Railnews from Railfan & Railroad Magazine

American Services Rail has replaced Rock Island Rail as the operator of the Mississippi Delta Railroad, according to the Federal Register.

ASR announced that it and the line’s owner, Coahoma County, Miss., have entered a lease under which ASR will operate the 51-mile former Illinois Central line as a common carrier. According to ASR, it will take over from Rock Island Rail, which has managed the line since early 2019 and completed significant infrastructure work. In recent years, the primary business has been car storage. The line stretches between Jonestown, Miss., and a connection with CN at Swan Lake.

By early April, many of the stored cars had departed, leaving a wide-open yard in Clarksdale, Miss. Rock Island Rail, based in Sumner, Miss., will move its locomotives – several painted to honor the original Rock Island – to its other operations, which include Gulf & Ship Island and Ottawa Northern. Headquartered in Southaven, Miss., ASR has focused on track construction, maintenance, and derailment services. —M.T. Burkhart

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The U.S. Surface Transportation Board approved a proposal from Genesee & Wyoming’s subsidiary, Central Oregon & Pacific Railroad, to take control of local switching services around Eugene, Ore. CORP and UP first proposed the deal last year, although it faced some opposition from union officials. 

However, the railroads argued that it would result in better service. After seeking input from local rail customers (who seemed to agree that they would rather work with CORP than the Class I), the STB approved the deal on April 8. 

“The Board finds that the transaction may increase efficiency and reduce costs and that authorizing operations by CORP may result in better local service,” officials with the independent regulator stated in a press release. —Justin Franz 

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The Friends of the East Broad Top and the EBT Foundation broke ground on April 5 on a new station at Saltillo, Pa. Once completed, the new station will resemble the original Saltillo station, which was constructed in 1892 and demolished in 2004 after nearly 50 years of disuse. 

Before the original was taken down, however, volunteers from Friends of the East Broad Top took detailed measurements and removed several interior details. These measurements are being used to design the new station, which will meet modern building codes while resembling the original after its expansion in 1913. Trains have not operated to Saltillo since 1956, when the railroad initially shut down. In 1960, the railroad reopened for excursions between Orbisonia and Colgate Grove. That section remained open until the 2000s. In 2020, it was announced that a new effort was being launched to reopen the railroad. The EBT is currently building track south toward Saltillo. 

Andy Van Scyoc, president of the Friends, said the organization “is excited to complete the circle from documentation of the original station to building a faithful replica that will prove beneficial to the railroad and community alike.” —Justin Franz 

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The Federal Railroad Administration and Amtrak terminated a $63.9 million grant awarded under the Corridor Identification and Development Program for the Amtrak Texas High-Speed Rail Corridor, formerly known as the Texas Central Railway project. The project, which has been in development for over a decade, aims to connect Dallas/Fort Worth with Houston. 

“I am pleased to announce that FRA and Amtrak are in agreement that underwriting this project is a waste of taxpayer funds and a distraction from Amtrak’s core mission of improving its existing subpar services,” said U.S. Transportation Secretary Sean P. Duffy. “The Texas Central Railway project was proposed as a private venture. If the private sector believes this project is feasible, they should carry the pre-construction work forward rather than relying on Amtrak and the American taxpayer to bail them out. My department will continue to look for every opportunity to save federal dollars and prioritize efficiencies.” 

Amtrak revived the project in 2024 when it assumed planning responsibilities. The initiative has encountered strong opposition from landowners resistant to selling their property or having a high-speed train nearby. It remains unclear what will happen to the effort now that it has lost public funding. 

Kleinheinz Capital Partners, the lead investor in Texas Central, informed the Texas Tribune that they are confident they can secure the funding necessary to construct the railroad. 

“We agree with Secretary Duffy that this project should be led by the private sector, and we will be proud to take it forward,” the company said in a statement. “This project is shovel-ready and will create significant new jobs and economic growth for Texas as part of President Trump’s efforts to boost the U.S. economy.” —Justin Franz

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A retired Amtrak conductor credited with reviving Colorado’s legendary ski train is hatching a plan to take freight off of the constantly-congested Interstate 70 and put it on the former Denver & Rio Grande Western main line. 

Brad Swartwelter developed the business plan for the Winter Park Express, which operates between Denver and Winter Park, Colo., on weekends to transport skiers and riders to the slopes. On days when the train doesn’t run, those travelers are usually forced to drive on Interstate 70 through the mountains. To help alleviate that traffic, Swartwelter aims to construct a “rail bridge” that would enable trucks (approximately 2,000 per day travel along I-70) to be loaded onto rail cars and then transported via Union Pacific’s Moffat Subdivision. 

Interstate 70 connects Denver to several ski resorts, and every hour it is closed due to an accident, the state loses $2 million in economic activity. Last year, the highway was shut down 99 times. 

“I-70 is our biggest problem in this state,” Swartzwelter told the Denver Gazette. “The congestion is unbearable. All we need is one trucker making a mistake to cause one of the 99 shutdowns that pummels us and takes away millions of dollars, especially from places like Vail. Removing the trucks from I-70 and putting them in a different corridor would relieve well over 70 percent of the problem.”

Swartwelter envisions constructing facilities west of Grand Junction and east of Denver that would allow for loading and unloading trucks onto flatcars, much like they do in Europe. The train would include a sleeping car, enabling truck drivers to rest during their journey across the state. To fund the construction of the facilities and acquire the rail cars, Swartwelter is advocating for a voter-approved bond to cover the expenses. 

One thing is certain: the former Rio Grande across the state has the capacity for additional freight. Today, only a handful of UP and BNSF Railway (using trackage rights) trains operate across the state. —Justin Franz 

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BNSF Railway, Norfolk Southern, and the Northwest Seaport Alliance announced on April 2 that they have redesigned their service offerings to reduce the number of days it takes for a container to travel from the West Coast to Chicago. 

Currently, it takes nine days for an intermodal container to leave the ship at the Ports of Tacoma or Seattle and then reach Chicago. However, due to operational changes at the ports, this time has now been reduced to six days. To improve service to destinations east of Chicago, BNSF and NS are now collaborating on a smoother and quicker handoff in Chicago. 

“This service product collaboration was an outcome of listening to our joint customers, who emphasized the desire to use more rail, but would need to also reduce inventory carrying and total landed transportation costs out of their networks in 2025,” said BNSF Group Vice President, Consumer Products Jon Gabriel. “We are proud to deliver a solution that accomplishes these goals.”

Railroad officials said the changes have resulted in the fastest route between the Pacific Northwest and Chicago. 

“At Norfolk Southern, we’re focused on delivering smart, customer-centric solutions—and this enhanced service from the Pacific Northwest to the Midwest is exactly that,” said Shawn Tureman, Vice President of Intermodal Automotive Commercial. “By collaborating with BNSF and the Northwest Seaport Alliance, we’re offering a faster, more reliable rail option that helps shippers reduce transit time, cut costs, and streamline supply chains heading into 2025 and beyond. —Justin Franz 

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The Livonia, Avon & Lakeville Railroad is celebrating its 60th anniversary this weekend with a variety of events in western New York. 

The LA&L was established in 1965 when local residents banded together to save a former Erie Lackawanna branch line that connected the railroad’s namesake communities. The short line’s first train operated on April 7, 1965. Sixty years later, the LA&L has expanded into a 400-mile system comprising four lines in New York and Pennsylvania. 

Anniversary celebrations commenced on Friday morning at the Rochester & Genesee Valley Railroad Museum in Rush, N.Y., which preserves several historic pieces of equipment from the LA&L fleet. Among them is LA&L RS-1 20, which was dedicated on Friday to former LA&L board member Eugene Blabey, who passed away in 2024.

Livonia, Avon & Lakeville Railroad President and CEO Bob Babcock speaks at a press conference marking the railroad’s 60th anniversary on Friday. Photo by Otto Vondrak. 

On Friday night, LA&L was scheduled to host a sold-out night photo session at its shops in Lakeville. 

On Saturday, from 10 a.m. to 2 p.m., the Rochester & Genesee Valley Railroad Museum will operate short excursions featuring two of its three LA&L locomotives: RS-1 20, which was donated to the museum in 2016, and S-2 72, donated in 2023. The excursions will also include LA&L caboose 2603, built for the Buffalo, Rochester & Pittsburgh Railway in 1918. General Electric 45-tonner 41 will also be on display. Originally built by GE in 1941 for use at its own Riverworks plant in Lynn, Mass., this locomotive was the first unit purchased by LA&L in 1964. However, the railroad quickly realized it was too small for its needs, and it never turned a wheel for the LA&L. Instead, it was sold to Rochester Gas & Electric, where it operated until 1991. Lastly, LA&L plow 4410, which was donated to the museum in 2023, will also be on display. 

Tickets for this weekend’s excursions can be purchased online. —Justin Franz 

The Livonia, Avon & Lakeville office car train is seen at the Rochester & Genesee Valley Railroad Museum on Friday. Photo by Otto Vondrak. 

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Three employees of the Wilmington & Western Railroad were let go earlier this week. The news came more than a month after the railroad announced it would suspend operations for the 2025 season to repair its aging equipment.

According to a social media post by a group called “Concerned Volunteers of the WWRR” (which was also shared on the railroad’s official page), the general manager, account manager, and volunteer program manager were all dismissed by the board of directors on April 3. The post states that the board cited a “reduction in operational needs of the organization” as the reason for the layoffs. 

On February 27, the railroad announced it was taking a “proactive step” by shutting down operations to focus on equipment repairs. Sources close to the railroad informed Railfan & Railroad that a major issue is the reliability of its locomotives. Last year, some holiday excursions had to be canceled due to a lack of available motive power. Both of the railroad’s steam locomotives, 0-6-0 58 and 4-4-0 98, are currently out of service.

Long-time volunteers tell Railfan & Railroad that they are concerned about the railroad’s future and how it is currently being managed. —Railfan & Railroad Staff

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The John H. Emery Rail Heritage Trust awarded nearly $250,000 in grants to 18 projects across the country this week, the trust announced. 

Emery was a Chicago-native and lifelong railroad enthusiast who created the trust to fund projects that preserve the “Golden Age” of passenger railroading, specifically the years between 1920 and 1960. The trust is particularly interested in projects that allow the public to ride historically significant pieces of equipment. Groups are able to submit grant proposals up until Feb. 1 each year, and then a three-person committee reviews the proposals.

Organizations that were awarded funds included:

Bellefonte Historical Railroad Society: $13,100 to continue refurbishment work on their two RDCs.

Black River Railroad Historical Trust: $11,000 for their Lackawanna coach 605 for wheel, truck and brake work.

Colebrookdale Railroad Preservation Trust: $15,000 for HVAC for their heavyweight Pullman car “Beaver.”

Fort Wayne Railroad Historical Society, Inc: $15,000 for interior updates, upgrades and modifications to their Pullman car Kitchi Gammi Club.

Fox River Trolley Association, Inc: $10,000 to rebuild seats on their CA&E interurban car 316.

Iron Horse Society at Steamtown, Inc: $15,000 towards the restoration of their ex-DL&W coach 335.

Iron Mountain Railway: $2,600 for replacement windows for their ex-NYC coach 3135.

Nickel Plate Heritage Railroad, Inc: $15,000 for reupholstery work for their ex-Santa Fe El Capitan Hi-Level coach. 

Northwest Railway Museum: $7,500 for upgrades to their Pullman parlor car 1049.

Oregon Rail Heritage Foundation: $27,000 for restoration of four of the six-driver boxes for their OR&N steam locomotive 197.

Railroading Heritage of Midwest America: $10,000 for new windows for their coaches Wenonah and Nokomas.

Railway Restoration Project 113: $25,000 to help with new tubes and flues for the CNJ 0-6-0 113.

San Bernardino Railroad Historical Society: $10,000 for work on their ex-Santa Fe Pine series sleeper/dormitory car 2506. 

Tennessee Valley Railroad Museum: $20,000 for restoration work on their Pullman heavyweight sleeper Maitland.

Tri-State Railway Historical Society, Inc: $15,000 for mechanical work on their ex-DL&W F3a 663.

United Railroad Historical Society of New Jersey: $15,000 for operational restoration of NYC tavern lounge car 37.

National Railway Historical Society, Washington, DC Chapter, Inc: $8,800 for rebuilding and reupholstering the cushioned seats of the banquette tables in their Pullman heavyweight Dover Harbor.

Western Maryland Scenic Railroad Development Corporation: $15,000 for restoration work on their ex-NYC grill diner 456.

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The Western Maryland Scenic Railroad announced that Chesapeake & Ohio 2-6-6-2 1309 would return to service this spring for the first time in over a year. The locomotive is expected to begin leading weekend excursions on May 3. 

WMSR spent over $3.5 million to restore the steam locomotive, one of the largest operating steam locomotives in the country, in 2020. However, in late 2023, the railroad discovered issues with its pistons — problems that had not been addressed during the previous restoration. As a result, the locomotive had to be taken out of service. Since then, shop crews have been working to return the locomotive to operation. 

Locomotive 1309 was built by Baldwin in 1949, retired in 1956, and displayed at the B&O Railroad Museum in 1972. The Western Maryland Scenic Railroad purchased the locomotive from the museum in 2014, and restoration began that summer at their shops in Ridgeley, W.Va. For more information and to donate, visit wmsr.com/donate. —Justin Franz 

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A Wichita, Kan., man has been hired as the Great Plains Transportation Museum’s first ever paid employee. Lon Smith, 62, became the museum’s executive director on March 10. Smith’s mission will be to expand the museum’s fundraising efforts and enhance the visitor and volunteer experience there. 

Smith previously held leadership roles at the Kansas Aviation Museum, the Museum of World Treasures and the Wichita Independent Business Association. 

“Everyone loves trains, and GPTM has a wonderful opportunity to enhance the experience guests have at a hands-on museum that celebrates the terrific history and current-day importance of the region’s railroads,” Smith said in a press release. “Being centrally located in Old Town, and having a railroad mainline adjacent to the museum, we have the unique ability for visitors to experience both historical and current trains and railroading. We will explore a myriad of ways to enhance that experience and attract more visitors to the downtown/Old Town area.”

The museum was founded in 1983 and has a number of locomotives and rail cars on display, including Santa Fe FP45 93 (which is currently being restored to its historic warbonnet scheme) and Santa Fe 4-8-4 3768.

For more information, visit gptm.us. —Railfan & Railroad Staff

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Reading Company 4-8-4 2100 was fired up for the first time on April 3 and 4, following a decade-long restoration in Cleveland. The test fire marked the first time the locomotive had been under steam since the early 2000s, representing a major step forward in the effort to bring the locomotive back to the main line. 

“After nearly ten years of dedicated volunteer and professional labor totaling more than $1.6 million dollars and countless unexpected obstacles, we’ve done it,” said American Steam Railroad Preservation Association Rob Gardner. “Ten years ago, none of us expected that it would take this long to get here, but we have stayed the course the entire way, being sure that no corners were cut and every detail addressed appropriately.”

During the test, the locomotive’s boiler, piping, and water delivery systems were evaluated with the assistance of contractors and volunteers. With a successful test fire completed, the group is now focusing on running gear work and final assembly. This will include a fresh coat of paint, honoring the American Freedom Train livery worn by sister locomotive 2101 in the 1970s. For this, Reading 2100 will also receive a new number, 250, to commemorate the country’s 25th anniversary in 2027. Forrest Nace, ASR treasurer and volunteer, stated that if the group can raise $139,050 over the next few months, they will be able to start break-in runs before the end of the year. 

Reading 2100 was built in the railroad’s own shops in September 1945 by essentially expanding an existing Baldwin 2-8-0. The locomotive ran into the 1960s. In 1975, it and its sister locomotive, 2101, were purchased by Ross Rowland. Locomotive 2101 was restored for the American Freedom Train while 2100 served as a parts source. Locomotive 2100 was briefly restored in the 1980s before moving to Ontario and then Washington State, where it briefly ran in the 2000s. In 2015, the locomotive was moved to Ohio to be restored by ASRPA. 

Donations can be mailed to the American Steam Railroad Preservation Association, 2800 W. 3rd St, Cleveland, OH 44113, or made online at www.americansteamrailroad.org. —Justin Franz 

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The Adirondack Railway Preservation Society has acquired a former New York Central C-430 locomotive from the Western New York & Pennsylvania Railroad. 

WNY&P 430 was built in 1967 as NYC 2050. It later worked for Penn Central, Conrail, and the New York, Susquehanna & Western before ending up on the WNY&P. The Adirondack operates on 100 miles of former NYC trackage, meaning it will be right at home.

“We’re excited to see the 430 go to a great home. It’s neat to see the former NYC engine head to its old stomping ground and continue to operate. We’re glad we could find a way to make it happen,” said Bob Babcock, CEO of the Livonia Avon & Lakeville family of railroads, which includes the WNY&P.

“We are excited about the opportunity to acquire this high-horsepower locomotive at a time when we have begun to operate longer trains over a longer distance. We deeply thank Mr. Babcock and the WNY&P Railroad for making this possible. It is indeed a ‘game changer,’ and it is even more exciting to have this former New York Central ALCO back on its home rails,” said Frank Kobliski, President of ARPS and its subsidiary Adirondack Railroad.

The Adirondack Railroad hopes to have the locomotive in service before summer. —Justin Franz 

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CPKC has sold the Panama Canal Railway Company to APM Terminals, an independent division of shipping giant A.P. Moller-Maersk. 

The Panama Canal Railway offers ocean-to-ocean freight and passenger services along the Panama Canal and has operated as a 50-50 joint venture between CPKC subsidiary Kansas City Southern and Lanco Group/Mi-Jack since 1998. The terms of the transaction were not revealed. 

The 47-mile railroad was built in the 19th century but fell into disrepair during the 20th century. In the 1990s, the Republic of Panama awarded a contract to KCS to reconstruct the railroad and utilize it for intermodal transport. 

“We are pleased to have completed this transaction with APM Terminals, a part of A.P. Moller-Maersk, a key strategic partner of CPKC’s and major customer of the Panama Canal Railway Company,” said Keith Creel, CPKC President and Chief Executive Officer. “The sale of this non-core asset creates value for our shareholders and reflects our commitment to optimize our assets as we focus on growing our core North American rail business through our unrivaled three-nation network connecting Canada, the United States and Mexico.” 

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Massachusetts’ Edaville Family Theme Park has been sold, and its amusement rides will be auctioned off this spring. However, the narrow gauge railroad that has circled the park since the 1940s is expected to remain in operation. 

Edaville was founded by Ellis D. Atwood in 1947 after he purchased all the equipment he could find from the recently defunct Maine two-footers. Initially, Atwood planned to use the narrow gauge trains for his extensive cranberry bog operations, but people kept showing up asking for rides. By the 1950s, Edaville had transformed into a full-fledged tourist railroad. The railroad operated until the 1990s when the equipment returned to Maine to form the core of the Maine Narrow Gauge Railroad Co. & Museum. In 1999, Jon Delli Priscoli reopened the park after leasing it from the Atwood family. 

Following the pandemic, the park was put up for sale, and its future looked uncertain. However, in 2022, the railroad announced that two new individuals would take over the operation: Shervin B. Hawley, managing partner from Sudbury, Mass., and Brian Fanslau, operations partner from Alna, Maine. Fanslau also manages Maine Locomotive & Machine Works, which rebuilds locomotives and cars and has performed extensive work with narrow gauge equipment. Over the last three years, Fanslau and Hawley have operated the railroad, primarily during the holiday season when the park transformed into a festive holiday wonderland. 

In late March, it was announced that the property had been sold to King Richard’s Faire, a nearby Renaissance fair typically held in the fall that had lost the lease on its previous location. Edaville’s numerous amusement rides will be sold to make way for the fair. However, Fanslau stated that the new owners have expressed interest in retaining the railroad, and he is optimistic that it will operate during the holiday season as it has in the past. 

While the narrow gauge equipment will stay on the property for now (most notably Monson Railroad 0-4-4T 3 leased from Maine Narrow Gauge in Portland), some standard gauge equipment is being moved off-site. Among them is Wolfeboro Railroad 2-6-2 250, which is being relocated to the Grafton & Upton Railroad. —Justin Franz 

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Amtrak officials said they would be able to restore its Cascades service between Eugene, Ore., and Vancouver, B.C., by the end of the week after sending 14 Amfleet cars west. The equipment shuffle comes days after the railroad pulled 70 Horizon cars from service after discovering corrosion issues on several of them. 

The decision last week to withdraw the cars from service disrupted operations nationwide, especially the Cascades, Hiawatha, and Borealis services. The Horizon cars were produced by Bombardier between 1988 and 1990 to supplement the Amfleet I fleet. It remains unclear how long these cars will stay out of service and what kind of plan Amtrak is formulating for their repair.

Immediately after the cars were taken out of service, passengers with tickets for the impacted trains had to ride buses instead. The Borealis was restored within a few days by removing Superliners from long-distance trains. Amtrak also sent 14 Amfleet cars west to Seattle for use on the Cascades. These cars have been added to the Empire Builder consist for movement to the West Coast. The first Amfleet set was expected to enter service on the route on Tuesday, and by the end of the week, all trains would be operating normally (albeit with a shorter consist than usual). The Hiawatha has been using Venture cars that were pressed into service, although officials indicated that they still do not have enough to cover the entire schedule, so some trains are being replaced with buses. 

The Downeaster between Boston and Brunswick, Maine, also lost some Horizon cars and has had to sacrifice some of its normal Amfleet cars to be sent west. As a result, that train is running with shorter consists. —Justin Franz

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Norfolk & Western Class A 2-6-6-4 1218 has been added to the National Register of Historic Places and designated a Virginia Historic Landmark, the Virginia Museum of Transportation announced on March 31. 

Locomotive 1218 was built by the N&W at its East End Shops in Roanoke, Va, in the spring of 1943. It was used in freight service until 1959. In the early 1960s, it was acquired by preservationist F. Nelson Blount for his Steamtown collection. In 1971, it was moved to the Roanoke Transportation Museum, where it was on display for more than a decade. In 1985, it was acquired by Norfolk Southern for its steam program and led excursions from 1987 until 1991, when it was scheduled to undergo an overhaul. That overhaul was never completed after NS canceled the steam program at the end of 1994. The locomotive was later transferred to VMT, where it remains on display. 

“We are thrilled to see the N&W 1218 recognized for its historical significance,” said Mendy Flynn, executive director of the Virginia Museum of Transportation. “This designation acknowledges the role that the Norfolk & Western Railway played in shaping the economic and industrial landscape of Virginia and the United States. The 1218’s inclusion on the National Register ensures that future generations will continue to learn about and appreciate this extraordinary piece of American history.” —Justin Franz 

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The group restoring Oregon Railroad & Navigation 4-6-2 197 announced recently that work on the locomotive’s boiler was “95 percent” complete and that new tubes and flues were on the way for installation. 

OR&N 197 is owned by the City of Portland and is currently cared for by the Friends of OR&N 197 at the Oregon Rail Heritage Center. The locomotive was built in 1905 for OR&N, which eventually was taken over by Union Pacific. Under UP ownership, the locomotive was renumbered 3203. The locomotive ran until it was retired in 1958 and was put on display at Portland’s Oaks Park along with two 4-8-4 locomotives: Southern Pacific 4449 and Spokane, Portland & Seattle 700. The locomotive was removed from the park in 1996. In the decades since a small group of volunteers has been working to restore the locomotive. In 2023, that effort was kicked into high gear thanks to a matching grant from the “UP in Smoke Foundation.” The group is presently halfway to its fundraising goal. As part of the renewed effort, FMW Solutions was hired to assist with the restoration, most notably the boiler. 

When restored, locomotive 197 will be an ideal addition to the operating fleet at the Oregon Rail Heritage Center. In 2023, the museum began offering more frequent steam excursions on the nearby Oregon Pacific Railroad, in addition to its popular Holiday Express rides in the winter. For years, ORHC used the two 4-8-4s for short trips, but railroad officials have asked that the use of the heavy Northerns be limited to preserve the track.The locomotive is also ideal for ORHC because of its connections to the region, in fact, the locomotive was long assigned to the Portland area. 

For more information and to learn how to donate to the restoration, visit the Friends of OR&N 197’s website or Facebook page. —Justin Franz 

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Amtrak President Roger Harris

Amtrak’s leadership is exploring ways to cut costs, including evaluating the size of its management team, in response to a political environment seemingly hostile toward publicly funded passenger rail. 

On Thursday, Amtrak President Roger Harris emailed employees that the railroad would consider ways to reduce costs in the coming weeks, including cutting the number of management positions within the company. In a statement provided to Railfan & Railroad, an Amtrak spokesperson confirmed that the railroad was indeed tightening its belt.

“Given the current environment, the Executive Leadership Team and the Board have determined that we must act now,” the statement read. “We will do this by examining our costs, including the size of our management staff, in a proactive and controlled way. In addition, we will be more selective in starting new projects and will look harder for efficiencies and innovative ways to address the problems and opportunities we face.”

The railroad did not provide specifics about any potential cuts. However, it seems that at least one management position will remain unfilled, that of former CEO Stephen Gardner. Gardner resigned on March 19 under pressure from the Trump administration. In the week since, Harris has assumed all executive duties, and there has been no indication that the Amtrak board will fill the CEO position.

While Congress has not yet outlined what it plans to appropriate to Amtrak in the next fiscal year, it’s likely to be dramatically less than what it has received in the past — if anything. In 2020, the Trump administration proposed eliminating federal funding for long-distance trains, and more recently, Republicans in Congress have called for eliminating all government support for Amtrak. Earlier this month, billionaire and presidential advisor Elon Musk said the government should privatize the national passenger carrier. Amtrak pushed back on that idea, noting that it was created in 1971 after most private freight railroads gave up on passenger service. —Justin Franz 

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Illinois’ Regional Transportation Authority is warning of “doomsday” cuts to transit and commuter rail services throughout Chicagoland if the state’s General Assembly does not take action in the coming weeks. The RTA, which oversees the Chicago Transit Authority subway, Metra commuter, and Pace bus services, is facing a $770 million budget deficit. If the legislature does not act quickly, the agencies will have to start reducing services. 

“This isn’t just a transit crisis—it’s a regional emergency,” said RTA Executive Director Leanne Redden. “If the General Assembly does not act this spring, hundreds of thousands of Illinoisans will wake up in 2026 without a way to get to work, school or medical appointments with continued uncertainty in future years about their transit services. This doomsday scenario can still be avoided as long as our state partners vote to fully fund transit operations before it’s too late.”

Four of the CTA’s eight rail lines could be suspended, leading to the closure of 50 stations. Metra would need to reduce service by 40 percent, which means eliminating early-morning and late-night trains. Lines like the BNSF connecting downtown Chicago and Aurora could experience a reduction, cutting its 91-train schedule in half. Metra would also have to suspend service completely on the Metra Electric Blue Island Branch. —Justin Franz 

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