Railnews from Railfan & Railroad Magazine

The Finger Lakes Rail Experience, which started earlier this year on the Finger Lakes Railway, is extending its season into fall with a series of trips from Waterloo, N.Y. The 90-minute rides are scheduled to run every Friday, Saturday, and Sunday starting September 19 and ending October 19 (excluding the first weekend of October). 

“This special excursion celebrates everything there is to love about fall in the Finger Lakes,” said Chris Homco, General Manager of the Finger Lakes Rail Experience. “It’s a relaxing, nostalgic journey perfect for couples, families, and groups looking to make new memories.”

The excursion features five vintage passenger cars provided by URHS, some of which became available when Amtrak cancelled charters out of New York Penn Station earlier this year due to an extensive tunnel repair project affecting the schedule. The cars include observation-lounge Hickory Creek (Pullman, 1948, the tail car from New York Central’s famed 20th Century Limited), tavern-lounge NYC 43 (Budd, 1947), and NYC sleeper-buffet-lounge Swift Stream (Budd, 1949). To support this expanded service schedule, URHS also refurbished tavern-lounge NYC 37 (Budd, 1947) and Pennsylvania Railroad coach 1547 (Budd, 1949, ex-PRR sleeper Cambridge Inn). The trains are led by Finger Lakes locomotives (usually one of the road’s B23-7s). 

Tickets are on sale now. For detailed schedules and reservation information, please visit the FLX Rail Experience website.

—Railfan & Railroad Staff

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Steam has returned to the slopes of the Northeast’s highest peak. On August 29, the Mount Washington Cog Railway resumed its regular steam operations, almost four months after announcing that both of its steam locomotives needed repairs.

From 1869 to 2008, steam power dominated the west slope of Mount Washington. Built in the 1860s, the Mount Washington Cog Railway was the world’s first mountain-climbing cog railway. However, in the late 2000s, diesel locomotives started replacing most steam engines. For a few years, only the first run of the day up the hill used steam. Recently, the railroad has offered a few trips to the summit using steam, as well as a Mid Mountain Steam Special that goes about halfway up the hill. 

Two steam locomotives are currently on the railroad’s active roster: Locomotive 2 Ammonoosuc, built in 1875, and 9 Waumbek, built in 1908. Both locomotives were built by the Manchester Locomotive Works, which later became part of the American Locomotive Company. Earlier this year, pre-season preparations showed that the two locomotives could not operate at full pressure until further repairs were completed. Repairs have now been made on one of the locomotives, and it will be pushing (not leading) regular runs halfway up the mountain on Thursdays through Sundays until mid-October, departing at 10 a.m., 12 p.m., and 2 p.m.

The railroad says it remains dedicated to steam and has two new boilers on order to ensure that the locomotives can operate for decades to come. 

—Justin Franz 

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A popular handcar tour on a former Southern Pacific branch line in California came to an end on September 1, after four years of operation. 

A planned four-mile bus route will replace part of the historic Monterey Branch, built in 1879 as the Monterey & Salinas Valley Railroad. After being acquired by Southern Pacific, the Monterey Branch connected to the Coast Line at nearby Castroville and once linked San Francisco to Pebble Beach, hosting famous trains like the Del Monte. Following a long decline, the 16-mile branch was abandoned in 1999, three years after the Union Pacific-Southern Pacific merger. It was purchased in 2003 by the Transportation Agency for Monterey County (TAMC). 

The agency’s current plans for a four-mile express bus line mark the end of the family-owned handcar operation, which featured both rail bike-style vehicles and electric-assisted hand pump cars. The electric hand pump cars were designed by Mason Clark (Mason’s father, Todd, owns the long-running railfan website, Trainorders.com). The Clarks are seeking a new location in California to offer excursions. 

—Elrond Lawrance 

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When Union Pacific and Norfolk Southern announced plans to merge this summer, all eyes turned to the other five Class I railroads to see how they would respond — especially CSX Transportation, NS’s main rival in the East. However, while it has faced intense pressure to join with another railroad to form a transcontinental line that would rival a combined UP-NS, including from some of its own shareholders, CSX has chosen a different path.

Since mid-July, CSX has announced new partnerships with three different railroads, most recently Canadian National. On Tuesday, the two railroads revealed a plan to operate a connecting intermodal service from Canada’s West Coast to Nashville. CPKC and BNSF have announced similar partnerships. 

“At CSX, we’re committed to working with our interchange partners to create solutions that deliver mutual value and expand the options available to customers,” said Kevin Boone, Executive Vice President and Chief Commercial Officer of CSX. “This new service with CN provides a faster and more sustainable all-rail option into Nashville, helping shippers strengthen their supply chains while reducing truck traffic on our highways.”

In August, hedge fund group Ancora Holdings told the CSX board of directors that the railroad should pursue a merger or fire its CEO, Joe Hinrichs. However, Hinrichs dismissed talk of a merger and stated the industry could better serve customers and the country by working together now instead of pursuing costly mergers that would take years to complete and could disrupt the network. This message is similar to the one promoted by CPKC CEO Keith Creel and BNSF owner Warren Buffett. 

While many in the rail industry oppose a UP-NS merger, the Trump administration clearly supports the idea. Last month, U.S. Commerce Secretary Howard Lutnick told CNBC that a merger could improve the efficiency of the rail network. Meanwhile, the Trump administration dismissed U.S. Surface Transportation Board member Robert E. Primus without cause or explanation, aside from the belief that he “did not align with the president’s America First agenda.” Primus was notable for being the only vote against the Canadian Pacific-Kansas City Southern merger in 2023. It was the first time in the STB’s history (or its predecessor, the Interstate Commerce Commission) that a member was fired. Primus has stated that his termination was illegal and plans to challenge it. 

—Justin Franz

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Each year, we ask our readers to submit their best shots for consideration in our annual Center Spread Contest. Our theme is the very broad category of “creative photography,” which presents challenges for photographers and judges alike. After sifting through hundreds of potential candidates, we narrowed it down to the few selections seen here. We think you’ll appreciate the creativity that our contributors have shown in capturing these exciting images.

Congratulations to all of this year’s winners! —The Editors 

Deep below the streets of Jersey City, NJ Transit trains rumble back and forth through the Bergen Tunnels, to and from Hoboken Terminal. The 4,200-foot-long tunnels cut through Bergen Hill, the southernmost end of the Hudson Palisades, with two large open-cut ventilation shafts along the way. GP40PH-2B 4208, the railroad’s Conrail heritage unit, is shoving non-revenue Train X132 through the north tunnel on Track 1 on June 12, 2025.

On November 6, 2024, an empty CPKC potash train crosses the Snake River over Union Pacific’s massive Joso High Bridge, located near Lyons Ferry, Wash. This train is returning to Canada and is handled by UP crews as part of the UP/CPKC alliance called the Pacific Can-Am Corridor.

After stopping at North Conway, N.H., Conway Scenic Extra 7470 is waiting for its conductor to finish getting instructions.  This scene was staged as part of the railroad’s September 2014 Railfan Weekend photo shoot.

Only on the longest days of summer, when the sun sets far to the north, does light burnish the north side of the century-old Bear Mountain Bridge and the trains that pass below. Metro-North recently painted P42 211 in heritage New York Central livery, which leads a northbound late afternoon express along the Hudson River near Fort Montgomery, N.Y., on June 19, 2025.

UP ES44AC 7942 leads the IG4SE-04 past the approach signal at mile 280.6 between Minidoka and Adelaide along the Nampa Subdivision in Southern Idaho. Snow covers the Deep Creek Mountains on this cold February 5, 2025, at 2:56 p.m.

Birds swoop as D&RGW Train 150, with a mix of Rio Grande, Burlington Northern, and Southern Pacific power, heads south (railroad east) near Leadville, Colo., at 6:25pm on June 15, 1989. Caboose 01425 does the honors on the marker end.

It’s hard to beat the view from Milwaukee Road’s Skytop observation car Cedar Rapids. The Friends of 261 had just wrapped up its first trip between Minneapolis and Duluth, Minn., on May 12, 2013, using Milwaukee Road 4-8-4 261 after a five-year hiatus while the locomotive underwent its required 15-year inspection.  Once the train returned to Minneapolis, the crew cut the locomotive from the head end and parked behind the train so offloading passengers could get one final look at the big Northern.

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A former Nickel Plate Road GP9 is headed to an Ohio tourist railroad where it will be restored to operation. Last week, the Cincinnati Scenic Railway announced a deal with the Roanoke Chapter of the National Railway Historical Society to acquire NKP GP9 532. 

GP9 532 entered service on the NKP in 1959 and eventually joined the Norfolk & Western, which later became part of Norfolk Southern. It was donated to the Virginia Museum of Transportation in 1984 and was later acquired by the NRHS chapter in 2015. Cincinnati Scenic is currently raising funds at nkpohio.org to restore the locomotive to operation. 

“Cincinnati Scenic Railway is excited for the opportunity to return another piece of historic rolling stock to our collection. Thanks to our friends at the Roanoke Chapter, future generations will be able to ride behind 532 and witness it in operation,” said railroad president Ray Kammer Jr.

Meanwhile, another piece from the NRHS Roanoke Chapter collection found a new home last week. N&W Tool Car 1407 has been donated to VMT to be permanently reunited with 4-8-4 611. The car was originally built in 1927 as a mail storage car. In the 1980s, the car was converted into a tool car for N&W 611. It remained in that service until the end of the Norfolk Southern steam program in 1994. The car was then acquired by the NRHS chapter. When 611 returned to the main line in the 2010s, the tool car was again matched with the locomotive. 

“The Roanoke Chapter is pleased to form this partnership with the Virginia Museum of Transportation. Together we can highlight the historic role of the 611 and 1407, from the 1950s through today, ensuring both artifacts continue to be together as they were intended,” said Roanoke Chapter President Tim Witt. 

The Roanoke Chapter maintains a large collection of historic equipment, including a Norfolk & Western Alco T-6, a “Redbird” GP9, and over two dozen other pieces. Earlier this year, the group announced it would be constructing a new restoration facility.

—Railfan & Railroad Staff

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The National Capital Trolley Museum in Montgomery County, Maryland, has acquired a rare PCC car from the Netherlands, allowing the museum to “extend the narrative” about these significant streetcars. 

Built in 1952 as part of a series of 22 cars, The Hague Tramway Company 1006 served in revenue service until 1981. From 1983 to 2008, it was on display at the factory where it was manufactured, before being modified for narrow-gauge operation and used sporadically on the Belgian Coast line until 2014.

In May 2022, HTM 1006 was transferred to the Netherlands Transport Museum in Hoofddorp. Unfortunately, with the closure of the NTM announced last year, the future of 1006 was uncertain. As two cars of this series (1022 and 1024) are already preserved in the Netherlands, there was limited local interest in saving 1006. Wanting to be able to tell the story of how the PCC streetcars — developed in the United States in the late 1930s — were used all over the world, the National Capital Trolley Museum stepped in to save it. The car was recently relocated to another museum in the Netherlands, where it is being converted back to standard gauge. It is expected to arrive in the United States in 2026.

—Railfan & Railroad Staff

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A 30-inch gauge 0-6-2T saddle-tank steam locomotive has been restored in Hawaii. Hawaiian Sugar Company 3, named Kaipu, was built by Baldwin in 1925 and worked on the west side of Kauai. It was later sold to the Grove Farm Company, where it got its current name and number. The locomotive operated until 1957, when it was retired and stored.

In the 1980s, the locomotive was restored to operation, and it ran intermittently into the 2010s. In 2023, the Grove Farm Homestead Museum decided to put the locomotive back in service with the help of FMW Solutions. The locomotive was completed in the spring and was back under steam in July. The locomotive leads short excursions throughout the year. Visit www.grovefarm.org for more information. 

—Railfan & Railroad Staff

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The U.S. Surface Transportation Board has approved Watco’s acquisition of the Great Lakes Central Railroad.

Based out of Owosso, Mich., Great Lakes Central operates approximately 400 miles of track in central and northern Michigan, including parts of the former Pennsylvania, New York Central, Grand Trunk Western, Pere Marquette, and Ann Arbor. Watco has been an equity investor in Great Lakes Central since 2013.

Watco announced its plans to purchase the railroad outright earlier this year, but the STB wanted more information on how the company would maintain service on the route. Watco also operates the nearby Ann Arbor and there was concerns that the company would divert traffic from GLC.

“The Great Lakes Central Railroad has been a vital part of Michigan’s transportation network and both my father, Louis P. Ferris, Jr., and I have been deeply passionate about its role in connecting industries and communities,” said Jennifer Ferris, President and CEO of the Great Lakes Central Railroad. “Thanks to our tremendous team, GLC has experienced remarkable growth over the years, strengthening our service and expanding our capabilities. With Watco as a long-time partner since 2013, we are confident they will honor the legacy we have built while continuing to serve Michigan’s industries and communities with the same dedication and excellence.”

—Railfan & Railroad Staff

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On August 21, Chicago’s Regional Transportation Authority voted to shift $74 million in discretionary funding from Metra and Pace (the region’s bus system) to the Chicago Transit Authority. While the money move won’t prevent the impending “doomsday” cuts, it will delay them until the middle of 2026. 

The RTA, which oversees the three agencies, is facing a $770 million deficit largely due to the end of federal funding related to the COVID-19 pandemic. Although legislation to reform the RTA and provide funding passed through the state Senate, it failed to reach the House floor before the May 31 deadline. While it’s possible that the legislature could still address the budget shortfall during an upcoming special session, the RTA has begun cutting its budget to the amount it anticipates receiving next year from the state.

If the state does not come through with additional funding, drastic cuts are expected to impact bus, transit and commuter rail services in Chicagoland. Four of the CTA’s eight rail lines could be suspended, resulting in the closure of 50 stations. Metra would need to reduce service by 40 percent, which would eliminate early-morning and late-night trains.

The post Chicago Staves Off Transit Cuts — For Now appeared first on Railfan & Railroad Magazine.

Just two years after completing a merger of its own, CPKC officials stated this week that they are not interested in further consolidation of the North American rail network. 

The announcement comes just days after a shareholder group at CSX told its CEO that the railroad should consider merging with either BNSF or CPKC in response to the proposed Union Pacific-Norfolk Southern deal. Earlier this week, BNSF owner Warren Buffett told CNBC that his company was also not interested in a merger. 

“We believe that a transcontinental merger would trigger permanent restructuring of the industry and result in a disproportionately large railway whose size and scope would require others to take action,” said Keith Creel, CPKC President and CEO. “This will likely result in an unnecessary wave of railway mergers that today is not the best way to support American businesses nor the public interest, and has the potential to create more issues than it solves.”

Creel added that CPKC and other railroads should collaborate to find efficiencies without needing mergers. He specifically pointed out partnerships between his railroad and CSX, as well as with CSX and BNSF. 

The back-to-back announcements by BNSF and CPKC suggest that both railroads will vigorously oppose a UP-NS deal. 

—Justin Franz 

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After years of delays and anticipation, Amtrak’s new NextGen Acela entered revenue service on Wednesday morning with departures from Boston and Washington, D.C. 

Five of the NextGen trainsets (sometimes called Acela Avelia Liberty) are entering service this month. Amtrak hopes to have all 28 trains in operation by the end of 2027. Until then, high-speed service between Boston and Washington, D.C., will be provided by both the original Acela trains and the new ones. 

Amtrak said that weekday trains 2153, 2154, 2170 and 2173 will usually have the new trains. On Saturdays, trains 2250 and 2251 will have the NextGen sets and on Sundays it will be 2248, 2258, 2259 and 2271. The trains are marked with a unique tag on the Amtrak app and website to note it is a new train. 

“Acela is synonymous with American high-speed trains, and today marks a new era of next-generation service,” said Amtrak President Roger Harris. “On behalf of everyone at Amtrak, I’m proud to welcome you aboard NextGen Acela. The future of high-speed rail starts now.”

The Alstom-built trains were scheduled to start service in 2021, but delays occurred due to various mechanical and infrastructure problems, especially compatibility issues with the decades-old catenary on the route. Once those problems were fixed, testing of the trains has ramped up in recent weeks along the Northeast Corridor. The new trains can reach speeds up to 160 miles per hour and offer features like free high-speed internet, individual power outlets, and more. 

Also on Wednesday, the U.S. Department of Transportation announced it was taking control of Washington Union Station from Amtrak, alleging it had “fallen into disrepair.” The takeover comes as the Trump administration steps up federal law enforcement in Washington D.C., including deploying National Guard troops, despite the fact that crime rates have dropped in recent years.

—Justin Franz 

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Lake State Railway Company, a Michigan-based regional freight railroad, has rolled a freshly painted locomotive out of its Saginaw shops inspired by one of its antecedents, the Pere Marquette Railway.

Locomotive 6437, an ex-Union Pacific SD70M, was rechristened “Spirit of Pere Marquette,” with a tribute livery conceived by second-generation LSRC railroader Travis Vongrey, former conductor, engineer, yardmaster and now supervisor of yard operations. Vongrey’s concept art was based on E7 locomotives that pulled the Pere Marquettes, streamlined passenger trains that made daily trips between Detroit, Lansing and Grand Rapids. Vongrey’s designs were handed off to LSRC consultants who developed technical specifications based on historical research. Southern Pride Equipment Painting of Sharpsburg, Ga., performed the painting and detailing.

CEO Mike Stickel embraced Vongrey’s concept as a spirited tribute to LSRC’s history, remarking, “Travis has created something really special that reflects the pride and satisfaction all our people share in shaping the future of rail transportation in Michigan, while staying mindful of our rich heritage. We’re all thrilled to see his design come to life as part of our modern fleet.”

A significant portion of the LSRC network was built and operated by the Pere Marquette Railway, primarily segments of the original corridors between Saginaw, Midland and Ludington.

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A month after Union Pacific announced its plan to acquire Norfolk Southern, the man who controls UP’s main rival in the West says his railroad has no plans to pursue NS or CSX Transportation. 

Warren Buffett, the billionaire investor and CEO of BNSF Railway’s owner Berkshire Hathaway, told CNBC on Monday that his company does not intend to go after CSX or make a competing bid for NS. It was the first time anyone close to BNSF had made public comments about its own plans after the July 29 announcement that UP was merging with NS. However, sources close to BNSF reported in recent weeks that executives had been telling employees they were focused on their own railroad and not on taking over another one. 

In late July, as rumors started to spread that UP was considering NS, a story surfaced that BNSF was planning to merge with CSX. But Buffett quickly denied those rumors. 

However, last week, those rumors resurfaced when BNSF and CSX announced a new partnership to launch coast-to-coast intermodal services. One of the services would connect Southern California with Charlotte, N.C., and Jacksonville, Fla.; another would link Phoenix with Atlanta; and a third would connect the Port of New York and New Jersey and Norfolk, Va., with Kansas City. 

In Monday’s interview, Buffett confirmed that he met directly with CSX CEO Joe Hinrichs earlier this month. Buffett said he did not want his railroad to merge with CSX but preferred the two railroads to collaborate more. The new intermodal services seem to be a result of that conversation. 

The news that BNSF has no plans to merge with CSX comes as Hinrichs faces increasing pressure from shareholders to make a deal. Last week, Ancora Holdings Group, a major CSX shareholder, announced that Hinrichs needed to make a merger move or be removed himself. Ancora said that if BNSF was not an option, then CSX should pursue CPKC. 

—Justin Franz 

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Canada’s Rocky Mountaineer will introduce a new limited service in 2026 called “Passage to the Peaks” that will link Jasper and Banff, Alberta, via Kamloops, B.C.

The service will operate in June and July of next year while the FIFA World Cup takes place in Vancouver, allowing passengers to seek a “quieter experience” away from the major sporting event. While Rocky Mountaineer offers this “new” service, its regular routes are expected to run as usual, including First Passage to the West (Vancouver to Banff), Journey Through the Clouds (Vancouver to Jasper), and Rainforest to Gold Rush (Vancouver to Jasper via the former BC Rail through Whistler). 

Visit Rocky Mountaineer’s website for more information. 

—Railfan & Railroad Staff

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The Great Plains Transportation Museum’s former Santa Fe FP45 locomotive is headed to Mid-America Car in Kansas City, Mo., for a cosmetic restoration. Over the past two years, the museum has been raising funds to repaint FP45 93. The campaign received support from actor Michael Gross, who starred in the 1980s show Family Ties.

Locomotive 93 was built by EMD in 1967 and used in passenger service until 1971. It was then used in freight service on the Santa Fe and later BNSF Railway until 1998, when it was retired and donated to the Wichita museum. 

“We’re thrilled to see 93 headed toward the cosmetic restoration it deserves,” said GPTM President Heather Gatton. “We are anxious to see 93 in the freshly applied red and silver Super Fleet scheme that was created when Mike Haverty became the railroad’s president in June 1989. Locomotive 93 was last painted by Santa Fe in January 1990, so the timing is right to refresh its appearance.”

—Railfan & Railroad Staff

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The Western Maryland Scenic Railroad is hosting Maryland Railfest from September 12 to 14, a three-day celebration of railroading in the region. The highlight will be the former Chesapeake & Ohio 2-6-6-2, the largest operating compound Mallet in the United States. 

Festivities will begin on Friday, September 12, with a special “Sunset on the Mountain” excursion leaving from Cumberland. On Saturday, September 13, and Sunday, September 14, locomotive 1309 will lead the “Helmstetter Highball,” short trips between Cumberland and the famous Helmsetter’s Curve. On Saturday evening, locomotive 1309 will also lead the railroad’s only dinner train of the year. Afterwards, a night photo session will take place in Cumberland. 

Besides excursions, railroad-related vendors, along with food and craft vendors, will be set up at the Canal Place Amphitheater in Cumberland. 

“RailFest is our way of honoring the legacy of American railroading while offering something fresh for every visitor,” said Wes Heinz, Executive Director of the Western Maryland Scenic Railroad. “Whether you’re here for the trains, the food, or the music, there’s no better place to be this September.”

Visit the WMSR’s website for more information. 

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A hedge fund group and major CSX stockholder is pressuring the railroad to merge with another Class I — either BNSF Railway or CPKC — in response to Union Pacific’s proposed takeover of Norfolk Southern. If CSX does not merge, the hedge fund believes its board of directors should promptly fire “failed” CEO Joe Hinrichs. 

Ancora Holdings Group publicly released its letter to the CSX board of directors on August 6, after stating that the railroad had ignored the letter and never acknowledged its receipt. In the letter, Ancora’s officials criticized Hinrichs and claimed that he was only interested in “bolstering employee engagement, making use of the Company’s private planes and manicuring his social media footprint.” Ancora noted that since Hinrichs arrived in 2022, CSX has gone from “first to worst” with an operating ratio that has increased from 58 percent to 67 percent. 

“We are hard-pressed to find any real accomplishments tied to Mr. Hinrichs,” Ancora officials wrote. “His time at CSX is best encapsulated by this anecdote: on the very day Jim Vena and Mark George were announcing the largest merger in industry history, Mr. Hinrichs was out promoting his involvement with the Company’s internship program on his tidily managed LinkedIn profile.”

Ancora is no stranger to trying to force change at Class I railroads. Just last year, it initiated a proxy fight against former NS CEO Alan Shaw. That effort ultimately failed (Shaw later resigned after it was revealed he had an inappropriate relationship with an employee). 

The hedge fund group said it believed CSX should immediately hire a bank to explore two merger options: BNSF or CPKC. Ancora believed that BNSF, owned by Berkshire Hathaway, could make an all-cash offer. Since UP started eyeing NS, rumors have circulated that BNSF was doing the same to CSX. But Warren Buffett, owner of BNSF, has dismissed those rumors, and sources close to the railroad say that executives have been telling employees they are focused on their own operations, not a merger. However, industry observers have said BNSF might be forced to make a move on CSX to prevent being blocked out of transcontinental traffic patterns by a combined UP-NS. 

According to Berkshire Hathaway’s financial reports, the company held $347.68 billion in cash and cash equivalents as of March 2025, much of it from selling more than $100 billion of Apple stock during 2024. This gives Berkshire an advantage because it could potentially make a purchase of either CSX or NS without needing to involve investment bankers. For comparison, UP had approximately $1.41 billion in cash and cash equivalents as of June 2025 and is paying for its $85 billion NS deal mostly with stock equity, along with additional debt. 

The other merger option is CPKC, Ancora suggested, although it recognized that having a Canadian company buy an American one might be frowned upon by the federal government. To bypass that, Ancora proposed a “reverse” merger where CSX takes over CPKC but retains the leadership of CPKC CEO Keith Creel. 

Many in CSX are especially concerned that Jamie Boychuk is serving as an advisor to Ancora. Boychuk started his career at CSX as AVP of Transportation in April 2017 during E. Hunter Harrison’s leadership, and by October 2019, he had become the Executive Vice President of Operations. His management style and culture reportedly conflicted with many in the leadership ranks, leading to his unexpected departure from CSX in August 2023. Ancora tried to appoint him to the top operations role at Norfolk Southern but was unsuccessful. In the letter released on August 6, Ancora called him a “railroad operations superstar” (although they misspelled his name in the letter). 

Ancora concluded its letter by stating that they would take action if the board of directors did not. 

“We hope that you will take control of this situation and promptly disclose that CSX is working to identify the best merger partner,” the letter concluded. “If a deal cannot be struck, we assume it will not take us running a proxy contest to ensure a qualified operator, like Mr. Boychuck or someone with similar credentials, replaces Mr. Hinrichs.”

—Justin Franz and Scott Lindsey

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Regular Amtrak service between New Orleans and Mobile, Ala., began on August 18, nearly 20 years after passenger service east of the Big Easy was discontinued. 

An inaugural run for VIPs was made on Saturday, August 16, to preview the service, before the twice-daily runs started on Monday. The trains leave New Orleans and Mobile in the morning and evening. 

Amtrak last operated east of New Orleans in 2005, until Hurricane Katrina damaged the route between there and Mobile. Although freight service was eventually restored, passenger service never resumed. It took years of negotiations with Amtrak and the two host railroads, Norfolk Southern and CSX, to get the track back. 

—Railfan & Railroad Staff

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Coos Bay Rail Link, which operates a former Southern Pacific branch line in western Oregon, has been forced to close a vital swing span bridge near North Bend, Ore.

The closure leaves three customers without direct rail access, including one that accounts for 40 percent of the short line’s traffic. The North Bend Swing Span Bridge was built in 1914, and since the Port of Coos Bay bought the former SP line in 2009, it has invested over $25 million into the bridge ($15 million in the last five years). 

Recently, the bridge’s electrical power cable was damaged by a vessel, making both its swing mechanism and signal system inoperable. Port of Coos Bay officials said repairs will be costly, and they are currently collaborating with local, state, and federal officials to secure funding for the bridge repairs. Until then, rail traffic cannot cross it. Meanwhile, the railroad is working with the three customers south of the bridge to find ways to truck their products to the other side for loading onto rail cars. Although the Port recently received a $100 million grant for its proposed intermodal terminal, these funds cannot be used for bridge repairs. 

—Justin Franz 

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