Prototype News

Since 2022, BNSF Sustainability Awards have been presented annually “to companies that stand out as industry leaders in sustainable freight,” according to the Class I railroad.

And the 2025 winners are:

1. ADM
2. ABF Freight®, an ArcBest® company
3. AG Processing Inc
4.  Albina Asphalt
5. American Alloy Steel
6. Amrize
7. Big River Steel
8. C.H. Robinson
9. CF Industries
10. COSCO SHIPPING Lines
11. Darling Ingredients
12. Eco Material Technologies
13. Eco-Energy
14. Estes Express Lines
15. Harvestone
16. Helm U.S. Corporation
17. Hybar LLC
18. INEOS US CHEMICALS CO
19. James Hardie Building Products Inc.
20. Kimberly-Clark
21. Kiva United Energy
22. Occidental Chemical Corporation
23. OOCL (USA) INC
24. Phillips 66
25. POET
26. Ravago
27. Rust-Oleum
28. The Greenbrier Companies
29. Tractor Supply Company
30. United Sugar Producers and Refiners
31. Veolia North America
32. Yang Ming Marine Transport Corp.

“This year, we congratulate 32 winners that prioritize sustainable solutions to support innovation and growth,” said BNSF Vice President of Environment & Sustainability John Lovenburg. “We appreciate the powerful commitment of these innovative businesses that have chosen to partner with us and utilize the lowest carbon mode of surface transportation that provide long-term environmental, social and economic benefits.”

The post 32 Companies Earn BNSF Sustainability Awards appeared first on Railway Age.

NFI Group and GILLIG on Oct. 22 reported forming a 50/50 joint venture, GR Seating, LLC, to acquire the assets of Michigan-based American Seating Inc., a producer of seats for rail and bus applications.

The joint acquisition by the two heavy-duty transit bus manufacturers is said to secure “a critical component of the transit industry’s supply chain and positions American Seating for operational performance recovery and long-term stability to the benefit of all customers.”

GR Seating, LLC, will assume ownership of American Seating’s key assets including its equipment, inventory, brand, and intellectual property, according to Manitoba, Canada-based NFI Group and California-based GILLIG. Operations, they said, will continue at the existing facilities in Grand Rapids, under the American Seating name, and the partnership with The United Automobile, Aerospace and Agricultural Implement Workers of America, and UAW Local No. 135 will be maintained. The company will also support buses in the field through its aftermarket business and will maintain customer and supplier relationships.

NFI Group and GILLIG reported that they both will have representation on GR Seating, LLC’s Board of Directors, which “will provide governance and oversight to an independent third-party management team.” Neither NFI Group nor GILLIG will be involved in day-to-day operations.

“The joint venture will be working closely with the previous ownership team, including former Chairman, Ed Clark, and former President and CEO, Tom Bush, to ensure a smooth transition while also driving forward a strategy to increase throughput and improve delivery timelines to customers,” NFI Group and GILLIG said. “The joint venture has committed to making dedicated investments in equipment and facilities to enable employees’ success and support the management team’s recovery plan.”

“Today’s [Oct. 22] acquisition displays NFI’s commitment to strengthening the industry’s supply chain and delivering for our customers,” said Paul Soubry, President and CEO of NFI Group, which offers a wide range of propulsion agnostic bus and coach platforms, including electric models. “American Seating has been a long-time supplier to the North American heavy-duty transit industry, recognized for the quality of its products and the breadth of its offering. While American Seating has faced recent challenges, we are confident that through this joint venture we will stabilize and enhance performance, ensuring more consistent supply for their customers and the millions of riders who use their seats every day.”

“This strategic acquisition shores up a critical piece of the industry’s supply chain while reinforcing GILLIG’s commitment to our customers’ success,” noted Derek Maunus, President and CEO of GILLIG, which offers a portfolio of low and zero-emission propulsion options. “In this partnership with NFI, we aim to put the health and stability of the transit industry above all else. We are committed to the success of American heavy-duty transit, and this investment is another way we will continue to drive America forward.”

The post GR Seating Acquiring American Seating Assets appeared first on Railway Age.

The American Short Line and Regional Railroad Association (ASLRRA) is accepting nominations for its annual Safety Person of the Year and Safety Professional of the Year awards. The deadline has been extended to Oct. 31.

The awards will shine a spotlight on employees of ASLRRA Class II or Class III member railroads for their contributions and achievements. Winners will be recognized at the ASLRRA Annual Conference, to be held April 12-14, 2026, in Minneapolis, Minn., and receive complimentary registration, travel, and lodging for themselves and a guest, according to the association.

The Safety Person of the Year Award recognizes an employee “who works with management on effective safety programs, exhibits a high degree of safety awareness and contributes off-duty time to activities promoting safety awareness in the community.” The ASLRRA reports that a safety person candidate would be any railroad employee at any level—except those considered to be professional safety management employees—whose actions consistently show a dedication to safe performance on the railroad. In other words, it notes, a safety person is someone who has multiple jobs or responsibilities, with safety being part of what they do; this could include a DSLE or general manager. Find the Safety Person of the Year nomination form here: https://form.jotform.com/242555315516152

The Safety Professional of the Year is open to any professional safety management employee who is responsible for safety programs, training, and the overall management of safe behavior and actions on their railroad(s). A safety professional “is a safety management employee whose job is safety on a full-time basis,” according to the association, which notes that a manager of training, safety manager, director of safety, manager of safety and training, head of safety and training, director of safety and compliance, etc. would be considered a safety professional. Find the Safety Professional of the Year nomination form here: https://aslrra.jotform.com/form/242554424523150

“Operating safely, being your brother’s keeper, is a cornerstone of the short line railroad ethos,” ASLRRA President Chuck Baker said earlier this year when the association announced its 2025 selections. “Making sure everyone gets home safely every night takes a concerted effort by railroad professionals to build a work culture that puts safe practices at the forefront of operations. Safety Person of the Year Matt Lane and Safety Professional of the Year Herman Crosson have consistently demonstrated this commitment. They are collaborative leaders who work with their teams to improve safety, emphasizing feedback, transparency and trust.”

In related news, ASLRRA earlier this year presented members with Jake safety awards.

The post Call for Nominations: ASLRRA’s Safety Person, Safety Professional of the Year Awards appeared first on Railway Age.

I began in Buffalo, NY, at Ebenezer Railcar, a freight car manufacturer housed in a building once part of the Pennsylvania Railroad. Walking through their roundhouse, I was struck by the craftsmanship and pride that permeated every corner. It was the perfect place to start due to the deep historic root within the American rail story.

From there, I headed east to Hornell, NY, where Alstom is building the Next-Gen Acela trains. I saw everything from bare shells to nearly finished cars, just weeks before their launch. Stepping into the locomotive cab, I was amazed by its simplicity. It was intuitive, efficient and a testament to how far rail technology has come.

Later that day, I visited Knorr-Bremse Signaling in Rochester, part of New York Air Brake. This facility was a revelation with its labs, testing stations and rows of servers. It is a nerve center for rail signaling, routing systems across the U.S. and globally. It was a side of the industry I hadn’t seen up close before, and it underscored how interconnected and technical our member’s work truly is.

In Menands, NY, I toured NSH USA Corporation with our Board Chairman Greg Dalpe. They manufacture machinery that builds wheel sets, which are some of the most critical components in rail. Their precision and safety culture stood out, especially their milestone of 1,000 days without a reportable OSHA incident! That’s a reflection of the values that run deep in our industry: safety first, always.

I wrapped up my New York visits at TransPar in Fort Edward, NY, a family-owned manufacturer and remanufacturer of turbochargers. Their pride in their work was palpable. Whether building new units or reconditioning old ones, they knew RSI and appreciated our outreach. It was a reminder of how RSI is the backbone of the rail supply industry, no matter the size of the member company.

In August, I visited TTX Company in Charlotte, NC. At their yard near the airport, I witnessed a wheel change-out for the first time. Besides this memorable experience, the site was a true multimodal hub that demonstrated the connectedness of rail to transportation in general. Later, I met with their leadership to learn about the challenges they face and how RSI can support them.

In September, I attended the grand opening of Hitachi Rail’s new facility in Hagerstown, MD. They’re building metro cars for Washington DC, Baltimore, and Philadelphia, using robotics and AI to inspect and refine production. Their Boston Dynamics robotic dogs roam the shop floor at night, scanning for defects and comparing builds to CAD models. It’s futuristic, efficient, and a clear sign of how technologically advanced our industry has become.

Earlier this October, I was in Alexandria, LA, for UTLX-Procor’s tank car seminar. Their facility was like something out of Raiders of the Lost Ark — a warehouse stretching over a million square feet, with a walking tour that spanned more than a mile. I learned about tank car design, safety features and the intricacies of leasing and certification. The seminar was eye-opening, and the facility was state-of-the-art despite roots tracing back to the late 1800s.

Across all these visits, one theme stood out: there’s no substitute for being there in person. You can’t fully grasp the scale, precision, or passion of our members from a brochure or a Zoom call. You must walk the floor, meet the teams and see the work in action.

That’s why I’m urging every member to consider hosting RSI and lawmakers at your facility. These visits are opportunities to tell your story on your terms. Lawmakers get to see your impact on the community, understand your challenges and connect your work to the policies they shape.

If you’re planning a visit, here are a few tips:

• Safety first: Provide PPE and let guests know what to wear in advance.
• Make it interactive: Hands-on moments leave lasting impressions.
• Follow up: Send a thank-you note and keep the relationship going.
• Capture the moment: Lawmakers will want photos, and those images help tell your story to the broader community.

RSI has developed a guide to help you plan a successful facility tour. I encourage you to check it out, utilize the sample letter and Tips on Writing to Legislators, and reach out to RSI if you’re interested in hosting. If I’m in your area, I’d love to stop by, meet your team and learn more about your work.

About the Railway Supply Institute (RSI)
The Railway Supply Institute (RSI) is dedicated to advancing safety, innovation, technology, and sustainability within the freight and passenger railway supplier industry, both in North America and global markets. As the voice of the industry, RSI strategically engages in critical and urgent industry matters by leveraging the technical expertise of our members to advocate in the legislative and regulatory arenas, foster education, host impactful events, and facilitate networking opportunities. For more information visit www.rsiweb.org, follow RSI on Twitter and LinkedIn.

The post On the Ground, In the Shop: Why Facility Visits Matter More Than Ever appeared first on Railway Age.

The 2025 Commuter Rail Summit is especially well-timed and placed this year. 

The Commuter Rail Coalition (CRC) annual convention, which gathers agency leaders and policymakers from across the country, is taking place in Washington, D.C. from Nov. 3 to 5. Industry stakeholders will meet for a series of panels and roundtable discussions on Capitol Hill, and many attendees will take advantage of the opportunity to meet with their elected representatives while in Washington. 

There will be plenty to discuss. In early October, Rep. Troy Nehls (R-Tex.) introduced a bipartisan bill that would give passenger railroads 90 days to secure the excess liability insurance coverage that federal law requires, rather than the current and entirely insufficient 30 days, when the federal cap is next scheduled to be inflation-adjusted in 2026. Without the additional time, railroads could be forced to cease operations. 

The CRC supports the bill and is also pushing for the inclusion of a permanent solution to this problem in the upcoming reauthorization of the federal surface transportation programs. We are  advocating for a modification that would provide for the cap to be calculated every four years instead of five, while allowing a full 365 days for implementation. Railroads would acquire coverage in the normal course of business when they complete their annual renewals, sparing them from a second round of time-consuming underwriting

In addition to the liability legislation, many commuter rail agencies—from Chicago to Florida, Philadelphia to San Francisco—are still facing fiscal cliffs that threaten to bring their networks to a halt. The industry is experiencing both unprecedented challenges and opportunities as ridership surges nationwide. Here’s what to expect at the 2025 Commuter Rail Summit:

Michelle Bouchard, Executive Director of Caltrain, was appointed CRC Chair in July. Bouchard, who led Caltrain’s successful $2.4 billion effort to electrify its train fleet, will open the Summit alongside Holly Arnold, Administrator of the Maryland Transit Administration, and Dallas Richards, Ccting CEO of Virginia Railway Express. 

Attendees will then join a session that aims to make sense of what is possible with AI and what to be wary of with the technology. A panel that includes Taylor Sullivan, head of product at Workera AI, will discuss the behavioral science behind AI adoption. Chad Scholes (Metro-North), Praveer Misra (NJ Transit) and Jeremey Feigelson (New York MTA) will chart their paths to decision making around implementation, and real-world applications already in use at commuter railroads. 

Railroad leaders know that measuring the value of commuter rail to the communities it serves provides for powerful messaging and allows agencies to foster important allies. Lizzie (Doherty) Baker, Acting VP of Passenger Experience, Marketing and Revenue at Keolis Commuter Services, will join leaders from Caltrain, Metrolink and Trinity Metro to explore how agencies are telling their stories through data and turning supportive riders into public champions.

The following day, Rep. Dina Titus (D-Nev.) will address the assembled rail leaders during breakfast. Titus is the ranking member of the House Transportation and Infrastructure Subcommittee on Railroads, Pipelines, and Hazardous Materials and a co-sponsor of the excess liability bill. 

Attendees will move on to a discussion on grade crossing incidents, where a panel that includes Tim Rabel, Director of Litigation at Metra, and Dave Dech, Executive Director of SFRTA, will explore the innovative approaches they have taken to address the factors that continue to jeopardize safety at crossings. John Cline, CRC Director of Government Relations, will then work with industry lobbyists and former Congressional staff to help rail leaders sharpen their messaging as they head to meetings on Capitol Hill.

The Summit will also feature sessions on navigating the career ladder to the C-suite, and using creative methods beyond TOD (transit-oriented development) to generate resources for railroads. Post-Summit workshops will prepare attendees for more effective Capitol Hill meetings, and negotiating contract price adjustment mechanisms in an era of higher inflation and tariffs.

Each year, the CRC honors individuals who have impacted the industry through their innovative thinking and inspirational leadership at its Champion of Commuter Rail awards. 

The 2025 Champion of Commuter Rail awardee is Thomas Prendergast, CEO of the Gateway Development Commission. Over a multi-decade career, Prendergast has helmed Long Island Rail Road, New York City Transit, Vancouver’s TransLink, and the whole of the New York Metropolitan Transportation Authority. His stints in the private sector included roles at AECOM and STV.

Kay O’Neil, Chief of Network Strategy and Partnering at Keolis Commuter Service, is the winner of the 2025 Doty Award, named for Robert Doty, who empowered a generation of rail leaders by building teams that were diverse by intention and nurtured individual strengths. O’Neil has played a pivotal role in advancing public transportation systems, particularly within Boston’s commuter rail network, and her deep expertise in transportation systems analysis and strategic planning contributed to transformative change. In Boston, O’Neil is known as “The Godmother.”

The CRC is presenting the first Legislative Champion Award to Senator Todd Young (R-Ind.), who was elected to the U.S. Senate in 2016 and currently serves on the Commerce, Science & Transportation Committee. One of Senator Young’s priorities in Congress is modernizing and investing in infrastructure, and he proved his support by preserving the Capitol Investment Grants program for construction of new and expanded public transit projects like commuter rail. The Northern Indiana Commuter Transit District owes its significant expansion to the support of Sen.Young.

The 2025 Commuter Rail Summit kicks off in Washington, D.C. on Nov. 3.

The post Commuter Rail Industry, Facing Unprecedented Challenges and Opportunities, Set to Convene in DC appeared first on Railway Age.

At its fall online conference on Friday, Nov. 14, the Rail Users’ Network (RUN) will observe 25 years of advocating for an improved Amtrak, more rail transi, and better connections between the two. The event’s theme will be: An Update: Keeping You Informed in the World of Passenger Rail and Rail Transit. The session will take place from 12:45 until 5:00, Eastern Time, and will feature a panel on the anticipated effects of the proposed Union Pacific-Norfolk Southern merger on Amtrak and regional rail trains that run on NS and UP as well as a presentation from Amtrak about procurement of much-needed equipment. There will also be several presentations about new starts that are already running or expected soon.

According to RUN, “The conference is designed not only for passenger rail/rail transit advocates, but also for civic and business leaders, environmentalists, planners, real estate developers and members of the general public who are interested in knowing more about passenger rail and rail transit in America.” Railroad and rail transit managers are also encouraged to attend RUN conferences, and participation by managers has been increasing lately. In short, RUN encourages anyone interested in rail to attend.

RUN founder and Chair Richard Rudolph will kick off the conference with some highlights of the organization’s 25-year history, its accomplishments, and what needs to be done to assist advocate efforts to restore or expand new passenger rail and rail transit projects. He told Railway Age: “During the past 25 years, RUN has been working as a national nonprofit organization to encourage development of customer-friendly and reliable passenger rail and rail transit services. This year’s fall conference will highlight new rail and rail transit starts that will promote greater mobility and improve the economic vitality of regions across the nation. While much has happened over the past two decades, we continue to highlight the benefits of rail travel, which reduces highway congestion, lowers carbon emissions and provides a safer, cost-effective and efficient mode of transportation, compared to traveling by car. We also continue to seek out the views of youth, workers, environmental advocates, the elderly and those with disabilities to make passenger travel more accessible, and environmentally friendly.” RUN advocates for trains and rail transit in Canada, as well.

The upcoming conference includes a panel that will present three different views concerning the effects that UP+NS merger could have on Amtrak trains and regional railroads operated by transit agencies. Railroad economist and Railway Age Contributing Editor Jim Blaze will discuss economic issues concerning the merger. Steve Roberts, President of the Rail Passengers’ Association of California and Nevada (RailPAC), will present an advocate’s view from the territory heavily served by UP. Ron Kamilkow, Trustee of Rail Workers United and a retired Amtrak engineer, will present rail labor’s unofficial perspective. (Rail Workers United is not a union, like SMART-TD, BLET, BMWE, BRS, etc.) RUN Vice Chair Andrew Albert, who is also Chair of the Transit Riders’ Council and a rider-representative to the New York Metropolitan Transportation Authority (MTA) Board, will moderate the discussion.

In the Passenger Rail Outlook commentary in the January issue of Railway Age, posted on this website in January, I expressed concern about the future of Amtrak’s long-distance network because much of the equipment is nearly 50 years old, and some trains are running with short consists. The recent elimination of the Horizon cars from the late 1980s has exacerbated the car shortage at Amtrak, which needs new equipment as soon as it can be manufactured, delivered and placed into service. Michelle Tortolani, Vice President for Project Delivery Fleet & Facilities at Amtrak, will talk about new equipment and the procurement process for ordering it.

The conference will also feature five presentations about new starts. Project Manager Luis Mota will describe light rail expansion at Phoenix’s Valley Metro Rail, particularly the new South Central Extension, now in service. Because of the new 5.5-mile extension, light rail in the Arizona capital has become a two-line system, rather than a single long line.

From Colorado, Chris Nevitt, Board Chair for the Front Range Passenger Rail District, will talk about the effort to begin running trains between Denver and Fort Collins by 2029. There are also similar efforts to extend service south of Denver to Colorado Springs and Pueblo, and north of Fort Collins to Cheyenne, if Wyoming gets on board.

The Skyline elevated rail line in Honolulu has been controversial and was delayed for years, but a new segment to the airport is coming soon. Lori Kahikina, Executive Director and CEO for the Honolulu Authority for Rapid Transportation (HART), will talk about the opening of the Phase 2 extension to the airport and a third phase, which is slated to reach downtown Honolulu in 2031.

Efforts to bring new train service to eastern North Carolina between Raleigh and Wilmington continue. Steve Ungar, Co-Chair of Eastern Carolina Rail and Vice Chair of a new organization, North Carolinians for Passenger Rail, will talk about current efforts to get trains running between those cities.

New York City has only one subway line (the little-known G Train) that does not touch Manhattan, running only in Brooklyn and Queens. There is a proposal for a new mode for those two boroughs: a light rail line on a different route, known as the Interborough Express (IBX). Jordan Smith of MTA Construction & Development will talk about the project and where it stands today.

I will deliver the summary at the end of the conference.

The conference will take place on Zoom. For RUN members, there is no charge to attend the online event, but registration is required. The fee is $25.00 for non-members, the same as the introductory rate for a new member’s first-year dues. So, non-members who register will be enrolled as RUN members and receive membership benefits, including the RUN Newsletter and attending next year’s conferences, through the end of 2026 at no extra cost. To register, go to the RUN website and select the “Fall 2025 Annual Conference” link. There is a “Register Now” button. Alternatively, non-members can send a check for $25.00 to Rail Users’ Network, P.O. Box 354, Northampton, MA 01060. Mail registrations must be received by Nov. 8.

The post RUN 2025 Fall Conference Preview appeared first on Railway Age.

The Willamette Shore Trolley became Oregon’s first solar-powered railroad this fall and only the second in the world. With help from the City of Lake Oswego, the Portland-area tourist railroad installed a 29.2 kW solar array on the roof of its carbarn, which now fully charges its battery-powered trolley. The first solar-powered railroad is located in Australia. 

“The solar panels became operational in late July and, so far, have generated 8.66 MWh of lifetime energy, equivalent to CO2 emissions from 5.6 barrels of oil or 6,175 miles driven by an average gas-powered passenger vehicle,” the railroad announced. 

The Willamette Shore Trolley is owned by the City of Lake Oswego and operated by the Oregon Electric Railway Historical Society. The trolley runs on about 5 miles of former Southern Pacific tracks along the Willamette River between Portland and Lake Oswego. It typically operates from Memorial Day to Labor Day.

—Justin Franz 

The post Willamette Shore Trolley Goes Solar-Powered appeared first on Railfan & Railroad Magazine.

The American Chemistry Council (ACC) on Oct. 16 sent a letter to POTUS 47 signed by 40 chief executives of member companies, all of which are railroad customers, expressing “strong concerns regarding the proposed merger between the Union Pacific (UP) and Norfolk Southern (NS) railroads.”

ACC’s letter (download below) is one of those communications my predecessor, Luther S. Miller, would refer to as “making the obvious less obscure.” Two excerpts:

“Today, the U.S. freight rail system is less competitive than ever. Just four railroads control more than 90% of U.S. rail traffic and most U.S. chemical production facilities are served by only one major railroad. Past mergers have led to severe service disruptions, rising rates, weakened supply chains and a less competitive U.S. industrial base. We have no doubt that combining UP and NS into the nation’s largest railroad will make these problems worse, leaving domestic manufacturers, farmers, and energy producers with fewer choices, higher costs, and less reliable service. And, if approved, this deal will likely spur additional mergers culminating in a nationwide railroad duopoly.”

“The STB has the exclusive authority to review rail mergers and will determine whether the UP/NS proposal is “consistent with the public interest.” The Board must be allowed to do its job and hold firm to a broad view of its mandate and set a high bar for merger approvals. The STB should reject any deal that fails to clearly demonstrate how it would effectively improve service, increase safety, and enhance rail-to-rail competition.”

Most of ACC’s letter does little more than rehash things many of us already know. Yes, Virginia, “the Pope is a Catholic,” as Luther Miller liked to point out.

Whether the merger, if approved—it’s not a “done deal,” as some will lead you to believe—will result in all the negative impacts ACC claims, remains to be seen.

“If there is a communication more dreadful than one written by artificial intelligence, it is one written by committee and distilled down to contain no more backbone than possessed by a banana,” comments Railway Age Capitol Hill Contributing Editor Frank N. Wilner. “If ACC’s intent was to tell POTUS 47 to keep his ‘Royal Hands’ off independent regulatory agency decision-making, the final product is an overly lengthy message in obscurity. Most sorrowfully, ACC—as did Union Pacific CEO Jim Vena, who went hat-in-hand to the POTUS seeking merger support—reveals a regrettable disregard for the statutory decisional independence of the STB and its Senate-confirmed members pledged to follow the letter of the law.”

The post ACC POTUS 47 Letter on UP+NS ‘Lengthy Message in Obscurity’ appeared first on Railway Age.

Pinsly Railroad Company on Oct. 22 reported that Ryan Ratledge, President and CEO, has been appointed to the STB’s RSTAC as the Small Railroad Representative. He will serve a three-year term.

RSTAC provides advice and recommendations on regulatory, policy, and legislative matters to STB Board Members; the Secretary of Transportation; the Senate Committee on Commerce, Science and Transportation; and the House Transportation and Infrastructure Committee. The STB opened nominations for the role in July.

Ratledge brings more than 30 years of freight rail experience to RSTAC. Since joining Pinsly in 2022, he has led the company’s expansion from two to nine short lines through strategic acquisitions that also added warehousing, transload, and trucking capabilities.

“I am honored to represent Pinsly Railroad Company and small railroads across the country on the RSTAC committee,” said Ratledge, who was selected by Railway Age readers as one of ten Most Influential Leaders for 2025. “I look forward to the opportunity to positively impact the industry by contributing to RSTAC’s objectives.”

Pinsly’s network includes the Florida Gulf & Atlantic Railroad (FL), Grenada Railroad (MS), Hondo Railway (TX), Camp Chase Rail (OH), Chesapeake and Indiana Railroad (IN), Vermilion Valley Railroad (IN, IL), Pioneer Valley Railroad (MA), North Florida Industrial Railroad (FL), and its newest short line: Georgiana & Andalusia Railroad (AL).

Anna Lynn Smith, AICP, has returned to HDR to lead the firm’s intercity and high-speed rail practice, which encompasses planning, engineering, architecture, systems, signal engineering, zero-emissions mobility, strategic advisory services, and roadway disciplines. Based in Philadelphia, she will oversee strategy, client engagement, and market position for intercity and high-speed rail across rail and transit markets. Her work will primarily be focused on the United States and Canada.

Smith has more than 30 years of experience working on a variety of projects with state and federal agencies, metropolitan planning organizations, cities, transit agencies, railroads, and other clients across North America. Most recently, she was Vice President of Planning and Strategy at Amtrak, where she directed strategic planning across long-range, five-year, and annual initiatives, guiding service development, infrastructure planning, and sustainability goals.

Previously, Smith served in regional and national roles at HDR.

“With her background and decades of experience, Anna Lynn is the right person to lead HDR’s intercity and high-speed rail practice group,” said HDR Global Transit Director Matt Tucker, who recently joined the Board of Trustees at the Mineta Transportation Institute. “She has a deep understanding of the challenges our clients face and how to plan for the future to deliver successful passenger rail solutions.”

Four new State Coordinators for Colorado, the District of Columbia, Minnesota and West Virginia have joined OLI:

OLI State Coordinators share rail safety education messages across their states. They also manage local volunteers and provide free customized rail safety education presentations to a variety of audiences, including professional drivers, students of all ages, new drivers, first responders, and others.

“We are excited to welcome these new State Coordinators, whose dedication to safety education and community outreach will undoubtedly make a significant impact in their states,” OLI Executive Director Rachel Maleh said. “They join a dedicated network of professionals committed to our mission of stopping track tragedies. Each new coordinator has a strong commitment to safety, which is essential as we continue our efforts to educate the public about the importance of making safe choices around tracks and trains. Their leadership brings unique perspectives and insights that will help ensure the rail safety education message successfully reaches individuals in their states.”

For a full directory of all OLI State Coordinators, click here.

• OLI 2024 Report: ‘Growth, Outreach, and Lifesaving Education’
• See Tracks? Think Train® Week Set for Sept. 15-21

The post People News: Pinsly/STB, HDR, OLI appeared first on Railway Age.

HNTB will explore the potential of commuter rail from State Highway 130 near Austin-Bergstrom International Airport to Interstate 10 in San Antonio, according to KEYE, a CBS affiliate in Austin. The Travis County commissioners approved the study, under a $124,953.50 contract, that will “examine current rail infrastructure and potential service options, focusing on utilizing the right of way along state highways and interstate regions,” the media outlet reported Oct. 21.

The study, it said, is slated for completion by next summer, “with the possibility of further collaboration with other counties and corporations for additional funding if the project progresses.”

“I’m very excited about this one,” said Travis County Judge Andy Brown, according to KEYE. “This is looking at if we can squeeze a passenger rail route in the right of way that does not involve taking a lot of private land. I think that makes the possibility of getting rail between Austin down to Bexar County that much more realistic.”

According to a report by KVUE, an ABC affiliate in Austin, about 4.5 million people reside in the Interstate 35 corridor between Austin and San Antonio, but that population is expected “to grow 6 to 7 million by 2030.” Brown said “he’s talked to Union Pacific [for years] about adding a passenger rail line along I-35 connecting the two cities.” 

“The Texas Department of Transportation (TxDOT) is currently working on a study about adding a passenger line there,” KVUE reported. “But with freight trains already on that line, [Brown] said it may be difficult to make the two of them work on the same line. That’s why county leaders are now looking into this alternate route. It would be around 80-90 miles running from 71, down SH 130 and ending on I-10. Brown said he’s confident this route would be more feasible.”

“That I believe would get us a lot of support at the Capitol, at TxDOT, and other places if we’re not trying to take private land to build this passenger rail line,” Brown said, according to KVUE.

Transit Plan 2035

-Approve CapMetro’s roadmap for the next 5-10 years, and beyond.

-Includes improvements to Bus, Rail & Pickup

-Engagement & outreach took place over 18 months, reaching over 10,000 community members

-The plan will help CapMetro meet its Critical Results to… pic.twitter.com/kQ3r2hWwZm

The CapMetro Board of Directors on Oct. 20 approved Transit Plan 2035, which is described as “a blueprint that will guide how the agency’s system grows, adapts, and serves central Texas over the next decade and beyond.”

Developed through 18 months of analysis and community collaboration, this plan offers a “data-informed, fiscally responsible, and fair roadmap to improve transit access and reliability across the rapidly growing region,” reported CapMetro, Austin’s regional public transportation provider of bus, commuter rail, vanpool, and paratransit services for a population of more than 1.2 million in a 543-square-mile service area. “It uses the available resources to respond to current travel patterns, while preparing us for the future—from new Project Connect services to the expected regional growth.”

More than 10,000 community members participated in the process through surveys, open houses, pop-up events, and digital engagement tools. Feedback from riders, operators, and regional partners also shaped key service decisions, ensuring the final plan “reflects regional priorities and lived experience,” according to CapMetro.

This plan aligns CapMetro service with current and projected travel patterns in the region and plans for the integration of Austin Light Rail, and includes concepts for further regional expansion. It will be implemented through service changes, which happen three times per year, for the next five to ten years, CapMetro said.

Key Highlights of Transit Plan 2035’s Phased Implementation:

• “0–5 years: Targeted bus routes improvements, deliver full implementation on Rapid 800 and 837 to fulfill the Project Connect investment, and rail enhancements, including the new North Burnet/Uptown Station and extended hours of operation.
• “5+ years: Integration with Austin Light Rail, additional bus route improvements, two new Pickup Zones and modifications to five existing zones, and expanded regional connectivity.
• “10+ years: Further integration of Project Connect investments, and strategic partnerships to support a connected regional express network.”

Implementation of the plan is slated to begin in 2026, with near-term improvements rolled out in phases. Because CapMetro updates its Transit Plan every five years, the long-term recommendations (five-plus years and beyond) will be reviewed and refined around 2030, CapMetro said. 

“The approval of Transit Plan 2035 is a major step forward for CapMetro and a significant milestone for our community,” said Sharmila Mukherjee, EVP, Chief Strategic Planning and Development Officer at CapMetro. “It’s more than just a plan; it’s a roadmap for making public transportation a bigger part of everyday life for our community.” 

“Transit Plan 2035 is truly a community-built plan as nearly 40% of it changed based on the thoughtful feedback from Central Texans during the second round of engagement alone,” said Dottie Watkins, CapMetro President and CEO. “Our regional community is the reason we exist, and through Transit Plan 2035, we are committed to using the resources we have to expand a service that’s more connected, consistent, and efficient for everyone.”

The post Transit Briefs: Austin-San Antonio Commuter Rail, CapMetro appeared first on Railway Age.

NS recently announced that its Bellevue Yard in Ohio achieved a major milestone of processing nearly 2,600 railcars in a single day, including more than 1,100 in one shift, and all without a single safety incident.

“None of this matters if you don’t do it safely,” said Assistant Superintendent J.R. Elliott.

The goal, NS says, is to fully align capability and resources with volume, maximizing operations to serve its customers faster and more reliably. The strategy requires that leaders and crews collaborate closely to safely fine-tune processes, ensure clear communication, and provide the right support at the right time.

“When you think about a hump operation, it’s like an assembly line,” Elliott explained. “Cars arrive; you feed the hump, and the hump feeds the bowl. Then you pull back to react and respond safely so you can keep producing high over the hill.”

The team, NS says, executed flawlessly because everyone was aligned on the mission. Everyone pulled in the same direction.

“There was so much pride that day,” said Mike McGowan, Manager Terminal Operations. “The expectation was clear from the start, and the team delivered safely and efficiently.”

“I’m proud of this team for showing what committed leadership and collaboration can achieve,” Superintendent Rob Sarver added. “Everyone stayed focused, worked together, and never compromised on the core value of safety. That’s how you hit milestones like this.”

Separately, Atlanta’s business, civic, and community leaders recently gathered for Atlanta Police Foundation’s 21st Annual Crime is Toast Awards Breakfast to celebrate the people and partnerships shaping the city’s future of public safety.

At the event, NS announced a $2 million donation to the Foundation’s Safest City Campaign to support the operations of the @Promise Youth Centers, which strives to make Atlanta the safest large city in America.

NS President and CEO Mark George, who also serves as Crime is Toast chairman, delivered opening remarks at the breakfast, highlighting the evolution of public safety in Atlanta and the shared responsibility of building a stronger city.

This investment, NS says, advances prevention, innovation, and training programs that protect the people who keep Atlanta moving, from first responders to families and businesses across the community.

NS’ partnership with the Atlanta Police Foundation reflects a long-term investment in programs, facilities, and initiatives that strengthen safety and community connection across the city. Since 2023, the Class I has contributed a total of $3.8 million to support this shared mission:

• “Training and readiness: Advancing the development of the Public Safety Training Center, where first responders will gain hands-on experience in state-of-the-art facilities.
• “Safety initiatives: Helping build a new fire station and donating a Safety Train for first responder education.
• “Youth engagement: Providing $50,000 annually to support the Foundation’s @Promise programming, which mentors and empowers young Atlantans.”

“The Safest City Campaign is a transformative vision for Atlanta’s future—one that demands bold leadership and deep investment,” said George. “That’s why I’m proud to announce that Norfolk Southern is contributing $2 million to the campaign specifically to support the ongoing operations of the four @Promise centers that serve Atlanta’s youth. This gift builds on our longstanding partnership with the Atlanta Police Foundation and reflects our commitment to helping make Atlanta the safest large city in America.”

UP recently announced via a LinkedIn post that it has earned Gold in Shell Chemicals’ MVP Awards, celebrating the Class I’s “commitment to safety, innovation and impact.”

“Big thanks to Shell Chemicals and a shoutout to our team of MVPs who keep America’s freight safely rolling every day,” UP wrote in the post.

CSX’s REDI Center in Atlanta recently celebrated 20 years of workforce development, the Class I announced via an X post.

Since 2005, the center has trained more than 100,000 employees, customers and partners, “driving safety, reliability and success.”

“Kudos to the REDI team for continuing to shape the future of rail,” said CSX.

The CSX REDI Center in #Atlanta just celebrated 20 years of workforce development! Since 2005, it’s trained 100,000+ employees, customers & partners—driving #safety, reliability & success. Kudos to the REDI team for continuing to shape the future of rail. #ONECSX pic.twitter.com/1gPAkfYW41

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

More than half of the funds, CTC says, will provide 600 local governments and regional transportation agencies with their annual funding to fix roads, bridges, and other transportation needs statewide.

Of the nearly $5 billion, $2.7 million has been allocated to upgrade bridge rails in Marin County; $78 million will go to the City and County of San Francisco to rehabilitate bridges by overlaying deck, replacing joint seals, and repairing bridge rails; and $30 million will go to the Train Control Upgrade Project (TCUP) Phase 0 and 1, which will replace San Francisco Municipal Transportation Agency’s (SFMTA) aging Automatic Train Control System with a modern Communications-Based Train Control (CBTC) system. Phase 0 delivers the systemwide CBTC design of the TCUP project, while Phase 1 develops detailed designs for installation along the T Third corridor.

In Santa Clara County, $6.9 million is being allocated for the construction of 2,600 feet of railroad siding near the Santa Clara-Great American Station, adjacent to Levi’s Stadium and the Great America theme park, between railroad mileposts 40.9 and 41.5, to reduce vehicle miles traveled, greenhouse gas (GHG) emissions and increase ridership through enhanced service reliability and increased train operations, including during entertainment and sporting events at Levi’s Stadium and various stadiums between Oakland and San Jose.

In Solano County, $1.2 million is being allocated to rehabilitate Putah Creek Bridge No. 23-0099 near Winters by upgrading bridge rails and overlaying bridge deck.

Of the total allocation this month, $470 million has come via Senate Bill (SB) 1, the Road Repair and Accountability Act of 2017, and $4.2 billion from the federal Infrastructure Investment and Jobs Act (IIJA). The “larger than normal” expenditure of federal money, CTC says, “relates almost exclusively to the annual allocation provided to local governments and regional transportation agencies.”

California is expected to receive nearly $42 billion in federal infrastructure funding over a span of five years. These investments will upgrade the state’s roads, bridges, rail, public transit, airports, ports and the electric vehicle charging network.

The post Calif. Invests Nearly $5B in Local Transportation Projects appeared first on Railway Age.

Total U.S. weekly rail traffic came in at 497,854 carloads and intermodal units for Week 42 (ending Oct. 18, 2025), down 2.6% from the same week in 2024, according to the AAR. Total carloads were 224,244, up 0.3%, while intermodal volume was 273,610 containers and trailers, down 4.8% from 2024.

Results were similar for Week 41 (ending Oct. 11, 2025): U.S. Class I railroads carried 498,462 carloads and intermodal units, down 1.3% from the same point last year. That comprised 224,562 carloads, up 1.2% from 2024, and 273,900 containers and trailers, down 3.3% from 2024.

For the week ending Oct. 18, 2025, five of the 10 carload commodity groups posted an increase compared with the same week last year. They included nonmetallic minerals, up 3,253 carloads, to 33,517; metallic ores and metals, up 1,461 carloads, to 20,355; and chemicals, up 970 carloads, to 32,046. Commodity groups that posted declines included grain, down 2,364 carloads, to 21,011; miscellaneous carloads, down 1,521 carloads, to 8,413; and coal, down 1,057 carloads, to 57,604.

For the first 42 weeks of 2025, U.S. railroads reported cumulative volume of 9,326,053 carloads, rising 2.0% from the prior-year period; and 11,399,777 intermodal units, increasing 3.2% from last year. Total combined U.S. traffic for the first 42 weeks of this year came in at 20,725,830 carloads and intermodal units, a gain of 2.7% over 2024.

In comparison, for the first 41 weeks of 2025, U.S. railroads reported cumulative volume of 9,101,809 carloads, up 2.1% from the prior-year period; and 11,126,167 intermodal units, up 3.4% from last year. Total combined U.S. traffic for the first 41 weeks of 2025 was 20,227,976 carloads and intermodal units, up 2.8% from last year.

North American rail volume for the week ending Oct. 18, 2025, on nine reporting U.S., Canadian, and Mexican railroads totaled 330,151 carloads, flat with the same week last year, and 358,632 intermodal units, down 1.9% from last year. Total combined weekly rail traffic in North America was 688,783 carloads and intermodal units, a 1.0% drop-off. North American rail volume for the first 42 weeks of this year was 28,533,333 carloads and intermodal units, up 2.2% from 2024.

Canadian railroads reported 92,310 carloads for the week ending Oct. 18, 2025, dipping 2.9%, and 70,928 intermodal units, rising 5.2% from the same week last year. For the first 42 weeks of this year, they reported cumulative rail traffic volume of 6,802,397 carloads, containers, and trailers, up 1.9%.

For the week ending Oct. 18, 2025, Mexican railroads reported 13,597 carloads, increasing 19.2% compared with the same week last year, and 14,094 intermodal units, jumping up 33.9%. Their cumulative volume for the first 42 weeks of 2025 was 1,005,106 carloads and intermodal containers and trailers, a 4.4% fall-off from the same point last year.

The post AAR: U.S. Rail Traffic Down for Week 42 appeared first on Railway Age.

In this transcription of a Rail Group On Air Podcast, Norfolk Southern Executive Vice President and Chief Operating Officer John Orr discussed passenger rail. Like all Class I railroads, Norfolk Southern hosts numerous passenger trains including intercity services and regional commuter. We’re talking about Amtrak and Virginia Railway Express, for example. John and the team at Norfolk Southern have been working hard to improve relationships with passenger railroads.

Vantuono
John, welcome to Rail Group on Air. You’ve been a frequent guest here. We’ve talked about a lot of things, but now we’re going to talk about something completely different or, well, related, I guess. Passenger rail. Norfolk Southern, as you know, hosts a significant number of passenger trains, both Amtrak and regional commuter rail like Virginia Railway Express and other services. And from what I understand here, the performance has been improving in the past couple of years. Let’s talk about that.

Orr
Bill, first it’s always great to be with you and no matter the topic, we always have some really interesting conversations and always in the interest of our industry sector and so proud to be here. But let me just say that NS has had a really strong safety trajectory from 2024 to 2025 with continuous technological, cultural and operational enhancements. We’re leading to ongoing improvements in train reliability, schedule iterations, and improved network standards and efficiencies. Customers are more satisfied, our employees are absolutely engaged. We’ve improved safety and service and our financial performance. Amtrak is a great example of how all of those come together in our PSR 2.0 transformation, and they extract value from our overall network capability. And while it’s true, we’ve put a lot of focus on our improvements on their schedule and on time performance, there is truly an example of all ships rising with the tide, with a bit of fine tuning on our prioritization and engagement and teaching people the skills and capabilities required to run a really, really strong network.

Vantuono
As I’ve often said, this is one industry; there’s been too much of this us versus them mentality—well, we’re a freight railroad and you’re lucky to be on our tracks. Well, that doesn’t work. Bearing in mind, of course, that the passenger rail operators have to understand that this isn’t their railroad, it needs to be a partnership, needs to be a collaboration. You’ve said that there’s a direct line between operational improvements and improvements in passenger rail hosting performance. Describe some of those.

Orr
We’ve talked about this, Bill. In PSR 2.0, we really simplify things, simplify schedules. We’ve tightened standards, and as we optimize our locomotive and freight car utilization, we’re using the network in a more holistic view. Amtrak is as important as anybody else using the network. And when you really commit to having that holistic view and ecosystem view of your network, I take the approach that we drive performance across it. At NS, we’ve focused on simplification and reducing interference on freight on our cars, and that’s taken the form of a couple of things. Our mechanical war rooms, for example, really look at how we remove the unreliability of mechanical failures and keep getting to the root cause of things. And so, as we introduce portals and mechanical inspections across the railroad, we’re able then to take it back to our originating terminals and either teach new skills or invest differently in how the equipment gets inspected.

And as a result, we’ve seen about a 30% reduction in recrews, and when you have that amount of fluidity created, it allows a lot more movements within a corridor. That investment for our core business translates well into the stability and reliability of the Amtrak schedules. Now there’s still work to do obviously as we work through that, but that’s a part of it. And then you layer on the next level of thought and our need for speed war rooms that looks at how do we get them the maximum speeds out of our corridors and start to deal with realities of day-to-day operations like train stalls or interference with grade as it slows trains down, and how do we optimize the locomotive utilization through those corridors, increase the speed wherever possible, engineer it out, and then build the schedules around the more realistic train schedules. Amtrak really benefits from that because now we’ve got the freight trains that are moving more fluidly. They’re not stopping where they’re not supposed to, and the train schedules really drive the meets. And our RTCs, our dispatchers, are really responding to that.

Vantuono
A couple of years ago, Amtrak’s former head, Steven Gardner, said, PSR can be better for passenger service because if the freight service is more reliable, more consistent, then that means that we (Amtrak) can keep our schedules more consistently.

Orr
I don’t disagree with that, and I think where we have an integrated safety and service plan in our PSR 2.0, where we develop the environment that people can be successful in, we understand the skills and capabilities they need to be successful and provide the right level of equipment and create the willingness to give that discretionary effort, then that integration really sets us up for best-in-class service, whether it’s a freight car or as a host railroad, for Amtrak’s performance. I’m really proud of what we’ve done as far as our Amtrak performance over the past 16, 17 months.

Vantuono:
How has that improved percentage wise? I know Amtrak keeps a scorecard. Some people will look at that and say, well, it’s not that accurate. But maybe if you could share some numbers with us, how that performance has improved in terms of on-time performance.

Orr
You know me, Bill. I’m never going to be satisfied with how the current state of operations is because I’m really trying to drive cultural and operational change across the board, and that means continuous improvement, accountability, where we have visibility and concrete obligations and that led itself into operational excellence. And operational excellence starts and stops with safety and service regardless of what the scorecard and Amtrak says. I want to be as good as I can possibly be and allow, as a host railroad, the schedules of Amtrak to be as reliable as I want my freight to be reliable. I want the passengers on that Amtrak experience to be satisfied with what they’ve been delivered on the NS properties. If we boil it down to the Amtrak scorecard, we’re right up there on the top of the heap with a couple of other railroads.

Vantuono
You’ve also had some very effective partnerships with local and state passenger agencies, in three states, Pennsylvania, Virginia, North Carolina.

Orr
Bill, I’ll tell you that under Mark George and our leadership team, we have a really clear strategic vision. We want to encourage entrepreneurial spirit. We have a collaborative culture and we really want to scale Norfolk Southern across the board and partnering. It makes sense. That’s what we talk about with an ecosystem approach. And truly, those three examples are where deeds matter and we show up. Sometimes you just have exploratory talks, other times they manifest into something more concrete. But we are open to collaboration. We’ve got a really strong strategic roadmap. We’ve got a host of initiatives that we’re working through. These are a couple of examples that you’ve just cited.

Vantuono
Getting back to operations, you have employed rather effectively those centers that you call war rooms, really strategic planning places. How do you utilize those? I know for not only for freight, but really for the passenger operations.

Orr
Under PSR 2.0, we’ve kind of extended the traditional Precision Schedule Railroading by integrating digital tools, operating analytics, ecosystem level coordination that really helps us simplify operations. It’s a very non-linear complex set of inputs, and the simpler they are in their application, the tighter the controls, the tighter the standards and the better the optimization of the network. If I have a problem, I’ll pull together subject matter experts. It could be top level executives all the way down to the field level craft employees and bring them into a room and start solving the problem as fast as possible. So we have a triage where we deal with day-to-day, hour- to-hour, minute-to-minute realities of those issues. But then taking a step out of the heat of the moment to reflect on the implications of the issues and the longer term solutions, we’re able to have a better view of what our operational concerns are and get to solutions faster.

So originally it was a wayside war room where we were really trying to address the frequency of unplanned train stops, and that led to concrete improvements in our terminals, preparations for trains, the mechanical inspections, even the mechanical repairs of the cars. We trained our people differently. We invested in some different infrastructure like our air plants. Lately it’s taken on a new level. We’ve decided we’re going to use war rooms to do next-level thinking and what are the next-level problems that we could have so anticipatory and let us get ahead of the issues. So, as we invested in more [inspection] portals, for example, across our network, we have a better view of all of the cars going across the corridors and we want to make sure that we’re doing something with the information we’re finding. So the war rooms are helping us understand what are the types of information that we need to have to prevent accidents, prevent safety shortcomings, and then create greater reliability and start to solve problems before they happen. And that’s the iteration and the evolution of our war room. So we are always going to be in the now, but as we mature, we can get into future-state course corrections.

Vantuono
Amtrak and the commuter railroads are often the cause of their own delays. Mechanical failures, for example, over the road, locomotive failures. What can you share with them as a freight railroad in terms of your mechanical practices? What best practices can you share with your tenants so to speak, as far as their own reliability?

Orr
Let me just start with how we work. Right now at NS, we have a culture of “speak up” where we have something I call “NS candor” where we’re going to talk about tough issues, we’re going to talk to them in a way that solves the problem, brings people to bear on the issues and is respectful for the efforts and the outputs. That’s the kind of conversation I have with the leadership over at Amtrak. We have a very respectful dialogue. We have really learned to trust one another and speak up to issues and advocate for the things that we both need. And so I think we do more of that for sure, is that speak up and that engagement, because that sets the tone for everything, whether it’s a locomotive failure or a car issue. Those things, they’ve got experts over there and they’re very, very good at what they do. In fact, I was with the COO at Amtrak. We were in Washington for a meeting, and we had breakfast, and we were talking about work block planning, and it really opened my eyes to how they have to de-energize their [catenary] infrastructure in order to safely work and do work blocks. And it helped me understand why it’s taking longer than I do when I don’t have that same consideration.

In the same respect, he’s learning a lot about what we’re doing with portals and how we engage together. Ultimately, we’re creating an environment where I have great respect for his schedules and what he does, and he’s got even greater respect now for what I need, especially where we intersect in the Northeast Corridor and we transit our freight cars on his territory. I think it’s more important for me to make sure that he’s confident that I’m going to have a safe train, a reliable train and locomotives that are going to move it from A to B in the time I ask him to take my trains so I can get more access to those routes and he can do the same with me. I think that’s the fair statement and I think that’s the balance I’d like to strike with Amtrak as a host. I know I have contractual and regulatory obligations, but I like to think we’re railroaders who are making railroad decisions because it’s in our DNA to do what’s right for either the product or the people because ultimately that’s how we get satisfaction as railroaders.

Vantuono
And there’s certainly a lot of data that can be shared. Those train inspection portals, Norfolk Southern collects the data from your freight trains at speed. I’ve been through one of those portals on your executive train, this giant flash of ligh—wow, what was that? The passenger trains pass through those as well. And if there’s a way to share that data and get it in real time to the Amtrak trouble desk, for example, and so they know what’s going on and they can address a potential failure.

Orr
We have an adage that our network improvements power a better future for passenger rail. And we have these portals that we’ve developed with Georgia Tech and they are best in class and I’ve worked in a lot of Class I’s. They’re so responsive and our algorithm deployment is very quick and very concentrated on issues that railways really need to concentrate on. And I’m open to sharing that with not only Amtrak but with short lines and other users of our network, and even using that as a standard by which all railways used to inspect equipment. Really it’s the back office that makes the difference in how you react to that data. We’ve got some of the best back-office leaders and skilled workers in any Class I. The work they do to take the information, distill it into manageable actionable items and then act on them is really what’s differentiating. Data for data’s sake is a waste of time. Data for action is the vehicle for continuous improvement, whether that’s us sharing it with Amtrak or them sharing it with us. There’s no pride of ownership here. Whatever makes the railway industry safer and especially makes the passengers safer is a good news story for me.

The post ‘Network Improvements Power a Better Future for Passenger Rail’ – John Orr, NS appeared first on Railway Age.

For the third-quarter 2025, Wabtec reported that its GAAP earnings per diluted share of $1.81 was up 11.0% from the prior-year period; adjusted, it was $2.32, up 16.0% from 2024. GAAP EPS and adjusted EPS increased from third-quarter 2024 “primarily due to higher sales, operating margin expansion, and benefits from prior quarter share repurchases,” according to the company.

Third-quarter 2025 sales came in at $2.89 billion, up 8.4% from the same quarter in 2024 “driven by higher sales in the Freight segment, which includes the acquisition of Inspection Technologies, and in the Transit segment,” Wabtec said. Among the key sales drivers, according to the company:

• Services: “Lower sales driven by fewer modernization deliveries as expected.”
• Equipment: “Higher locomotive deliveries.”
• Components: “Industrial products growth offsetting lower North America railcar build and portfolio optimization initiatives.”
• Digital Intelligence: “Increased sales driven by Inspection Technologies acquisition.”
• Transit: “Higher OE and aftermarket sales; sales up 5.2% on constant currency basis.”

GAAP operating margin for third-quarter 2025 was higher than the prior year at 17.0%, and adjusted operating margin was higher than the prior year at 21.0%. Both GAAP and adjusted operating margins “benefited from higher sales and improved gross margins, partially offset by higher operating expenses as a percent of revenue,” according to Wabtec.

At Sept. 30, 2025, the 12-month backlog was $643 million higher than the prior-year period, according to Wabtec, and the multi-year backlog was $3.34 billion higher than the prior-year period. The company said “excluding foreign currency exchange, the multi-year backlog was $3.30 billion higher, up 14.9%.”

Freight segment sales for third-quarter 2025 were up 8.4%. Equipment sales were up 32.0% “driven by higher locomotive deliveries,” while Digital sales were up 45.6% “driven by the acquisition of Inspection Technologies,” according to Wabtec. Components sales were up slightly and, as expected, Services sales were down 11.6% “due to the timing of modernization deliveries.” GAAP operating margin “benefited from improved gross margin which was offset by higher operating expenses as a percentage of revenue and purchase accounting adjustments resulting from the Inspection Technologies acquisition,” the company noted. Adjusted operating margin “benefited from improved gross margin which was partially offset by higher operating expenses as a percentage of revenue,” Wabtec said.

Transit segment sales for third-quarter 2025 were up 8.2% “driven by higher OE and aftermarket sales,” Wabtec reported. GAAP operating margines, the company noted, “were up as a result of improved gross margins and lower operating expenses as a percent of revenue.” Adjusted operating margins “were up as a result of improved gross margins, partially offset by higher operating expenses as a percent of revenue.”

Wabtec raised and tightened its 2025 adjusted EPS guidance range to $8.85 to $9.05, up $0.10 at the mid-point. For full-year 2025, Wabtec said it continues to expect revenues to be between $10.925 billion and $11.225 billion, up 6.6% at the midpoint. Wabtec also expects operating cash flow conversion of greater than 90%.

“We continue to be encouraged by the pipeline of opportunities that remains ahead of us. Our team’s commitment to product innovation, disciplined cost management, focused execution and partnership with our customers has been instrumental in driving our ongoing success. Together with our strong results, these factors give us confidence to continue to deliver on profitable growth into the future,” said Santana. “Our team’s dedication positions us to drive Wabtec’s success, even in a dynamic and uncertain economic environment.”

The Wabtec website provides more financial report details.

The post Wabtec 3Q25: ‘Continued Growth in Backlog, Sales, Margin and Earnings’ appeared first on Railway Age.

As Norfolk Southern Executive Vice President and Chief Operating Officer, John Orr holds ultimate responsibility for every train on the Class I’s vast network, freight and passenger. Relationships between passenger carriers and their host freight railroads aren’t always harmonious, but NS has been working on improvements benefiting both.

“For several months now, we’ve been a top performer among Class I’s when it comes to host-responsible delay metrics—no small feat considering how much passenger service we host on our network,” Orr tells Railway Age Editor-in-Chief William C. Vantuono. “A more fluid network benefits everyone who touches our system, from customers to passenger services like Amtrak to communities throughout our system that experience fewer slow or stopped trains. There is a direct line between all our operational improvements and improvements in passenger rail hosting performance. And during the past two years we’ve forged effective partnerships with local and state passenger groups, from Pennsylvania to Virginia to North Carolina.”

Orr discusses why “a reliable, consistent team is necessary for reliable, consistent service,” initiatives for “building skills and capabilities of our railroaders” and “training generational railroaders.” He describes a “root cause analysis mentality” and the “war rooms” Operations has been utilizing. “Safety is the core of everything,” he stresses. “A safe railroad is an efficient railroad.”

(A transcript of this podcast is available here)

The post John Orr Talks Passenger Trains – Rail Group On Air  appeared first on Railway Age.

For the first time in the agency’s history, Metro-North trains will serve New York’s Capital Region. On October 20, New York Gov. Kathy Hochul was joined by officials from Metro-North and Amtrak to announce that the commuter agency would begin making one round trip to Albany starting in 2026. This marks the first time in a quarter century that Metro-North has expanded service. 

Additionally, Gov. Hochul announced that Amtrak would restore one round-trip between New York City and Albany after reducing service earlier this year to accommodate ongoing work on the East River Tunnel. As part of that, Amtrak has also agreed to set a price cap on all Empire Service tickets in response to rising ticket prices amid sold-out trains. 

“Restoring Amtrak service and debuting Metro-North service to Albany is a huge win for riders. The Empire Service is vital to communities along the Hudson River,” Gov. Hochul said. “While Amtrak’s repairs to the East River Tunnels are necessary, riders from Albany to New York City have had to endure sold-out trains and higher fares for the past five months. I’ve been clear from the moment this plan was proposed that New Yorkers deserve better. This new plan will provide more travel options and lower fares for over two million annual riders, saving them time and putting money back in their pockets.” 

Metro-North’s trip to Albany will help fill gaps in Amtrak’s schedule. It’s expected to leave Grand Central around mid-morning and return in the afternoon, arriving back at Grand Central in time for evening events in New York City. Test runs for Metro-North are expected to start later this year. No date has been set yet for when the service will be available to the public. 

At the same time, one additional Amtrak trip in each direction between Penn Station and Albany-Rensselaer will be restored starting December 1. Train 235, which departs Penn Station at 3:15 pm, and Train 238, which departs Albany-Rensselaer at 12:10 pm, will both resume service.

“New York State residents and visitors’ passion and patience are paying off, as additional, affordable, and improved train service between New York City and Albany is on its way,” said Amtrak President Roger Harris. “Thanks to Governor Hochul for her leadership and commitment to New York State, and NYSDOT and MTA for their partnership in helping meet the high demand of train service we have throughout the state.”

—Justin Franz 

The post Metro-North to Expand to Albany appeared first on Railfan & Railroad Magazine.

The San Diego MTS Board of Directors on Oct. 17 approved a disposition and development agreement with the San Diego Housing Fund to bring a new 100% affordable housing community to East Village, “helping meet the growing demand for affordable homes in San Diego.”

“This project reflects MTS’s commitment to being more than just a transit agency; we’re a community partner,” said Stephen Whitburn, MTS Board Chair and San Diego City Councilmember, who represents East Village. “By connecting future residents with affordable housing directly at our region’s busiest transit hub, we’re helping residents access opportunity while building a more sustainable future and activating the areas around our stations.”

The six-story, mixed-use, transit-oriented development will feature 161 affordable apartment homes for low-income individuals and families, including 74 one-bedroom, 55 two-bedroom, and 32 three-bedroom units. Residents will also enjoy amenities such as a children’s play area, green outdoor spaces, a community room, and 96 on-site parking spaces. It replaces a surface parking lot and public street that will be removed as part of an MTS transit center expansion project.

Located steps away from MTS’s busiest transit hub, the 12th & Imperial Transit Center, the community offers residents direct access to three major Trolley lines and numerous bus routes, connecting them to recreational, educational, medical, and employment opportunities throughout the region.

Under the agreement, the project will be constructed at no cost to MTS. The ground lease will be for 99 years. Construction is expected to begin in 2027, with completion anticipated in 2029.

“We are very pleased MTS’ Board unanimously approved the 12th & Imperial affordable housing project today. Over the past two and a half years, San Diego Housing Fund has worked in close partnership with MTS to bring this vision to life,” said James Howell, Managing Partner, San Diego Housing Fund, which was founded by San Diego Foundation. “This 161-unit community represents what’s possible when we strategically align housing with transportation and break down barriers that keep low-income families from accessing jobs, education, and services. We look forward to seeing this project break ground in 2027 and transform East Village into a more vibrant, equitable neighborhood.”

In addition to the approved housing project, MTS says it plans to expand and modernize the 12th & Imperial Transit Center. The improvements will increase bus capacity, provide a special event platform for Orange Line Trolley service, enhance passenger amenities such as shelters, lighting, and benches, improve traffic flow, and upgrade stormwater and flood control infrastructure. Construction for the transit center improvements is anticipated between 2026 and 2027.

More information is available here.

The MTA announced Oct. 17 that it will provide free MARC and Commuter Bus service to federal workers during the ongoing federal government shutdown.

​The free service will be provided from now through the remainder of the federal government shutdown, and any individual with a federal ID badge can ride for free by showing their badge to the operator.

“Marylanders make up a large share of the federal workforce, so we fully understand the financial strain many of our riders are experiencing,” said Maryland Department of Transportation Acting Secretary Samantha J. Biddle. “Free rides on MARC and Commuter Bus ensure that federal workers who are still reporting to the office have one less thing to worry about.”

The federal government is the largest employer in the State of Maryland. Prior to this year’s federal workforce cuts, 269,000 Maryland residents were employed by the federal government, and more than 160,000 federal civilian jobs were located in Maryland, according to the agency. Since the POTUS 47 Administration has taken office, Maryland has lost more than 15,000 federal jobs—the largest number in the nation. Past government shutdowns have had direct repercussions in Maryland, with POTUS 47’s 2019 partial shutdown in 2018-2019 costing thousands of Marylanders $778 million in wages, the agency noted.

“This is what Maryland does in times of crisis: We band together and we help each other out,” said Gov. Moore. “But while Maryland is mobilizing to ease the shutdown’s burden on our people, let’s be clear, no state can fill the gap created by the federal government. The longer this shutdown lasts, the more pain we will feel, so it’s time for [POTUS 47] to come to the negotiating table on health care and open the government.”

The Deux-Montagnes branch of the REM will officially begin service on Nov. 17 based on the tests conducted over the past few weeks, and, “if everything goes according to plan.”

Subject to a successful completion of the last tests, starting Nov. 17, 14 new stations, three connections to the metro, and countless new possibilities will be available to our riders. Details about the launch activities for the Deux-Montagnes branch will be shared in the coming weeks.

According to REM, in the morning, service will begin around 5:30 a.m. for both Brossard and Deux-Montagnes Stations. In the evening, the last departure to Deux-Montagnes from Brossard will be at 8:30 p.m., and from Gare Centrale at 8:45 p.m. After these hours, service will continue from Brossard to Côte-de-Liesse Station, with the final departure at 1:00 a.m. on weekdays. This adjusted evening schedule will allow teams to continue testing for the upcoming launch of the Anse-à-l’Orme branch.

Metrolinx recently announced that the Ontario Government has reached an Agreement-in-Principle with CN to purchase land to construct dedicated GO tracks on the Kitchener Line, “marking a major milestone in the province’s plan to build faster transit between Kitchener and Toronto.”

The Agreement-in-Principle coincides with additional GO train service that will be added to the Kitchener Line in November, including 18 new weekend trips between Bramalea GO and Union Station, as well as the first-ever weekend service to Kitchener.

The Agreement-in-Principle is the latest step to build faster two-way, all-day rapid service on the Kitchener Line as part of the Kitchener Extension Project. This project will add 40 kilometers (25 miles) of new, two-way track and includes track re-alignments, signal upgrades, bridge work and platform expansion along the corridor.

When complete, the new Kitchener Line will enable:

To Bramalea GO:

• Two-way, all-day service, seven days per week.

To Mount Pleasant GO:

• 30-minute two-way, all-day service, seven days per week.
• Additional trains during peak rush hour travel times to provide enhanced service to Union Station in the morning and to Mount Pleasant GO in the evening.

To Kitchener GO:

• 60-minute two-way, all-day service, seven days per week.
• Additional trains during peak rush hour travel times to provide enhanced service to Union Station in the morning and to Kitchener GO in the evening

In the meantime, starting Nov. 23, 2025, GO Transit train service will be expanded on the Kitchener Line. The service increases include:

• 18 new weekend trips between Bramalea GO and Union Station, which will enable service every 30 minutes.
• Four existing weekend trips will be extended from Mount Pleasant GO to Kitchener GO, enabling weekend service to Kitchener for the first time.
• Two new weekday trips between Bramalea GO and Union Station.
• Two existing weekday trips will be extended to Bramalea GO (previously Malton GO).
• One existing weekday trip will be extended to Kitchener GO (previously Guelph Central GO).

Expanding service along the Kitchener Line is part of Ontario’s $70-billion investment in the largest transit expansion in North America. Ontario is delivering new rail, subway and transit lines across the province from Barrie to Niagara, Kitchener, Oshawa, Toronto, and more.

The post Transit Briefs: San Diego MTS, MDOT MTA/MARC, REM, Metrolinx appeared first on Railway Age.