Prototype News

SEPTA on Jan. 12 restored all morning express trips on Regional Rail; evening express trips were restored in late November. The moves come as more Silverliner IVs are being returned to service following Federal Railroad Administration (FRA)-mandated inspections and repairs over the past three months, according to the transit authority, which reported Jan. 9 that repairs have been completed on 180 of the 223 50-year-old railcars, which make up approximately two-thirds of the Regional Rail fleet.

On Oct. 1, 2025, the National Transportation Safety Board (NTSB) released an investigative report and the FRA issued an Emergency Order in response to Silverliner IV train fires. As part of SEPTA’s compliance with the FRA Emergency Order, Silverliner IVs have been rotated from service for inspections, testing, and safety upgrades, which has led to train delays, overcrowding and cancellations; and the transit authority has said operations staff will continue to remove from service all railcars that raise safety concerns.

Designed and built by General Electric, the Silverliner IV is the fourth-generation EMU (electric multiple unit) in the Silverliner family and was delivered in batches between 1973 and 1976. The Silverliner IVs were operated by the Reading Company until Reading’s absorption into Conrail in 1976. SEPTA took over commuter rail operations and the Silverliner IV fleet from Conrail in 1983. Silverliner IVs now represent approximately 223 of the 390 passenger-carrying railcars (which include passenger coaches, cab cars, and self-propelled units) in SEPTA’s Regional Rail operations fleet. “The Silverliner IV fleet has not been refurbished since its original deployment,” according to the NTSB.

FRA Emergency Order No. 34 requires SEPTA to take 15 specific actions including operator and mechanical personnel training, installation of new thermal detectors, daily maintenance quality control inspections, and a point-to-point inspection of every Silverliner IV railcar. In response to the FRA’s Emergency Order and the NTSB’s report, SEPTA said it added the following measures:

• “In-person inspectors are now present on all trains passing through Center City stations to conduct safety checks and respond quickly to any equipment issues.
• “Mid-run inspections have been added to review fault indicator lights and other critical systems while trains are in operation, supplementing existing pre- and post-run inspections.
• “Live video monitoring allows SEPTA’s Control Center supervisors to view train interiors in real time to check indicator lights and system alerts, ensuring quicker response to any potential issues.
• “Expanded maintenance staffing ensures that inspection and repair work can be completed more quickly and around the clock to meet the FRA’s deadlines.
• “Enhanced employee safety briefings and trainings are being conducted to ensure all operators, mechanics, and inspectors understand new reporting and inspection protocols.
• “Improved documentation and data sharing have been implemented so that all inspection results, repairs, and follow-up actions are logged, tracked, and reported directly to FRA for review.
• “Public communication measures are in place to keep riders informed about safety progress, expected service adjustments, and ongoing compliance updates.”

“SEPTA has committed to enhanced inspection and maintenance routines for these aging railcars to ensure safe and reliable service as we work through a multi-year process to purchase a replacement fleet,” SEPTA General Manager Scott A. Sauer said on Jan. 9. “The railcars we have returned to service are performing extremely well, and we expect that to continue moving forward.”

Sauer noted that the return of morning express trips “will optimize all service by enabling us to more efficiently serve high-volume stations, which will reduce crowding and resulting delays and pass-ups on local trains.”

SEPTA is also leasing 10 railcars from MARC in Maryland to alleviate pressure on its Regional Rail service.

• PennDOT: $219.9MM to Support SEPTA Safety Upgrades, Infrastructure Improvements

STM on Jan. 9 reported releasing its 2026 budget (see above), totaling C$1.8 billion and including “further reductions in recurring expenses of [C]$56.5 million, to comply with its financial framework while maintaining service levels.” The 2026-2035 Capital Investment Program, also released (see above), is said to represent “investment needs of [C]$24.1 billion over 10 years, including [C]$15.2 billion for asset maintenance to ensure reliable and safe service while mitigating the aging of infrastructure and equipment.”

STM said it is “forecasting a growth in its operating expenses limited to only 0.7% in 2026, as required by the financial framework established by the ARTM [Autorité régionale de transport métropolitain, the transportation authority that plans, finances and integrates public transport in Greater Montreal in Quebec], whereas the normal growth in expenses would have been 3.2%.”

“The STM will have reached its target of [C]$100 million in recurring spending reductions by 2026, a target it set in 2023 over five years,” STM CEO Marie-Claude Léonard said. “All these efforts are being made with the aim of protecting our current service mileage. Such optimizations over such a short period of time are always demanding for an organization, but we are doing it to continue to offer a reliable, safe and lower-cost service to the entire Montreal community while ensuring sound management of public funds.”

According to STM, this reduction in recurring expenses will be achieved through the implementation of a series of “optimization measures.” These measures, it said, include:

• “Evolution of the business model to adapted transport by transferring the minibus service to external partners.
• “Freeze on external hiring and overtime for teams supporting operations.
• “Adjustment to the frequency of maintenance of certain components of subway cars.
• “Extension of the use of certain subway car parts and purchase of certain equivalent parts at a lower cost.
• “Reduction of IT project consultants and IT equipment.
• “Negotiating a new fuel contract at a more advantageous price.
• “Customer contact center closes after 4:30 p.m. on weekdays, as well as on weekends and holidays.
• “Reduction in the number of service vehicles for STM employees.”

STM reported that these measures will result in a reduction of approximately 300 positions “over the coming months”; employees with existing positions “will be relocated in accordance with current collective agreements and policies.”

“I would like to emphasize the commitment, resilience and professionalism of STM employees in this context of transformation,” Léonard said. “We are aware of the impacts of these decisions and are putting in place the necessary mechanisms to support staff throughout this period.”

Regarding the capital expenditure program for 2026-2035, STM Board Chair Aref Salem reported: “Investments dedicated to asset maintenance have remained below needs for several years, which is putting increasing pressure on infrastructure, particularly in the metro. The asset maintenance deficit is currently estimated at [C]$7 billion and could reach [C]$9 billion by 2030 if the trend continues. This situation results in more frequent interventions in stations and longer phasing of certain projects.”

Some C$2.8 billion of the C$15.2 billion needed over 10 years has received funding confirmation to date, leaving 80% of the needs unfunded while an asset condition assessment indicates that 42% of the assets are “in poor or very poor condition,” according to STM.

The current lack of funding is also leading to “a gradual loss of expertise and internal capacity,” STM noted. “Staff reductions in some project offices began in 2025 and will continue for several months, making the need for stable and predictable funding all the more critical. To address this situation, the STM hopes that the governments of Quebec and Canada will quickly reach an agreement to allow the transfer of funds earmarked for public transit infrastructure to the Strong Communities Building Fund.”

Like other transit agencies, STM said it intends to revise the pace of its transition to the electrification of its bus network. “While the complete electrification of its bus fleet would reduce Quebec’s GHG emissions by only 0.13%, STM believes that acquiring hybrid buses is a proven and efficient solution that will reduce GHG emissions during the transition to all-electric, while offering operational reliability and more stable operating costs,” the agency reported. “These buses, unlike electric buses, do not require any technical modifications to transit centers, freeing up funds for other major projects, such as asset maintenance.”

“We are committed to providing our customers with reliable, safe, and efficient service, and to ensuring that every dollar invested generates maximum impact,” Aref Salem concluded. “It is with this in mind that the STM is strengthening its understanding of the condition of its assets and rigorously prioritizing its investments. However, increased and predictable support from higher levels of government remains essential to ensure the long-term viability of the network.”

At its Jan. 14 meeting, the LACMTA Board will consider certification of the Final Environmental Impact Report (FEIR) for the C Line Extension to Torrance, which would operate as part of the K Line, and selection of the Locally Preferred Alternative (LPA) for the Sepulveda Transit Corridor Project.

According to LACMTA, the 4.5-mile C Line Extension would offer a 19-minute trip from Torrance directly to Los Angeles International Airport (LAX), while connecting Torrance and Redondo Beach to Los Angeles County’s expanding transit network. The project, it said, would also create easy transfers to the C and E lines for riders connecting to Santa Monica, downtown Los Angeles, Norwalk and other locations throughout the county.

LACMTA said it studied three light rail and a high frequency bus alternative for the project. “The Board selected LPA was chosen for its efficient use of the existing LACMTA-owned historic freight rail corridor, which significantly reduces the need for costly private land acquisition and minimizes construction-related disruptions to neighborhoods,” the transit agency reported, “and provides new walking paths in neighborhoods to serve as active green spaces, as well as upgrades to existing freight to enhance safety and reduce freight horn noise from nearby homes.” The project is slated to create roughly 15,000 jobs and to deliver $16.4 billion in regional economic benefits over 20 years.

For the Sepulveda Transit Corridor project, which would connect the San Fernando Valley and West Los Angeles, selecting an LPA would follow the release this past summer of the Draft Environmental Impact Report (EIR), which analyzed five alternatives for a “fast, reliable rail transit option for those traveling through the Sepulveda Pass,” according to LACMTA.

“Based on technical evaluation and community and stakeholder input, LACMTA staff proposed Modified Alternative 5 as the LPA,” the transit agency reported. “Modified Alternative 5 is heavy rail transit underground between the Van Nuys Metrolink Station and E Line Expo/Sepulveda Station modified to connect to the Van Nuys G Line Station and future East San Fernando Valley Light Rail station at the G Line at Van Nuys Boulevard.”

Modified Alternative 5, LACMTA noted, incorporates key elements of Alternative 5, including automated vehicles in a single-bore tunnel, a terminus at the E Line Expo/Sepulveda Station and 2.5-minute frequencies during peak travel times. Additionally, it “leverages the strengths of Alternative 5—high ridership, high frequencies, and shorter station construction sites—while avoiding construction of a ventilation shaft in the Santa Monica Mountains,” the agency said. It also offers the “connectivity benefits of Alternative 6 along Van Nuys Boulevard instead of Sepulveda Boulevard, which reduces the project’s overall length and is anticipated to reduce cost.”

According to LACMTA, the staff recommendation also includes project phasing “to allow for mobility benefits to be realized as funds become available.” Nearly all LACMTA rail projects have been phased, it noted. Specifically, the recommendation includes focusing on an initial operating segment (IOS) between the San Fernando Valley (at the Metro G Line) and Westside (at the Metro D Line). “The modifications to Alternative 5 facilitate direct connections to the transit network, avoiding the need to transfer twice to access the project,” LACMTA said. “Direct connections enhance the time competitiveness of transit and anticipated ridership.”

The preliminary capital cost for Alternative 5 is $24.2 billion (in 2023). This would be updated to reflect Modified Alternative 5, according to LACMTA. Beyond funds provided under Measure M and other local sources, the agency said it anticipates the need for additional funding and financing for the project, including from federal, state, and local sources, as well as private investment through a potential P3 (public-private partnership).

During construction, the project is slated to result in 12,000 to 17,000 jobs per year, increasing economic output in the Los Angeles region by $25.5 billion to $42.9 billion, and generating $7.3 billion to $12.1 billion in additional wages due to construction, according to LACMTA.

Following Board approval of the LPA, LACMTA said it would initiate design refinement efforts consistent with the LPA, which includes evaluating phasing, identifying opportunities for value engineering, evaluating the P3 delivery model, and making refinements to Alternative 5 to allow for connection to the G Line at Van Nuys Boulevard. Following design refinements, the environmental process would continue, including corresponding community outreach and opportunities for public comment.

“In 2016, LA County voters told us, loud and clear, that they want a robust LACMTA system to transform their commutes and improve their quality of life,” LACMTA CEO Stephanie Wiggins said. “By advancing these two projects, LACMTA is making good on this promise. These two projects will transform transportation for people from the South Bay to the San Fernando Valley and beyond, improving access to jobs, education, health care, and all the things that make living in LA great. We look forward to continuing to work with the Board and project stakeholders as we take the next steps on these two transformative projects.” 

“Connecting the San Fernando Valley and West Los Angeles and extending rail in the South Bay means opening doors to better jobs, classrooms, entertainment centers and more; it means cleaner air and less time stuck in traffic,” LACMTA Board Chair and Whittier City Councilmember Fernando Dutra said. “These projects represent an important step in the right direction for Los Angeles County’s public transportation system.” 

• LACMTA Selects FlatironDragados for Two Key Rail Projects
• LACMTA Board Approves a $50MM Construction Management Support Services Contract

NC By Train—North Carolina-supported Amtrak service—has broken its ridership record for the fourth year in a row. 

In 2025, it carried nearly 740,000 riders, a 15% increase since 2023 and the highest ridership in the service’s 35-year history, the North Carolina Department of Transportation reported Jan. 9. 

Officials attributed “train travel’s increasing popularity to more affordable service, increased daily trip options, and special offerings like Carolina Panthers game trains and the Ale Trail by Rail.”

The post Transit Briefs: SEPTA, STM, LACMTA, NC By Train appeared first on Railway Age.

CN announced Jan. 9 that it set a new monthly record for grain movement in December, marking its fourth consecutive record month. CN moved more than 2.82 million metric tons of grain from Western Canada last month, surpassing its previous December record set in 2020 by more than 80,000 metric tons.

CN also set a record for grain moved within a single calendar year in 2025. In Western Canada, CN moved more than 31.3 million metric tons, surpassing the previous record of 30.9 million metric tons set in 2020. Across all of Canada, CN shipped more than 32.7 million metric tons of grain, exceeding the prior all-time record of 32.25 million metric tons established in 2024.

“Canadian farmers produced record grain crops. Through consistent execution and close collaboration across the grain supply chain, CN railroaders supported the movement of these volumes to market. These results contributed to another record month and another consecutive record year in 2025 for grain movement across Canada,” said CN Executive Vice-President and Chief Commercial Officer Janet Drysdale.

Additionally, CN says it continues to execute its winter operations plan across the network as the colder months have begun.

Further Reading:

• CN Releases 2025-26 Winter Plan
• CN, CPKC: Ready for 2025-26 Grain Service

Warrior Met Coal, Inc. recently celebrated the completion of the Blue Creek Mine project located in Tuscaloosa County, Ala.

NS supported the $3 billion corridor with a $200 million investment, “strengthening connections from the mine to the Port of Mobile and beyond.” Warrior Met Coal invested approximately $1 billion to develop the project.

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

NJ Transit President and CEO Kris Kolluri on Jan. 9 was joined by NJ Transit Police Chief Christopher Trucillo and Senator Troy Singleton to unveil the first River LINE vehicle to feature a fully renovated passenger compartment and a recent engine overhaul as part of the agency’s continuing efforts “to enhance the customer experience and improve service reliability.” To mark the milestone, the first vehicle is wrapped in graphics celebrating America’s 250th birthday being observed this year.

As part of the transition from the current contractor, the NJ Transit Board of Directors authorized NJ Transit to enter into a contract with Kinkisharyo International LLC for the maintenance of the River LINE fleet vehicles. NJ Transit will assume oversight of the River LINE service, the maintenance of the right-of-way, and the light rail station maintenance.

After several years of working closely together to assess the conditions of the River LINE, NJ Transit and its contractor Alstom began to transition the light rail system to NJ Transit in early September. The transition, which will be fully complete in the first quarter of this year, “enables NJ Transit to be best positioned to shape and implement the next steps that will strengthen and enhance the future of the service,” according to the agency.

NJ Transit is working with Kinkisharyo to completely rehabilitate the interior passenger areas of the vehicles. Improvements include new LED lighting, replaced seating, new flooring, updated signage and more to significantly enhance the on-board customer experience. In addition, Kinkisharyo is performing a top-to-bottom set of inspections on the light rail vehicles to ensure they remain in a state of good repair. NJ Transit plans to upgrade 14 light rail vehicles as part of this program, as the agency works concurrently to develop a Request for Proposal (RFP) to fully replace the entire River LINE fleet. 

As part of the continuing enhancements, NJ Transit has also installed real-time arrival information on the River LINE platforms to improve customer information. River LINE customers now have access to live departure times at every station and through the NJ Transit mobile app. They can track River LINE vehicles in real time, allowing them to monitor any impacts on service more accurately.

“As we finalize the process of assuming operation of the River LINE, every upgrade we’re making is focused on improving reliability, communications and the customer experience,” said Kolluri. “This work builds on the systemwide modernization already underway across our bus and rail fleets, as we also maintain an equal commitment to investing in the quality of commute for our light rail customers.”

The post NJT: Renovated Vehicle Interiors, Special Anniversary Wrap for River LINE appeared first on Railway Age.

The supplier, in a Jan. 6 announcement, said GMTX will implement Crew Management, “which leverages the power of Azure, advanced analytics, and artificial intelligence” to manage crew deployment, track qualifications and maintain compliance with the Federal Railroad Administration; as well as CrewAnalytics, Crew Projection, and CrewWise, “a generative AI-powered assistant to optimize operations across supply chain management, transportation, and distribution.”

“As Mexico’s largest railway network, GMXT is committed to delivering best-in-class rail services for our customers across industries,” said Jorge Marquez Abreu, Chief Operating Officer at GMXT, which includes Ferromex, Ferrosur, and logistics company IMEX in Mexico, plus Florida East Coast Railway and TexasPacifico in Florida and Texas, respectively. “By adopting CloudMoyo’s suite of crew management solutions, we’re strengthening our focus on the adoption of the latest advancements in cloud and AI—enhancing our agility, scalability, and positioning ourselves at the forefront of practices that drive efficiency and safety.”

“We’re very excited to partner with GMXT in modernizing its rail operations with AI, especially given CloudMoyo’s focus on employing generative AI and agentic AI to address enterprise challenges,” added Manish Kedia, Co-Founder and CEO of CloudMoyo. “Being a part of Mexico’s largest cargo operator’s digital transformation journey is special, particularly as we lead the next phase of transformation with data, advanced analytics, and agentic AI.”

Terminal Railroad Association of St. Louis—Railway Age’s 2020 Short Line of the Year—selected CloudMoyo Crew Management technology in 2020 and CloudMoyo Operational Testing System in 2019.

• BNSF, JBHT, GMXT Launch ‘Quantum de México’
• For G&W’s CG Railway, A New Partner: GMTX
• Single Source of Truth

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AFT No. 1 was one of three locomotives that powered the 1975-76 American Freedom Train, a traveling exhibition during the U.S. Bicentennial carrying more than 500 pieces of Americana—from George Washington’s copy of the Constitution and Benjamin Franklin’s handwritten draft of the Articles of Confederation to the original Louisiana Purchase, Dr. Martin Luther King, Jr.’s robes, Judy Garland’s dress from The Wizard of Oz, and a lunar rover. (Download AFT No. 1 overview below.)

AFT No. 1’s cosmetic restoration, supported in part by a federal Save America’s Treasures grant administered by the Institute of Museum and Library Services, was completed in six months. It included replacing necessary jacketing, repairing wiring for headlights, class lights, and tab lights, and rust abatement work (download restoration details, photographs below). The seal and graphics were painted by artists David and Liné Tutwiler.

The locomotive and a corresponding new exhibit devoted to the historic American Freedom Train journey to 138 cities in all 48 contiguous states are now on permanent display at the museum, following the Jan. 12 unveiling ceremony, which included remarks by Martin O’Malley, former two-term Governor of Maryland, representing the Maryland 250 Commission, and Bruno Maestri, Vice President of Government Affairs and Corporate Communications for Amtrak and a B&O Railroad Museum Board Member, plus participation by the original engineers of the 1975-76 Freedom Train.

Both unveilings launch a yearlong series of programs, exhibitions, and events at the museum centered on the AFT No. 1 and America 250, culminating in the celebration of the 200th anniversary of American railroading in 2027.

“The American Freedom Train and the locomotive that pulled it, the AFT No. 1, were a touring museum carrying artifacts representing the best of our country,” said Kris Hoellen, Executive Director of the B&O Railroad Museum. “Today, we are honoring this great nation and the mode of transportation that made the Freedom Train possible—the railroad, which is celebrating 200 years in 2027. The AFT No. 1 serves as a bridge connecting these two important anniversaries.”

“Maryland is proud to be the home of this national treasure,” Martin O’Malley commented. “By preserving the AFT No. 1, we are preserving the memories of millions of Americans and reinforcing the unity of our state and country.”

The B&O Railroad Museum is a historic site located on the original grounds of the B&O, the first steam-operated railroad in the United States to be chartered as a common carrier of freight and passengers. Its campus extends 40 acres into southwest/west Baltimore, Md., and features the first mile of commercial track ever laid in the country; five historic buildings, including the 1851 Mt. Clare Station (designated a National Underground Railroad Network to Freedom Site); and the 1884 B&O Roundhouse. CSX, the B&O’s successor, in 1987 officially transferred all land and property for the museum to a non-profit that became the B&O Railroad Museum.

CSX President and CEO Steve Angel and Benjamin H. Griswold IV are co-chairs of the museum’s $38 million capital campaign for restoration work ahead of railroading’s bicentennial.

The campaign will cover work to restore the museum’s South Car Works building, which is said to be the oldest, continuously operating railroad repair facility in the United States if not the world (1869-1990). The 33,000-square-foot building’s transformation will include an Innovation Hall to exhibit the present and future of American railroading technology, as well as educational and historical archive space. Additionally, the building will serve as the new entrance to the museum. The museum said this will allow it to “reimagine its campus flow to face Southwest Baltimore to spark community economic development and to create the CSX Bicentennial Garden.”

CSX is donating $5 million to build the garden, which will include an amphitheater and multi-use space that can host local organizations and hold community gatherings. “This installation will serve as a vibrant event space and provide a fresh, new location to welcome visitors to the museum,” the railroad reported in 2023, when it became the first corporate patron to pledge support for the campaign, along with the state of Maryland, which included a $1 million grant in its Fiscal Year 2024 capital budget. 

A groundbreaking ceremony for the museum project was held in May 2025. The museum is said to have raised $28 million so far for the project, which is slated for completion in October 2026.

Separately, CSX in May 2023 showcased its first heritage locomotive design in honor of the B&O.

The post B&O Railroad Museum Unveils Restored AFT No. 1 appeared first on Railway Age.

Eldridge, Iowa-based Resourceful Rail on Jan. 8 reported acquiring the 2.23-mile West Erie Short Line, Inc., from NIWX Corporation and restoring service. WESL—located on the west side of Erie, Pa., where it interchanges with Norfolk Southern (NS)—joins Resourceful Rail’s 3.2-mile Davenport Industrial Railroad (DIR), which interchanges with Canadian Pacific Kansas City (CPKC).

In addition to hauling cement, plastics, steel products, and machinery, WESL offers transloading and railcar storage services to customers in Erie County and the surrounding region.

“Founded in 1995, WESL was formed by Erie Press Systems to preserve rail service on former Bessemer and Lake Erie trackage,” Resourceful Rail said. “Acquired by NIWX in 2022, WESL had laid dormant for over a decade, and Resourceful Rail crews have been working diligently the past few months to return the line to service.”

WESL has also leased additional track from NS to support future growth, according to Resourceful Rail.

“We’re excited to expand into Northwest Pennsylvania,” said Steve Berish, President of Resourceful Rail, which also provides contract switching, transloading and rail consulting services. “WESL is fantastic opportunity for our team to expand our footprint, and combined with our Class I partner, Norfolk Southern, we looking forward to supporting the region’s economic growth.”

The post Resourceful Rail Adds WESL to Short Line Portfolio appeared first on Railway Age.

The Railway Association of Canada (RAC) on Jan. 8 released Rail Trends 2025—a rolling, 10-year review of financial and statistical results for the industry.

Highlights of Rail Trends 2025 include:

• “Canadian railways invested C$4.5 billion to improve the safety, efficiency, capacity, and fluidity of Canadian supply chains..
• “The safety performance of Canada’s railways was exceptional. The sector achieved its lowest freight accident rate on record, the passenger rail accident rate improved by 12.4%, and railways moved more than half a million carloads containing dangerous goods safely.
• “The rail sector directly employed 38,000 people across the country—the highest level since 2001. These jobs, of which the majority are unionized, provide average compensation of C$110,000, which is approximately 50% higher than the average full-time Canadian salary.
• “Passenger railways regained ridership—the number of rail commuters increased by 22.7% and intercity passengers increased by 8.6%, reducing congestion on public roads.
• “Taxes paid exceeded C$2.7 billion.”

The 33rd edition of Rail Trends (download below) is a compendium of Canadian rail data up to Dec. 31, 2024. Data is reported by RAC member companies, including Class I and short line freight railways, as well as tourist, intercity, and commuter passenger railways. Data for 2025 will be covered in next year’s report.

“The data shown in Rail Trends 2025 demonstrate that Canada’s railways are delivering measurable progress for the economy, supply chains, and the communities they serve,” said RAC President and CEO Eric Harvey. “Strong safety performance, sustained capital investment, and a growing, well-compensated workforce reflect an industry that is performing at a high level while planning for the long term. At the same time, growing passenger ridership and efficient freight operations highlight rail’s role in reducing congestion, supporting trade, and advancing sustainability. Rail Trends provides clear, data-driven evidence of the sector’s essential role in keeping Canada competitive and connected.”

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North America’s four Class I railroads not named Union Pacific and Norfolk Southern took aim at the proposed UP-NS merger in January, a combination that, if approved, would create the largest railroad in U.S. history and the first single transcontinental. UP and NS submitted their historic merger application in December, and since then, their rivals have been taking potshots at the proposal. Most notably, all four railroads have filed comments with the U.S Surface Transportation Board — the independent regulator that will approve or deny the merger — claiming they believe the application is incomplete. 

Canadian National, through its American subsidiary Grand Trunk Western, perhaps summed up the opposition best when it wrote: “(The) Applicants seek approval from the Board for a proposed transaction they assert is an ‘unprecedented opportunity for our country’ because it will purportedly ‘create America’s first transcontinental railroad’ and ‘transform the nation’s supply chain.’ Applicants are correct that their Application is unprecedented in at least one respect: They seek the Board’s approval to undertake the first major transaction under the Board’s new rules, which require Applicants to show that the proposed transaction would not only preserve, but also enhance competition. Yet they fail to provide the Board, or interested parties, the information that is required.”

Among the rival railroads’ complaints is that while UP-NS has said their merger would remove 2 million trucks from America’s highways, it doesn’t provide proof of that claim. It also provides little evidence of how it would enhance competition, a requirement of the STB’s “new” merger rules established in 2001 (but exempted any merger with the smallest Class I railroad, Kansas City Southern, which was acquired by Canadian Pacific in 2023). 

For their part, UP has said the other Class I railroads are simply trying to delay the merger because it will force them to work harder against the competition. 

—Justin Franz 

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