West Seattle and Ballard and expand and improve bus service. I will pursue programs that encourage people to get around via transit to prevent our traffic from getting even worse.” Regarding modal shift, she called on employers who subsidize parking for employees or offer it at no cost to give the cash equivalent for employers who don’t use that benefit and endorsed what she called New York’s “(de)congestion pricing” program, saying it was “worth our attention.”

On Dec. 8, after she was elected, Wilson told Kea Wilson (no relation) of StreetsblogUSA: “Over the years, TRU grew into more of a multi-issue economic justice organization. But transit has remained close to the organization’s heart and close to my heart, especially in the couple years since my daughter was born. I used to ride my bike everywhere, because it was almost always faster than taking public transit. But after my daughter was born, we just ride transit everywhere. I’m always on the bus; I’m always on the train; I love our transit system.” She also said: “I don’t own a car. I’ve never owned a car. Now, my security detail drives me around, so that’s very weird.”

On October 21, Katie Campbell reported on an interview with Wilson that aired on KUOW, Seattle’s NPR station. Campbell’s story bore the headline Katie Wilson can barely afford to live in Seattle. That’s why she wants to be mayor. She described Wilson this way: “Wilson presents herself as a sensible coalition-builder who runs a small nonprofit—the Transit Riders Union—and has lived a mostly working-class life. A renter and a mother, she runs on issues close to her heart. She speaks the language of struggling people.” Quoting Wilson, Campbell reported: “‘I’m a Democrat, I’m a socialist, fine with being called a democratic socialist,’ she said, seemingly bored with the question. ‘It’s really just more of a belief system or an orientation for me.’” Campbell went on to say: “Foundational to that is the belief that the government should take on big challenges, she said. She believes everyone should have a roof over their head, an opportunity to do meaningful work, and access to childcare, health care, and elder care.” Wilson’s support for better transit was mentioned elsewhere in the report.

Advocates for more trains and better transit in the region are optimistic about what Wilson will be able to do for local and regional mobility once she takes office, although their level of optimism varies. The one issue that all of them raised during our interviews that was not mentioned on the TRU website what the incoming mayor could do for Amtrak’s Cascades trains the connect Seattle with Vancouver, B.C., Portland and Eugene, Oregon, and intermediate stops.

Luis Moscoso is Communications Director for All Aboard Washington (AAWA) and the Association of Oregon Rail and Transit Advocates (AORTA) and served on the Rail Caucus during his time in the Washington legislature. He expressed his hope that Wilson will appreciate the need for strong intercity service on Amtrak’s Cascades corridor, which connects with Seattle’s rail transit and Sounder trains at King Street Station. He sent this statement for Railway Age: “I am buoyed by Mayor-Elect Katie Wilson’s background organizing the Transit Riders Union in Seattle. Her campaign Mayoral Platform Statement on Transportation and Mobility maintained that ‘mobility is fundamental to our quality of life.’ That corresponds exactly with my belief in Mobility Justice that I brought to the Legislature when I founded the Legislative Rail Caucus as Vice Chair of the House Transportation Committee in 2013. I worked to realize a 1993 Legislative commitment to provide statewide intercity passenger rail as part of the state’s High Speed Ground Transportation Plan. That work to provide intercity passenger rail proceeds today with the Big Sky North Coast Corridor ID Long Distance Study that will restore service to eastern Washington cities, upgrades to WSDOT’s Amtrak Cascades and a future Cascadia High-Speed Rail program.” The Big Sky North Coast Corridor is a proposal to restore service on the route of the North Coast Limited (which lasted until 1979)on the former Northern Pacific, now part of BNSF.

Bill Moyer, Executive Director of Solutionary Rail, told Railway Age that he is enthusiastic that Wilson will soon be Seattle’s mayor. “She knows how to form coalitions, and she will stand up for ordinary people and their mobility” he stated. “TRU is a champion for all things that make a material difference in the lives of those who use transit, thus their involvement in tax policy and other issues beyond transit” and “I have immense respect for Katie Wilson and 100% confidence in her integrity, analysis, and capacity to propose and build coalition support for much needed solutions across all areas of policy. I deeply admire Katie’s people-focused approach to organizing and her commitment to making a material difference in people’s lives.” Regarding trains on Amtrak routes, he added: “TRU has been a solid partner in the fight for a return of common sense to intercity rail in the Pacific Northwest, despite the disregard and setbacks that plans for the Amtrak Cascades service has suffered, dismal on time performance that has resulted, and the attempts to supplant improvement plans with a billionaire-sponsored, ‘ultra’ high speed boondoggle project.”

Tom White is a railroad consultant, currently at VTD Rail Consulting and environmental advocate with a 58-year railroad career at BN/BNSF and other railroads, and who was instrumental in getting the Sounder train service started. He told Railway Age that he is attempting to get the transit people to realize that there is a connection between the Cascades service and city transit. He thinks that Wilson can help the locals get the picture about that connection: “She’s done transit advocacy and advocacy for working people. I just hope she doesn’t get stopped in her tracks by the City Council. I’m expecting her to pursue all the good things, including affordability and transit advocacy, but I hope she can get it through the Council. I hope she can get the streetcar line connected and turn it into something real.”

There are a number of parallels between Wilson and New York’s Mayor-Elect Zohran Mamdani. Both are young, neither possess great personal wealth, both support transit and show that support by using it, and both are outsiders who scored surprise victories against established politicians. Both have expressed deep concerns about the economic woes that “ordinary” residents of their cities are facing. Wilson’s TRU has fought for higher wages for transit workers and keeping fares down, while the key word in Mamdani’s campaign was “affordability.”

In both New York and Seattle, voters chose a young mayoral candidate over an opponent who is a senior and had the backing of long-time politicos. Outgoing Mayor Bruce Harrell, who Wilson beat, is 67, while she is 43. Former Gov. Andrew Cuomo is also 67 and lost to Mamdani, who is 34. A younger generation of voters seem to be making their voices heard, and one thing they want is better transit.

In our election report last month, I reported Mamdani’s victory, noting that he is a strong transit supporter, but questioned how much he can really accomplish to improve transit in the city. The agency that operates it, the Metropolitan Transportation Authority (MTA) is a state agency, where the City’s influence is limited. According to White, Wilson might have a similar problem with the City Council.

The KUOW report cited earlier in this article said: “Wilson, a relative unknown when she filed her campaign paperwork, surprised political observers—and even herself—in August, when she trounced Harrell in the primary by almost 10 points. Despite her inexperience in elected office, she could defeat the well-known incumbent in the general election on Nov. 4 and run a city with 41 departments and a budget close to $9 billion.”

The situation she faces in Seattle might be similar to the one Mamdani faces 3000 miles away. Sound Transit is a regional tri-county agency, where Seattle’s mayor holds a place on the Board. Can she help accelerate the process of expanding Sound Transit’s light rail network and persuade the agency to run Sounder trains on weekends and at times other than peak-commuting hours on weekdays? King County Metro covers only its namesake county, but there are many other municipalities in the county, not just Seattle. Will Wilson be able to expedite construction of the Culture Connector / Center City Connector between the two disconnected segments of the Seattle Streetcar and the eventual expansion of the line on Broadway? With public safety, affordable housing, other rising prices, and all the other difficulties inherent in American city life today, Katie Wilson will certainly have a lot on her plate. With all these pressing issues, will she also be able to improve local transit so motorists will use it more often for discretionary trips, and non-motorists (estimated at about 20% of Seattle residents) will have more mobility after she takes office than they have today?

Time will tell and nobody knows for sure, but advocates are hopeful. If anyone can improve Seattle’s transit, it would seem Mayor Katie Wilson can.

The post Meet Seattle Mayor Katie Wilson, Transit Advocate appeared first on Railway Age.

CN moved more than 3.28 million metric tons of grain from Western Canada last month, higher by 230,000 metric tons from its previous set record for November in 2020, the Class I reported in a Dec. 8 grain movement report. This is CN’s third consecutive record month for grain movement.

“Achieving a third consecutive record month of grain movement demonstrates what’s possible with strong customer collaboration, thoughtful planning, and a dedicated team of railroaders,” said CN Executive Vice-President and Chief Commercial Officer Janet Drysdale.

CN says it continues to execute its winter operations plan across the network as the colder months have begun. More information and details about how the company has put proactive solutions is available here.

Separately, CN recently debuted a special CN locomotive. Painted with the 988 Suicide & Crisis Lifeline number, “it’s a rolling symbol of care, support, and looking out for each other, wherever the rails lead,” the Class I said in a LinkedIn post.

“Thank you Progress Rail, A Caterpillar Company for generously helping us spread this important message: You are not alone.”

The CSX Locomotive Service Team in Toledo, Ohio, recently achieved 11 years injury-free—a true safety milestone. “One CSX teamwork, open communication, and a safety-first mindset made it possible,” the Class I wrote in an X post. “Thanks, Toledo team, for setting the bar high and being a true example of a Safe CSX operation.”

The CSX Locomotive Service team in #Toledo, OH, achieved 11 years injury-free—a true safety milestone! #ONECSX teamwork, open communication, & a safety-first mindset made it possible. Thanks, Toledo team, for setting the bar high & being a true example of a #SafeCSX operation. pic.twitter.com/NzKl0uPk4d

Last week, CPKC took delivery of its 100th Tier 4 Wabtec Corporation Evolution Series diesel electric locomotive, unit number CP 7549, as part of a multi-year investment in American manufactured locomotive power.

“These locomotives, being built in Fort Worth, Texas, already are in service supporting the execution of our precision scheduled railroading operating model and helping us provide even more efficient and reliable service to our customers across the North American economy,” the Class I wrote in a LinkedIn post.

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

RAILWAY AGE DECEMBER 2025 ISSUE: Newly electrified, Caltrain is operating 104 trains per day with one million monthly riders.

Jan. 16, 1864, marked the first day for passenger rail service between San Francisco and San Jose. Who knew that 160 years later, on Sept. 21, 2024, Caltrain would be operating electric trains along that same route?

“Now that we’re electrified, we’ve seen our ridership and our service increase with 104 trains a day, half-hourly weekend service,” said Brent Tietjen, External Affairs Manager for Caltrain.

Indeed, this past September marked the one-year anniversary of electric trains running on the corridor from San Francisco to San Jose. While Union Pacific still operates on parts on the segment and Caltrain’s diesel trains might run under certain circumstances, elsewhere Caltrain is “100% electric” and running on renewable power, according to Caltrain Public Information Officer Dan Lieberman.

The new Stadler US-built electric multiple-unit (EMU) trainsets offer amenities welcoming to the weary commuter, such as free Wi-Fi, power outlets at every seat and onboard displays with digital trip information. But strong weekend travel is what has given Caltrain a boost in its ridership. Monthly ridership broke one million in September for the fourth consecutive month; for fiscal year 2025, which ended June 30, ridership was up 47% over the previous fiscal year.

Weekend travel “is higher than it has ever been in Caltrain history,” as riders take advantage of a new offering of half-hourly weekend service, Lieberman said. “It’s just making it really easy to get around.” Caltrain also serves seven major league sports teams, tying with the New York Metropolitan Transportation Authority for having those connections.

Groundbreaking for infrastructure improvements to allow electric trains to run began in 2017, but the design feedback process ran from 2016 to 2019. The manufacturing and testing phase took place from 2020 to 2024.

Getting the political will to provide funding was “a major lift,” Lieberman said. Caltrain experienced smooth sailing after those first initial steps, although putting up hundreds of miles of AC catenary 20 feet above an active railroad was also a challenge, he said. 

Caltrain purchased 23 seven-car bilevel KISS EMU trainsets (161 railcars) from Stadler US as part of the Caltrain Modernization Program, with options for 55 more. In addition to these, there is one four-car bilevel BEMU (battery-electric multiple-unit) for use between Tamien and Gilroy.

KISS is an acronym for “Komfortabler Innovativer Spurtstarker S-Bahn-Zug,” which translated from German means “comfortable, innovative, sprint-capable suburban train.” Each EMU has a power output of 7,000 kW (9,387 HP). “Although the Stadler bilevel EMUs are a proven product in Europe and have been in service overseas for several decades, these will be the first to be deployed in the U.S.,” Stadler said in September 2023. “Caltrain’s new Stadler trainsets will serve as the foundation for the first modern, electrified railroad in California.”

Stadler US built the trainsets at its facility in Salt Lake City, Utah. After construction, they underwent testing in Pueblo, Colo., at TTC Operated by ENSCO, where they were eventually certified by the Federal Railroad Administration for passenger service. Caltrain then began revenue service operations in August 2024. “We did a soft launch in August of 2024. Two trains out every week,” Tietjen said. “We were happy with how smooth that transition went.”

Since the EMUs began running, Caltrain has experienced significant fuel and emissions savings, according to Lieberman. “We’re actually paying less than we did for diesel fuel at the moment,” he said.

The trainsets’ regenerative braking system has been returning about 23% of the power they receive from the electric grid. In October, Caltrain announced that its two primary power providers, San Jose Clean Energy and Peninsula Clean Energy, will allow it to qualify for a net billing rate starting in April 2026. This means that Caltrain could receive approximately $1 million annually for the clean power it sends back to the grid. 

This financial benefit came about because of California AB (Assembly Bill) 1372, which qualified regenerative braking from electric trains to be considered as a renewable electric generation facility.

While the electrification of the San Francisco-San Jose line for commuter rail service is largely complete, Caltrain is still working to potentially electrify its network south of San Jose. Its purchase of the BEMU from Stadler US for the Gilroy spur used funding from the state of California, with the condition that Caltrain would lend the trainset to other corridors to experiment with electric power, according to Lieberman. “If we can help other localities decide to get these beautiful, modern trainsets, we’re very excited to help,” he said.

Stadler US in December 2024 signed an agreement with Caltrain to supply on-site technical support, maintenance management software implementation, full materials management for both preventive and corrective maintenance, and diagnostic assistance. The contract also allows both parties to opt-in the BEMU pilot train into this agreement, Stadler said.

Capital projects beyond electrification include plans to connect to downtown San Francisco via tunnel. According to the San Francisco County Transportation Authority, the downtown Portal project will extend Caltrain and future California High-Speed Rail service from the 4th and King rail yard to the Salesforce Transit Center. The project, expected to be completed sometime in the 2030s, includes construction of a new underground station at 4th and Townsend streets. The Transbay Joint Powers Authority is responsible for the project.

Caltrain is also working on safety issues related to grade crossings, including deploying artificial intelligence to prevent incidents, according to Tietjen.

“Electrification has completely transformed Caltrain,” Executive Director Michelle Bouchard said in September. “We’re delivering cleaner, faster, more frequent service, and riders are responding in record numbers. This first year has shown what’s possible when we invest in sustainable rail, and we’re only just getting started.” 

The post Success Story appeared first on Railway Age.

With a term expiration date of Nov. 30, 2030, Schultz, along with Republican Chairperson Patrick J. Fuchs, whose second term expires Jan. 14, 2029, will be in place for an anticipated early 2027 vote on a proposed Union Pacific-Norfolk Southern merger. A formal merger application is expected before month’s end, beginning an arduous review process whose timeline has yet to be set but culminating, by statute, within 13 months.

The STB has sole statutory authority to approve railroad mergers, although the Department of Justice and Department of Transportation are statutory parties to the proceeding and are expected to file comments.   

STB Democratic member Karen J. Hedlund’s first term expires Dec. 31, and unless she is nominated to a second term during her statutorily allowed 12-month holdover, she will have departed by the time of an early 2027 merger vote.

Two other STB seats are currently vacant. Although Republican Richard Kloster was nominated earlier this year by POTUS 47 to fill a third Republican seat, the Senate Commerce Committee has yet to recommend his confirmation, which must precede a Senate floor vote as occurred Dec. 11 with Schultz.

The Commerce Committee was scheduled to vote on a Kloster recommendation Dec. 8, but the vote was deferred without explanation. Speculation, without validation, is that Kloster will be recommended by the committee in a party-line vote and likely will be confirmed to an unexpired term of former STB member and Democrat Martin J. Oberman, who retired in 2024. That seat expires Dec. 31, 2028, meaning Kloster, if confirmed, will be eligible to vote on the merger application.

As the political party of the sitting President is allowed a one-seat majority on the five-member STB, Oberman’s open Democratic seat became reserved for a Republican—presumably Kloster—upon POTUS 47’s inauguration in January.

The fifth and second Democratic seat, previously held by Robert E. Primus until he was fired in August by POTUS 47, remains open. Primus is contesting the firing as “illegal,” and a court decision likely will await a separate Supreme Court verdict on whether a President has legal authority to fire a sitting member of an independent regulatory agency without showing cause (inefficiency, neglect of duty or malfeasance in office).

POTUS 47 has similarly fired, without cause, some dozen other Democrats on independent regulatory and advisory agencies, saying they are not in line with Presidential priorities.

While a 90-year-old Supreme Court (SCOTUS) precedent holds that the President may not fire members of independent agencies who have been Senate-confirmed to fixed terms—and some lower courts ordered reinstatement of several, although those decisions were generally stayed—the SCOTUS has the final say.

A decision is expected by summer on whether to overturn that precedent under a “unitary executive theory.” The theory, advanced by conservative legal scholars and embraced by POTUS 47, holds that the Constitution’s Article II provides for one executive, the President, and individuals may not wield substantial executive power outside of the elected President’s authority.

The SCOTUS case involves a fired member of the Federal Trade Commission, Democrat Rebecca Kelly Slaughter, but the decision will affect Primus’ fate as well as the fates of National Mediation Board Democrat Dierdre Hamilton and National Transportation Safety Board Democrat Alvin Brown, each of whom also was fired by POTUS 47.

STB’s governing statute has no quorum requirement. It provides that “a vacancy in the membership of the Board does not impair the right of the remaining members to exercise all of the powers of the Board,” meaning three Republicans—or two or even one—may decide cases if it comes to that.

Although Schultz was first nominated by POTUS 45 in 2018, she was not Senate confirmed to her first five-year term until November 2020. As a matter of past practice—given floor time constraints under Senate rules—a nominee to a multi-member, bipartisan agency had often been paired with one from the opposite political party prior to confirmation. That Democrat became Primus in 2020 following his nomination by POTUS 45 (who fired him as POTUS 47). Both Primus and Schultz were Senate confirmed to their first terms in November 2020. Primus was confirmed to his second five-year term in 2022 following nomination by President Joe Biden.

Schultz’s first-term seat was one of two created by the 2015 Surface Transportation Board Reauthorization Act, which expanded the STB from three to five members. Fuchs was nominated to the other new seat and is currently in his second and final (by statute) term. Primus filled a seat vacated by Democrat Debra L. Miller, whose term had expired.

With 2025 Republican majority changes, or reinterpretations, to Senate rules, nominees can be moved in a large group without individually occupying Senate floor time, mitigating the need for a pairing and allowing Schultz to be confirmed as one of more than 80 Republican nominees. This shift in practice greatly reduces opportunities for obstruction of nominees that would otherwise secure a majority vote.

Kloster, if recommended by the Senate Commerce Committee, similarly is expected to be confirmed as part of a large group package. In the meantime, he has been given access to STB staff who are briefing him on issues, although he is not privy to draft decisions or matters submitted to the STB under seal.

Schultz, age 53, earned an undergraduate degree in English from Penn State University (1994), a juris doctorate from Widener University Law School (1998), and a master’s in government administration from the University of Pennsylvania (2008).

Prior to joining the STB, she was Deputy General Counsel and Director of Legislative Affairs for Southeastern Pennsylvania Transportation Authority (SEPTA). Earlier in her career, she was an associate with the Philadelphia-based law firm of White and Williams, dealing with bankruptcy and commercial litigation, and a law clerk with the U.S. Bankruptcy Court for the Eastern District of Pennsylvania.

The post Schultz to Obtain Second STB Term (UPDATED 3:35 p.m. ET) appeared first on Railway Age.

Lake State Railway (LSRC), Railway Age’s 2018 Short Line of the Year and 2021 Regional of the Year, delivers toys and “Christmas cheer” to Michigan communities. Also, OmniTRAX rail affiliate Great Western Railway of Colorado (GWR) performs Santa Claus’s last-mile sleigh service; Santa and Damian Maldonado ride Texas North Western Railway’s (TXNW) holiday train to Sunray, Tex.; and Canadian Pacific Kansas City (CPKC) kicks off the holidays in Mexico with Tren Navideño.

LSRC employees recently volunteered to bring Christmas cheer to communities along the Michigan-based Class II’s rail lines.

“This year was the biggest year by far for donations, with nearly $10,000 in toys donated to Toys for Tots by our employees, partners, and Antin Infrastructure Partners,” LSRC reported via social media.

The LSRC SD70M 1776 (pictured below) also took part in the event. The unit was rolled out earlier this year. Its special red, white, and blue paint scheme celebrating American independence was designed by second-generation LSRC railroader Travis Vongrey, a former conductor, engineer, and yardmaster and now a supervisor of yard operations. Vongrey also designed a locomotive in a heritage scheme inspired by the Pere Marquette Railway, one of LSRC’s antecedents.

Separately, LSRC is purchasing four SD70ACeT4 locomotives from Progress Rail, a Caterpillar Company. Delivery is expected by the end of this year.

Great Western Railway (GWR) recently delivered Santa to Boardwalk Park in Downtown Windsor, Colo., in a fully refurbished 1898 Yellowstone Pullman Car. According to the OmniTRAX affiliate, an audience of thousands eagerly awaited his arrival, which was followed by a “Holiday Proclamation” from Mayor Julie Cline and a tree lighting ceremony, plus festive activities, live music, and photos with the guest of honor.

GWR and OmniTRAX employees and their families accompanied Santa on the train and passed out train whistles and candy canes to the children in attendance.

“It’s an honor to bring Santa to Northern Colorado,” said Dallas Ramos, Vice President of OmniTRAX, which has been performing Santa’s last-mile sleigh service for more than a decade. “Windsor Wonderland brings neighbors, family, and friends together and we are proud to partner with such a beloved community event.”

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“Nearly 1,000 Moore County residents gathered in Sunray in the northern Texas Panhandle on Dec. 6 as their hometown railway, TXNW, transformed an ordinary evening into an extraordinary celebration of community spirit and holiday joy,” the short line reported Dec. 10. “The highlight of the evening came when a festively decorated TXNW locomotive pulled into town carrying Santa Claus and special guest of honor Damian Maldonado, whose attendance was made possible through the Make A Wish Foundation. With Sunray Mayor Bruce Broxson serving as Grand Marshal, the Christmas Train’s arrival marked the beginning of an evening that brought together families, local businesses, and community organizations in a celebration of what makes small-town Texas special.”

The event, co-organized by the railroad and the Sunray Volunteer Fire Department, featured complimentary hot cocoa, Christmas music, and an opportunity for children to share their holiday wishes with Santa. But the highlight, TXNW said, was the outpouring of community support that made the evening possible. “Local businesses and organizations rallied to ensure every child went home with a gift and every family felt the warmth of their community,” it noted. Among the contributors: JBS, DevCon, Moore County Hospital District, Trinity Repair, The Plaza, Jack Oldham, Dumas EDC, Dumas Rodeo, Dumas Lions Club, United Supermarket, Walmart, Toot n Totum, Civil Xcavation Contractors, Dumas ISD, Moore County Sheriff’s Department, Emergency Management Services, and Boy Scouts.

“This event represents everything we love about Moore County—neighbors coming together to create something meaningful for our children and families,” said TXNW Superintendent Amber Farley, whose team spent days decorating the train’s locomotive. “Seeing 1,000 smiling faces as that train rolled in, especially knowing Damian was aboard with Santa, reminded us why we’re proud to call Sunray home.”

“There’s a magical connection between Christmas and railroads for children, and we wanted to honor that tradition in a way that brings our entire community together,” said Paul Treangen, CEO of TNW Corporation, which is the privately held operator of TXNW and two other short lines, plus four logistics centers in Texas. “We’re grateful to work alongside so many generous neighbors who share our commitment to making Moore County a special place to raise families.”

• TXNW Wraps Up Texas Interchange Improvement Project
• Safety First

“We’re proud to continue our annual Tren Navideño tradition, celebrating the season with our railroader families in Mexico,” CPKC reported via social media on Dec. 9. “This private event features festive lights, holiday activities, a visit from Santa, and the joy of tradition—a special thank you to our dedicated team and their families. Wishing everyone a wonderful and memorable holiday season!”

Meanwhile, the annual CPKC Holiday Train is touring Canada and the U.S. through Dec. 21, presenting musical performances and raising money, food, and awareness to support food banks across its network, and CSX hosted the 83rd running of its Santa Train on Nov. 22, delivering toys, gifts, and winter essentials to 13 communities in Appalachia.

For more “Holiday Briefs,” featuring Union Pacific, Norfolk Southern, Genesee & Wyoming events, click here.

The post ‘Holiday Briefs’: LSRC, GWR, TXNW, CPKC appeared first on Railway Age.

Infrastructure company OmniTRAX on Dec. 10 announced that Economic Development Director Ashley Wolfe has earned global economic development certification by the IEDC. The gold standard of economic development expertise, IEDC’s Certified Economic Developer (CEcD) accreditation has only been earned by development professionals from three North American railroads: OmniTRAX, Canadian Pacific Kansas City (CPKC), and Union Pacific (UP).

“Economic development expertise is an invaluable benefit for companies making capital investment decisions,” said OmniTRAX EVP Ryan Dreier. “IEDC certification shows prospective development partners that they are working with trusted, trained professionals and I’m proud that OmniTRAX is the only railroad to have its entire economic development team achieve IEDC certification.”

The global accreditation denotes a mastery of principal skills in economic development, professional attainment, and a commitment to professional growth.  Worldwide, approximately 1,200 economic developers have achieved the prestigious CEcD designation. Certified Economic Developers work with public officials, business leaders and community members to create and retain high-quality jobs and community investment.

Wolfe’s work to grow Arizona’s Sonoran Valley Railroad with customers such as Wright Asphalt and her collaboration with Phelps County Development Corporation to attract projects like Nebraskaland Aviation’s new facilities to the Nebraska, Kansas, and Colorado Railway are examples of her recent economic development projects.

“Economic developers play a vital role in shaping the future of their communities. They drive investment, support businesses, create jobs, and improve the overall quality of life,” shared IEDC President and CEO Nathan Ohle. “Becoming a Certified Economic Developer represents the highest standard of excellence in our field. These individuals have invested in their growth as leaders, and in doing so, they strengthen the economic future of the regions they serve.”

ASLRRA Senior Vice President Law and General Counsel Sarah Yurasko was named the LRW 2025 Member of the Year.

Announcement of the award, which recognizes the “outstanding contributions” of an LRW member, was made during the LRW’s annual membership meeting, noting Yurasko’s “continued dedication to LRW and its mission, her support for LRW members, and her overarching generosity and leadership.”

The post People News: OmniTRAX, LRW appeared first on Railway Age.

We’re partnering with leaders on both sides of the aisle and in both houses of Congress—particularly Sens. Mike Crapo (R-Idaho) and Ron Wyden (D-Ore.) and Reps. Mike Kelly (R-Pa.) and Mike Thompson (D-Calif.)—to find a tax legislative vehicle to modernize the successful 45G short line tax credit. And we’re working to partner with regulatory agencies to ensure that any new initiatives are safety-focused, data supported, and implementable by small business railroads. 

Another critical partnership—that of short lines and Class I’s to create an affordable, reliable, and seamless freight network for our customers—is also top of mind for 2026.

Senior Class I railroad executives came out in force at the most recent 2025 ASLRRA Region meetings in Charlotte and New Orleans, and there was much to like about what they had to say. Presentations by Stefan Loeb of Norfolk Southern, Christina Bottomley of CSX, Jim Gunther of CN, Kenny Rocker of Union Pacific, Coby Bullard of CPKC, and Mark Ganaway of BNSF focused on the importance of their short line connections, the efforts they are making to strengthen those connections, and the work they are doing to accelerate carload opportunities. 

Each presented encouraging operational data, industrial development and real estate initiatives, and technology innovations. Some showcased new programs to track Class I/short line interchange performance, jointly market certified sites, share railcars, or create new short lines. 

Each showcased their short line management teams, which these days have evolved well beyond just managing legal agreements and joint facilities to become potent teams dedicated to creating carload volume growth. The expansion and elevation of these teams into Class I senior management is a relatively new development and one that has significantly benefited short lines and their customers by increasing their visibility throughout the Class I organizations. 

The presentations were first-rate, informative, and encouraging, and there is no doubt that short lines liked what they heard. But as the saying goes, the proof of the pudding is in the eating. 

To quantify success, or the lack thereof, which is just as important to know, short lines would be interested in seeing metrics tracked over time, such as on-time delivery and pickup at Class I/short line interchanges, “same store” volume growth from short line originations and terminations, total short line volume growth (including new short line creations and—God forbid—any short lines that go away), the percentage of Class I volume that touches a short line, the success rate of how often short line business development opportunities turn into actual carloads, the average speed from a requested rate quote to a delivered quote, how often a paper barrier was modified to increase volume or improve service, and how often service frequency was increased to improve volume or service. 

These are admittedly my layman’s version of metrics that might be used to judge success. Some of these already exist but are generally kept private or not widely reported, while for others the railroad experts in the room could no doubt develop better metrics or the best way to measure. And I’m sure I missed dozens more that could be measured. Either way, I would urge short lines and their Class I partners to devote some time and effort to considering how these kinds of metrics could be developed and utilized in measuring the progress envisioned in the presentations made at our Region meetings. 

Recently, ASLRRA worked with Railinc to gather and publish the number of individual carloads that were handled in origination, termination or bridge movement by at least one short line in the U.S. The results for 2017-2023 show Class I U.S. carload originations (non-intermodal) declining from 16.1 million to 14.1 million, while short line carload originations remained flat at 2.7 million. On the termination side, Class I volume decreased from 15.9 million to 14.3 million carloads while short lines remained flat at 3 million. 

There are many ways to look at that data, but what I see is a good news/bad news story: 

The good news is that short lines represent an increasing share of carload volume in the rail industry (from 14.5% to 16% of originations, and from 15.6% to 17.4% of terminations) and thus an obvious place for our Class I partners to focus to grow business. 

The bad news is that total carload volume is down across the industry and even short line volume is mostly flat. That is the needle that needs to be moved. I believe paying closer attention to the kinds of metrics noted earlier will help get those numbers going on the upward trajectory that both the short lines and Class I’s are hoping for.  

An oft-used sentiment is that “a new year is another chance to get it right.” Short lines and their partners have a compelling opportunity to do just that in 2026!

The post The Volume Needle Needs to Move appeared first on Railway Age.

“On Oct. 14, 2024, about 5:59 a.m., an Alstom employee operating southbound NJ Transit train 207 was fatally injured when the train struck a tree that had fallen across the tracks of the River Line at milepost (MP) 24.53 near Florence, N.J. (see Figure 1, above). Train 207 was a light rail vehicle (LRV) consisting of two railcars with 41 passengers on board. During the collision, a tree branch penetrated the lead railcar’s forward windshield and struck the operator. Twenty-three passengers were transported to a local hospital with minor injuries. Alstom estimated damages to equipment to be about $194,000. At the time of the accident, visibility conditions were dark with the train’s headlights providing the only illumination, and the weather was 60°F with no precipitation.

“On the day of the accident, the operator reported for duty at 4:48 a.m. at an NJ Transit maintenance facility in Trenton, N.J. She started her scheduled trip from Hamilton Avenue Station at 5:47 a.m., operating train 207. This was the first train to operate on the River Line that day. About 5:55 a.m., the train departed Bordertown Station, the last station north of the accident area. According to event recorder data, the operator initiated an emergency braking application at 5:58:56 a.m. while rounding a right-hand curve north of the point of impact. The train was traveling 65 mph when the braking application began, and the train decelerated for several seconds before striking the tree. The train came to a stop about 880 feet past the estimated point of impact (see Figure 2, below).”

According to the final report (download below), which follows a preliminary report issued in November 2024, the NTSB says, “while on-scene, it identified abrasive transfer marks on the rails consistent with emergency braking starting near MP 24.61, or about 430 feet north of the point of impact. Because the head end of the train was about 90 feet from its rearmost axle, this corresponds to an emergency braking application beginning when the head end of the train was near MP 24.59, or about 340 feet from the point of impact. The marks ended at the point of impact.”

The NTSB conducted a partial reenactment of the accident at low speed under predawn lighting conditions (see Figure 3, below). During this reenactment, the fallen tree became visible to an approaching train operator about 350 feet north of the point of impact. “According to waivers NJ Transit filed with the Federal Railroad Administration (FRA) when obtaining approval to operate, on FRA-regulated track, the type of LRV involved in this collision, the headlights were designed to illuminate a person standing 500 feet away. Daylight observations of the scene found that the point of impact was visible from about 1,400 feet away.”

Postaccident examinations of the train did not identify mechanical defects, according to the NTSB report. “Examination of the train’s brakes found normal wear patterns on contact surfaces, but damage to the train prevented a brake test and dynamic testing. Braking tests performed by the vehicle’s manufacturer in 2003 indicated the type of light rail vehicle involved in this collision had an emergency braking distance of 499 feet from 60 mph under ideal conditions. The manufacturer did not test braking performance above 60 mph.”

The collision, NTSB says, “resulted from the operator having insufficient time and distance to stop the train after the tree became visible. The investigation did not find evidence of defects with the train or track, and the operator was not impaired by drugs or alcohol.

“Postaccident observations and the design specifications of the train’s headlights suggest that the fallen tree became visible when the train was 350–500 feet away. Daylight observations showed that even though the accident happened near a curve, a train approaching from the north, as this train did, would have had a sightline of about 1,400 feet to the fallen tree’s location. The 1,000-foot difference between these observations indicates that darkness and the reach of the train’s headlights were the factors limiting the visibility during the accident.

“Rail abrasions indicate that the operator initiated emergency braking—the appropriate response to a hazardous obstruction—when the train was about 340 feet from the tree. Given the train’s speed of 65 mph (about 95 feet per second), the operator applied the train’s brakes less than two seconds after seeing the tree. The operator’s actions were therefore correct and timely, and they did not contribute to the accident.

“Although available records did not include the train’s minimum braking distance at 65 mph, this distance would have exceeded the 499-foot braking distance expected at 60 mph under ideal conditions because braking distance increases with speed. The tree was therefore already within the train’s minimum stopping distance when the operator saw the tree, and the train retained enough speed at impact for a tree branch to penetrate the forward windshield and fatally strike the operator.

“The train traveled 880 feet after striking the tree and before coming to a stop. There were no marks on the rails after the point of impact consistent with an emergency braking application, which suggests that the train was applying less braking force after the collision. A postaccident inspection found no defects with the train’s brakes, but damage to the train prevented brake tests. The collision damage may have affected the train’s braking systems, but there was not enough evidence to determine exactly how.

“The arborist’s report found that the tree involved in this accident had decayed internally. The tree fell as a result of this decay, but there was no evidence of a specific event that caused the tree to fall when it did. Investigators on the scene did not see external decay or obvious indications that the tree was unhealthy, and it is therefore unlikely that Alstom’s regular track inspections and seasonal surveys could have identified the tree as a hazard.”

The NTSB determines that the probable cause of NJ Transit train 207 striking a fallen tree, resulting in a tree branch piercing the front windshield and fatally injuring the train operator, “was the predawn low light conditions that prevented the operator from seeing the tree in time to stop the train.”

The investigation identified four cases of trains striking downed trees before this accident. These collisions, NTSB says, “were minor but indicated the presence of a risk that, on October 14, 2024, led to a fatal collision. This accident underscores the importance of incorporating all measurable hazards into system safety programs.”

Comprehensive safety oversight programs are required under federal regulations at 49 CFR Part 674. As a result of this accident, NJ Transit and Alstom completed a corrective action plan to remove tree hazards along the River Line, and the New Jersey Department of Transportation (NJDOT), as the state safety oversight agency, “will continue to monitor efforts to identify and remediate hazards along the River Line,” according to the NTSB.

The post NTSB Determines Probable Cause for NJ Transit Collision appeared first on Railway Age.

FINANCIAL EDGE, RAILWAY AGE DECEMBER 2025 ISSUE: The holidays always bring the classic tussle between Ebeneezer Scrooge (pre-ghosts) and Santa. In the holiday spirit, Santa (or the true spirit of the holidays) always wins out. (Don’t agree? Name a Holiday movie without a happy ending.) Unfortunately, in the non-cinematic world, reality often gets in the way. 

The Federal Reserve Board of Governors is set to have the Federal Open Market Committee meeting on Dec. 10. The markets are atwitter (yes it was a word before the social media) about what the Fed may or may not do. Will it be a holiday joy or holiday horror? 

The members of the Board seem split, and this is reflected in the market’s probability estimates of a cut moving from 90% to 40% to 75% over a few weeks. (Those of you reading this after Dec. 10 may already know the answer.) It’s a tough job in the moment as the economy fritters between growth, inflation and stagnancy. The choice by the Fed will certainly leave some constituency unhappy.

Generally, the industrial economy is bearing the brunt of a kind of weakness that has led to a great amount of uncertainty about 2026 and its prospects. Strip the rail economy of the low volume cha-cha-cha being played 24/7 as the industry waits for Union Pacific to file its STB application for the acquisition of Norfolk Southern, and there’s not much to be dancing about.

Recent conversations with supply chain professionals across several industrial commodity shippers suggests that many do not see a rebound until late 2026 (best case) or more likely 2027. 

The numbers and fact pattern are bearing this out. With new railcar orders for 3Q25 languishing at just over 3,000 cars, it’s difficult to feel anything remotely bullish. 

Jason Miller, the Eli Broad Professor in Supply Chain Management at Michigan State University, recently noted in a LinkedIn post about Home Depot’s earnings that the mix of three bold factors—a significant slowdown in YOY sales, a slower pace of inventory turnover and a decrease in gross margins—indicates underlying market weakness and tariff related malaise. Furthermore, Home Depot offered no guidance for when demand may begin to accelerate.

Miller also points out recent downward revisions by the Federal Reserve to the index of Industrial Production that lowered August 2025’s numbers to levels not seen since February 2020. The IP numbers posted by the Fed reflect both industrial output and prices.

Need more holiday cheer? The Journal of Commerce reports that western borne shipping capacity from Europe is at peak volumes, the import slump from Asia due to earlier-in-the-year frontloading continues, and truck carriers are shrinking inventory of available (over) capacity to maintain pricing at today’s already low levels. 

It is difficult to anticipate tariff clarity in the next six to nine months. If the Supreme Court rejects the current tariffs, expect 80% of them to be rerouted through other channels and be reinstated. Expect a 2026 push into the reshaping of USMCA with a possible scrapping and redrafting of the entire agreement still on the table. That will lead to continued uncertainty and trepidation about investment.

The news is pretty grim, which from an outsider’s perspective does not lend credence to the railroad mega-merger as creating opportunities for growth. It continues to feel like a consolidation of earnings power without growth (cha-cha-cha). As Paul Denton, retired President and CEO of the Maryland Midland Railway, noted in his recent Railway Age opinion piece, “Fancy wording and expensive lawyer briefs dangled in front of the STB are window dressing. Ask any short line CEO or former rail shipper about ‘benefits’ from any prior rail merger.”

As the carol goes, maybe we just “need a little Christmas now” from the Federal Reserve. The consumer has propped the economy for some time now, and while the wealth gap mixed with stock market growth continues to support affluent spending, no amount of commodity fetishism can fill the gaps in the industrial economy. Consumers are pivoting to discount retailers and buying on early bargains. Anticipated holiday shopping growth YOY is expected to peak at 2%.

Even with its trepidations about the state of the labor market and the higher-than-targeted inflation, the Fed will likely hear the caroling in the hallways and give the gift that they hope will keep on giving: “Yes we need a little discount, need a little step down, we need a little rate cut now,” and provide the juice the economy seems to need. Onward to a better 2026.

Happy Holidays to you and your families and best wishes for a healthy and successful 2026.

Got questions? Set them free at dnahass@railfin.com. 

The post ‘We Need a Little Rate Cut Now’ appeared first on Railway Age.

Railroads may describe outstanding achievement in one or a combination of areas, including but are not limited to: turnaround situations; consistent excellence; innovation in operations or maintenance; marketing; customer service; enhanced productivity; community relations; safety improvement; and ingenuity in dealing with the unexpected.

Small roads in the U.S., Mexico and Canada are eligible for an award. Our 2026 honorees will be recognized at the American Short Line and Regional Railroad Association (ASLRRA) 2026 Conference & Exhibition, to be held April 12-14 at the Minneapolis Convention Center in Minneapolis, Min. Articles covering their achievements will appear in Railway Age’s March 2026 issue, which will be distributed at the show. Railway Age will work with the honorees to publicize the awards in online and national media.

“‘Grass roots’ best defines the service provided by the entrepreneurial short lines and regionals, which meet local needs and drive economic activity at the local level,” Railway Age Editor-in-Chief William C. Vantuono says. “They are critically important first-mile/last mile rail connections and partners of the Class I railroads, which depend upon them to deliver—literally.”

Photos and other relevant material will be gratefully accepted but are not required for entries. If you wish to submit supporting material, please email it to Railway Age Executive Editor Marybeth Luczak, mluczak@sbpub.com.

2025
• Short Line: Rochester & Erie Railway LLC
• Regional: Railroad Development Corporation’s Iowa Interstate Railroad LLC 

Honorable Mentions:
• Short Line: Central Montana Rail Inc.
• Short Line: Genesee & Wyoming’s Columbus & Ohio River Rail Road
• Short Line: Regional Rail LLC’s Great Sandhills Railway
• Short Line: R.J. Corman Railroad Company West Virginia Line

2024
• Short Line: Mississippi Export Railroad
• Regional: Wheeling & Lake Erie Railway Company

Honorable Mention:
• Short Line: Eastern Idaho Railroad

2023
• Short Line: Napoleon, Defiance & Western
• Regional: ArcelorMittal Infrastructure Canada Railway

Honorable Mention:
• Short Line: Aberdeen, Carolina & Western Railway

2022
• Short Line: Vermont Railway
• Regional: South Kansas and Oklahoma Railroad

2021
• Short Line: RJ Corman Memphis Line
• Regional: Lake State Railway

Honorable Mentions:
• Short Line: Belpre Industrial Parkersburg Railroad
• Short Line: Grenada Railroad

2020
• Short Line: Terminal Railroad Association of St. Louis
• Regional: Reading & Northern Railroad

Honorable Mentions:
• Short Line: Delmarva Central Railroad Company
• Regional: Vermont Rail System

2019
• Short Line: Louisville & Indiana
• Regional: Rapid City, Pierre & Eastern

2018
• Short Line: Lake State Railway
• Regional: Indiana Rail Road

2017
• Short Line: North Shore Railroad
• Regional: Conrail Shared Assets Operations

2016
• Short Line: New Orleans & Gulf Coast
• Regional: Central Maine & Quebec

2015
• Short Line: Palmetto Railways
• Regional: Reading & Northern

2014
• Short Line: Coos Bay Rail Link
• Regional: Arkansas & Missouri

2013
• Short Line: Gardendale Railroad
• Regional: Montana Rail Link

2012
• Short Line: Vermont Railway
• Regional: Indiana Rail Road

2011
• Short Line: Blacklands Railroad
• Regional: Reading & Northern

2010
• Short Line: Greenville & Western Railway Co., LLC
• Regional: Northern Plains Railroad

2009
• Short Line: Pacific Harbor Line
• Regional: Wisconsin & Southern

2008
• Short Line: Twin Cities & Western
• Regional: South Kansas & Oklahoma

2007
• Short Line: R.J. Corman West Virginia Line
• Regional: Florida East Coast

2006
• Short Line: Georgia Midland
• Regional: Buffalo & Pittsburgh

2005
• Short Line: Cedar Rapids and Iowa City
• Regional: Red River Valley & Western

2004
• Short Line: Nittany & Bald Eagle
• Regional: Wheeling & Lake Erie

2003
• Short Line: San Joaquin Valley Railroad
• Regional: Indiana Harbor Belt

2002
• Short Line: Winchester & Western
• Regional: Reading & Northern

2001
• Short Line: South Buffalo Railway
• Regional: Wisconsin & Southern

2000
• Short Line: Arkansas Midland
• Regional: Bessemer & Lake Erie

1999
• Short Line: South Central Florida Express
• Regional: Providence & Worchester

1998
• Short Line: St. Lawrence & Atlantic
• Regional: Texas-Mexican Railway

1997
• Short Line: Livonia, Avon & Lakeville
• Regional: Red River Valley & Western

1996
• Short Line: Philadelphia, Bethlehem & New England
• Regional: Bangor & Aroostook

1995
• Short Line: Cedar Rapids & Iowa City
• Regional: New England Central

The post Railway Age: Nominations Welcome for Small-Road of the Year Awards appeared first on Railway Age.

The oldest surviving steam locomotive designed by Sir Nigel Gresley — the master locomotive builder behind famous engines like the Flying Scotsman — is expected to return to service in 2026.

The Gresley Society has owned Great Northern Railway class N2 1744, an 0-6-2T built in 1921, since the 1960s and has operated it for years at the Keighley & Worth Valley Railway, the Great Central Railway, and most recently, the North Norfolk Railway. The engine is not only the oldest surviving Gresley, but also the only remaining tank engine. 

The locomotive was withdrawn from service in 2018, and an extensive restoration began in 2019. However, as work proceeded, it was realized that it needed more work than previously thought. The pandemic and supply issues related to the war in Ukraine also impacted the restoration’s timeline. Still, in August, the engine successfully passed a steam test, and it is on track to run again in the new year. 

“The Gresley Society was created to preserve a working Gresley locomotive, and we owe it to our founders, and for the benefit and education of today’s generation, to maintain that vision,” said Philip Benham, chairman of the Gresley Society. “The progress on 1744’s overhaul at the North Norfolk Railway is one more step towards the return of Sir Nigel Gresley’s oldest surviving locomotive to traffic in spring 2026, resplendent in its distinctive Great Northern Railway livery.”

For more information, visit gresley.org. 

—Justin Franz 

The post Sir Nigel Gresley’s Oldest Locomotive to Return to Steam appeared first on Railfan & Railroad Magazine.

SEPTA on Dec. 8 announced that, following discussions mediated by Governor Josh Shapiro over the weekend, it has reached a tentative contract agreement with TWU Local 234 for employees the union represents in the City, Suburban and Frontier Divisions.

The tentative agreement, the agency says, allows for service to continue without disruption on all SEPTA modes of travel. The agreement will be finalized pending ratification by union members and approval by the SEPTA Board.

The tentative contract, which is for two years, includes wage increases and a temporary pension enhancement for TWU members who retire during the term of the contract, while maintaining healthcare and other benefits. It also adds a program designed to improve absence management and increases the pay differential for night shifts—two measures that, the agency says, “are expected to help SEPTA ensure it has adequate staffing available as it works to improve service reliability.”

“I want to thank Governor Shapiro and his team for their efforts to bring both sides together after talks broke down late last week,” said SEPTA Board Chair Kenneth E. Lawrence Jr., who was involved in contract discussions over the weekend. “These negotiations are difficult, and I thank everyone involved for their commitment to reaching an agreement while keeping service moving for SEPTA riders.”

“I greatly appreciate the efforts of negotiators on both sides, and we are grateful to Governor Shapiro and his team for their efforts to help us resolve differences and reach a tentative agreement,” said SEPTA General Manager Scott A. Sauer. “The tentative contract agreement is both fair to our hardworking frontline employees, and fiscally responsible to our fare-paying riders and the taxpayers who fund SEPTA.”

The agreement will now go to union members for ratification, and then to the SEPTA Board for a vote.

After a five-year hiatus, Metra’s ONP Christmas train is returning to the rails. Metra and ONP encourage Chicago area residents to show their support on Saturday, Dec. 20, and cheer on the families participating in ONP’s annual holiday train trip for seriously and terminally ill children and their families on Metra’s Union Pacific Northwest Line.

Founded in 2009, ONP and its volunteers have helped spread the spirit of the holidays to children and families affected by illness with a day-long Christmas event featuring a ride to see Santa at the North Pole aboard a special train. Since 2011, the exterior of the train has been decorated with a holiday theme sponsored by the charity. This year’s train exterior features characters from the Nutcracker, and Metra employees have decorated the interiors of each car with lights, tinsel, and holiday themes like Santa’s Workshop, the Grinch, and Candyland.

This year, the specially decorated train will also be used in regular service beginning Dec. 8 on Metra’s three Union Pacific (UP) lines and for Metra’s Holiday Train event on the UP-Northwest Line Dec. 13. With the exception of the ONP and Metra holiday train events, the specially decorated train will operate on the UP-Northwest Line Dec. 8-Dec. 14, the UP-North Line Dec. 15-21, and the UP-West Line Dec. 22-Jan. 2.

More information is available here.

After a five-year hiatus, the Operation North Pole (ONP) Christmas train is returning to the rails! Metra and ONP encourage Chicago area residents to show their support on Saturday, Dec. 20. View the news release: https://t.co/CEFFQtv4wm pic.twitter.com/qSRo9zU8KF

In related news, Metra has opened a new online merchandise store to sell official exclusive Metra-branded products, such as Metra station signs, tote bags, T-shirts, and other items.

“This new store is part of our ongoing efforts to strengthen our connection with riders and the community,” said Metra Executive Director/CEO Jim Derwinski. “If someone on your gift list loves Metra and rail travel, we encourage you to check out our store.”

The store can be reached at merch.metra.com starting Dec. 10. Customers also can call 888-982-2210. Shoppers will find a variety of Metra-branded products, such tote bags, t-shirts and hoodies, and mugs and water bottles. Other items include:

• 30-inch mini replicas of Metra station signs.
• A personalized plate with images of Metra locomotives and railcars.
• Blankets and shower curtains featuring the Metra system map.
• A kid’s backpack with a winter theme.
• A body pillow featuring an image of a long Metra train.
• A clock with the colors and abbreviations of all Metra lines.

OCTA this week released the 2025 update of its Measure M2 Next 10 Delivery Plan, “providing a refreshed and fiscally responsible roadmap for delivering freeway, street, transit, and environmental improvements across Orange County through 2035.”

The plan, approved by the OCTA Board of Directors on Monday, Dec. 8, incorporates the most recent sales tax revenue forecast (now estimated at $13.2 billion through 2041), external funding assumptions, and refined project schedules and costs to ensure OCTA continues meeting the commitments made to voters when the half-cent transportation sales tax measure was approved in 2006.

The 2025 update confirms that the full M2 Program remains deliverable through 2041 and outlines approximately $6.1 billion in transportation investments over the next decade. The plan continues to prioritize early delivery of improvements while maintaining financial sustainability and limiting reliance on future debt.

The Transit Program remains a major area of focus, particularly the sustainability of Metrolink operations. While ridership is growing, performance continues to fall short of forecasts, and rising costs present long-term financial challenges, according to the Authority. OCTA is working closely with Metrolink and partner agencies to develop a financially sustainable service plan that protects Orange County’s rail mobility needs through 2041.

Preparation and testing also continues for the OC Streetcar, scheduled to open in 2026, and the plan, OCTA says, “maintains stable funding for senior mobility programs, community-based transit circulators, and enhancements at the county’s busiest bus stops.”

Railroad track stabilization in south Orange County remains a top priority, OCTA noted, as coastal erosion and storm surges continue to pose risks to the LOSSAN Rail Corridor. OCTA is partnering with state and regional agencies to pursue both short-term protections and a long-term strategy to ensure rail service reliability.

Alto’s Toronto-Quebec City HSR project likely won’t connect to Union Station, according to Alto CEO Martin Imbleau, and as reported by TorontoToday.

According to the report, Imbleau said, “Alto is weighing several options for the location of a future HSR station in Toronto.”

“The objective would be to have a station in the vicinity of Union Station,” Imbleau said Tuesday. “We’re looking at options. It needs to be economical [and it] needs to be reliable.”

Imbleau didn’t definitively rule out Union Station, but reiterated to senators that the “intent” was to find a location nearby “if it’s feasible and we can make it affordable,” according to the TorontoToday report.

Imbleau did not say why Union Station, which connects travelers to national and regional rail systems, including VIA Rail and GO Transit, is not a front-runner to host the HSR station.

In a statement to TorontoToday, Alto spokesperson Crystal Jongeward said the crown corporation is “currently in the development and pre-construction phase” of delivering the HSR corridor and that it is “too early to speculate” on station locations.

During the Senate committee meeting, Imbleau said Alto is “collaborating with Metrolinx on the location of the Toronto HSR station,” according to the report.

In a statement, Metrolinx, which jointly owns Union Station with the City of Toronto, said it is “working closely with Alto about various ways in which HSR can connect meaningfully to the network, including our other transit hubs.”

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New York Gov. Kathy Hochul on Dec. 9 nominated Kathryn Garcia as Executive Director of the Port Authority of New York and New Jersey (PANY/NJ), succeeding Rick Cotton, whose retirement was announced late last month.

Garcia, a lifelong New Yorker who has been Director of State Operations since 2022, will take on her new role in January 2026. She has also served as Commissioner of the NYC Department of Sanitation, Chief Operating Officer at the NYC Department of Environmental Protection, and interim Chair and CEO of the NYC Housing Authority. Additionally, on March 22, 2020, she was named “‘food czar’ for New York’s emergency food program during the COVID-19 emergency response, tasked with ensuring that every New Yorker in need had access to food and securing the city’s food supply,” according to Columbia University’s Center for Buildings, Infrastructure and Public Space, where Garcia has served on the Board of Advisors. She was a candidate for New York City Mayor in 2021.

Garcia received a bachelor’s degree in economics and history from the University of Wisconsin-Madison. 

New York State Division of Homeland Security and Emergency Operations Commissioner Jackie Bray will become the new Director of State Operations.

“I have long believed that my greatest talent is finding talent, and I am fortunate to have two of New York’s most talented public servants as my Director of State Operations,” Gov. Hochul said. “I am incredibly grateful to have had Kathryn Garcia serve in that role for more than four years, during which time she helped us transform New York for the better. From the Gateway Tunnel to Micron, the Interborough Express to our Nuclear Moonshot, Kathryn helped us launch and advance generational infrastructure projects and rebuild our economy following the pandemic with an eye toward the future. I am thankful she will continue serving the people of New York as Executive Director of the Port Authority, where she will help us continue to advance a regional economy that keeps us the global leader in job creation and growth.”

“It has been the honor of a lifetime to serve the first female Governor as her Director of State Operations and Infrastructure,” Kathryn Garcia said. “I’m enormously proud of what we have accomplished over the last four years: launching the largest infrastructure project in modern history with the Gateway Development Commission; reducing traffic and generating critical funding for the MTA through congestion pricing; and advancing the 1-81 Viaduct project to reunite Syracuse’s Southside. I know Jackie Bray will bring expert leadership to the team as she steps into the Director role, and I look forward to continuing to serve Gov. Hochul and New Yorkers as Executive Director of the Port Authority.”

“Gov. Hochul’s nomination of Kathryn Garcia as the next Executive Director of the Port Authority of New York and New Jersey is a superb choice,” commented Rick Cotton, who was appointed to the role in 2017 by then New York Gov. Andrew Cuomo and confirmed by the PANY/NJ Board of Commissioners. “I have worked closely with Kathryn for many years. She has deep knowledge of city and state government combined with extraordinary insight and judgment and a collaborative spirit. I could not imagine a government executive better suited to advance the Port Authority’s standards of world-class infrastructure and get things done.”

Separately, the PANY/NJ in November proposed a $45 billion 2026–2035 Capital Plan, which would provide $2.6 billion to PATH for service increases, including the return of daily operations on all four rapid transit lines; all new uptown tracks; and new fare gates and technology, including CCTV and artificial intelligence, to identify patterns of fare evasion and develop strategies to deter evasion and enforce fare payment.

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