Railnews from Railfan & Railroad Magazine

BNSF Railway and Metra signed a new 10-year agreement to continue having the Class I freight carrier provide passenger service on Chicagoland’s busiest commuter route. 

The former Chicago, Burlington & Quincy route between Chicago and Aurora, Ill., known as the “BNSF Line” to commuters, is the last route on Metra that is operated by a freight carrier under contract. Until last year, the three ex-Chicago & North Western routes were operated by Union Pacific, but the freight carrier withdrew from that agreement. 

The new agreement between BNSF and Metra began on April 1 and includes an initial five-year term. The contract automatically extends for another five years unless either party elects to terminate the agreement. 

“BNSF is proud to continue our long‑standing partnership with Metra through this new agreement, which strengthens a relationship built over decades of collaboration,” said BNSF Assistant Vice President of Passenger Operations Jim Tylick. “Just as our freight network keeps goods moving across the country, we believe passenger rail plays a vital role in keeping people connected to the places and opportunities that matter most. We’re excited to continue shaping the future together with Metra through sustainable transportation solutions.”

BNSF also operates Metrolink commuter trains in California and Sounder in Washington state. Until earlier this year, it also operated Northstar in Minnesota. 

—Justin Franz 

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by Jordan Rein/photos by the author

Change was in the air on a crystal-clear September day in 2020 as I set out on what I knew would be my “final” Wisconsin & Southern chase while living in Madison, Wis. The moment felt bittersweet. After eight years at the University of Wisconsin–Madison earning both a B.S. and a Ph.D. in engineering, I was ready for the next chapter — yet reluctant to leave behind the place, and the railroad, that had framed so much of that journey. When I first arrived in Madison in August 2012, I was equal parts excited and anxious about what lay ahead. The years that followed brought opportunity, stress, challenge, and ultimately, growth. Through it all, WSOR was there, threading its way past campus and into my daily routine.

As I reflected that September afternoon, it struck me that the railroad had been evolving, too. Shortly after I arrived, Watco Companies assumed full control of WSOR, ushering in its own period of uncertainty and transition. Over the next eight years, the railroad adapted, overcame obstacles, and gradually found its footing. What I did not yet realize, as I chased trains that day, was that even more significant changes were just ahead — changes that would reshape the look and feel of Wisconsin & Southern for the decade to come.

ABOVE: The 14-story Engineering Research Building overlooks the University of Wisconsin campus as Madison–Boscobel Train T007 heads west on May 5, 2016. Madison sits on an isthmus between Lake Mendota (left) and Lake Monona (right), with the state capitol centered on the skyline.

A Hard Road to Success
Change is nothing new for WSOR. The railroad itself emerged from the sweeping upheaval that reshaped the industry in the decades leading up to the 1970s. Years of heavy regulation and declining traffic left many carriers in a fragile financial situation. When a stagnant economy, high inflation, and rising energy and labor costs compounded those pressures, several were pushed past the breaking point. For The Milwaukee Road, that moment arrived on December 19, 1977, when it entered its third and final bankruptcy.

In an attempt to return to solvency, the trustees planned to trim the railroad down to a core system, shedding hundreds of miles of low-volume branch lines; almost 600 of those miles were in the state of Wisconsin alone. This plan alarmed business groups and local and state governments, as large areas would lose their only rail connection, possibly crippling local industry.

ABOVE: A pair of mallards splash down on Lake Monona as a Chicago-bound grain train enters Madison from the Prairie Subdivision on April 25, 2019. The WSOR goose logo nods to nearby Horicon Marsh, where the railroad began operations on July 1, 1980.

In response to this crisis, the state legislature passed the Rail Preservation Act and several additional statutes in 1977. These new laws allowed the Wisconsin Department of Transportation (WisDOT) to acquire rail property, the state to issue grants for rail improvements, and for the formation of Rail Transit Commissions (RTC). These commissions could be created by local governments to maintain and operate the railways, providing communities agency to preserve rail lines they deemed important.

In early 1980, the East Wisconsin Counties Rail Consortium (EWCRC) was created to administer a cluster of branch lines fanning out of Horicon toward Milwaukee, Oshkosh, and Cambria. By April 1980, EWCRC contracted with an outside company to operate the railroad. And on July 1, 1980, the newly formed Wisconsin & Southern began operations based in Horicon.

ABOVE: Train T003 rolls east at track speed on newly installed welded rail, passing St. Theresa Catholic Church in Eagle on May 21, 2023. GP-type locomotives from the Northern Division often handle weekend T003/T004 assignments when they are not needed at Horicon.

During its first decade, WSOR showed growth opportunities with improved service and infrastructure. However, economic challenges of the early 1980s and a financially constrained parent company prevented the railroad from fully realizing this growth. That changed in 1988 when Milwaukee area entrepreneur Bill Gardner purchased WSOR outright.
Gardner, who already owned a railcar repair business, recognized that more capital was needed to achieve growth. He began heavily investing in the railroad with increased marketing, motive power, and freight cars. By 1992, WSOR had quadrupled carloads. Within a little more than a decade, the branch lines out of Horicon went from the brink of abandonment to blossoming into a young, yet successful operation.

The same success could not be said for all RTCs in the state. Many state-owned or subsidized lines went defunct. On the brink of extinction was a cluster of lines fanning out of Janesville and Madison administered by several independent RTCs. For the first half of the 1980s, these lines saw a revolving door of operators that failed to stay solvent.

ABOVE: Train T004 passes Whitewater depot on January 29, 2019. WAMX 4219, an ex-CP SD40 delivered in Watco’s black and yellow scheme, was later repainted into the railroad’s newer “V” paint design.

The next operator stepped through the door on January 31, 1985, when Wisconsin & Calumet (WICT, nicknamed “the Wicket” by railfans) began operations over a core segment of the southern Wisconsin RTC lines. WICT took a slower approach to growth, reopening lines when customers could guarantee enough carloads to support operations. Over time, WICT carefully expanded, and by 1989, most of the southern Wisconsin RTC routes were reopened.

Gardner saw another opportunity for growth in August 1992 and purchased WICT. The original WSOR became the “Northern Division” while WICT became the “Southern Division.” Now, several independent RTCs were coordinated by a single operator with a strong footing. While there were growing pains with the WICT purchase, the new addition provided an incredibly valuable link to Chicago that would be a major catalyst for WSOR’s growth.

Throughout the 1990s and into the 2000s, WSOR continued to grow, increasing carloads and acquiring new lines around Madison and Milwaukee. By 2010, WSOR was 30 years old and had grown into a successful regional railroad. Through the action and support of Wisconsin’s local and state governments, along with private investment having a long-term vision of growth, meager carload-generating branch lines on the brink of abandonment were revitalized to become important links in the local economy…

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by David P. Ori/photos as noted

Being an ardent Baltimore & Ohio fan growing up during the 1970s, I had always dreamed of riding one of Chessie System’s hottest trains. I became a fan of the railroad in 1971 when I first visited B&O’s Cleveland Subdivision in my hometown of Parma, Ohio. There, I would witness the passage of the daily road freight, Cleveland 294, from Willard; the CL (Cleveland–Lester) Local; and occasional empty and loaded coal trains operating between Cleveland and Holloway, Ohio. At night, I would hear Cleveland 297 as it made its way out of the Cuyahoga River Valley en route to Willard. Before long, I got to know the crews operating those trains and got occasional cab rides, along with my good friend Terry Chicwak.

When I began driving in the mid-1970s, with my 1970 Oldsmobile Cutlass S, I was able to broaden my railfan horizons and visited hotspots like Sterling, Ohio, and B&O’s hub at Willard, Ohio. At Sterling, my friends and I would spend several hours with the tower operator and gain knowledge about main line operations. Sterling is where the former B&O Baltimore–Chicago main line crossed the former Erie Lackawanna Jersey City, N.J.–Chicago main at grade.

ABOVE: Road Foreman of Engines Ray Shields prepares to board the Baltimore–Chicago Trailer Train at New Castle Junction, Pa., on December 2, 1982. —David P. Ori

Train activity was heavy prior to the formation of Conrail in April 1976. By 1978, Conrail diverted through trains off the former EL main line onto other former Penn Central routes. During the daylight hours, such named trains as the Baltimorean, Chicago-Philadelphia Trailer Train (aka “Jet”), Chicagoan, Pittsburgher, and Shore Line 49 would roll by the classic two-story tower. I would listen to the operator “OS” (noting the passage of a train “on-sheet”) the trains past Sterling with the Akron Main Line Dispatcher and listen to the operators along the Akron Division at such places as RX at Willard, GN at Greenwich, HN Tower at Newton Falls, Ohio, and OA Tower at New Castle Junction, Pa., for train mark-ups.

After acquiring a Pentax K-1000 SLR camera upon high school graduation in 1978, I started to hone my photography skills and began recording the Ohio rail scene on slide film. With camera in hand, I began visiting other towers along B&O’s Akron Division including RN Tower at Ravenna, Ohio, HN Tower at Newton Falls, and UN Tower at New Castle Junction. There, I would get line-ups on the various trains operating on the division. If the action was slow, I would hang out in the towers and talk with the operators. In 1982, I got invited to tour the Akron Division dispatcher’s office in downtown Akron. There, I was able to gain extensive knowledge about division operations by sitting with the dispatchers at the various dispatchers’ desks within the facility.

ABOVE: Operator Dan Schaub greets the Allegheny as it accelerates east past Sterling Tower on July 11, 1987. Originally known as RU Tower for Russell, Ohio, the interlocking once governed the crossing of EL’s Chicago–Jersey City, N.J., main line and Baltimore & Ohio’s Baltimore–Chicago route. —David P. Ori

Piggyback Service
In July 1954, B&O established piggyback service to 12 cities on its 13-state system. Referred to as “Tofcee” (making a pronounceable word from TOFC, the abbreviation for trailer-on-flat-car) Service, it was greatly expanded in 1956 to serve 32 cities. Tofcee trailers were originally painted blue with orange lettering and moved on various trains including B&O’s famous Timesavers. During the early 1960s, piggyback business continued to grow at a rapid pace. In 1965, B&O’s Piggyback Department established all-solid piggyback trains called “Trailer Jets.”

The first pair of trains, the Manhattan Trailer Jet and St. Louis Trailer Jet, began operating on the Cumberland–East St. Louis main line via Cincinnati. A few months later, the New York Trailer Jet and Chicago Trailer Jet were established and began operating between Jersey City and Chicago via Pittsburgh. As volume rose from the Chicago Gateway, the Baltimore Jet was established as a scheduled train in late 1965, handling Washington and Baltimore trailer business as well as high-priority traffic such as perishables and meat.

ABOVE: Converted to a rail-to-truck terminal in 1967, Forest Hill Yard served as Chessie System’s Chicago intermodal hub. With dispatcher clearance, the Chicago–Philadelphia Trailer Train departs with 43 cars on December 3, 1982. —David P. Ori

Due to the severe recession of 1974–1975, intermodal operations were suspended on Chessie System. In late 1976, business conditions improved with Chessie’s Intermodal Department re-establishing service between Chicago and Philadelphia. The Chicago–Philadelphia Trailer Train (CPTT) operated on a 31-hour schedule between Forest Hill Yard at Chicago and East Side Yard at Philadelphia. Its counterpart, the Chicago Trailer Train (CHTT), operated between Philadelphia and Forest Hill Yard.

By 1981, trailer business grew substantially between Chicago and the East Coast. As a result, Chessie System inaugurated a pair of new trains, the Baltimore Trailer Train and Baltimore-Chicago Trailer Train. At Fostoria, Ohio, these trains made connections to the Toledo–Lima Trailer Train and Lima–Toledo Trailer Train, respectively.

Ticket to Ride
After reading Mark Perri’s “Follow That Jet” in the May 1982 issue of Railfan & Railroad, I was inspired to propose a similar adventure — riding two of Chessie’s hottest trains, the Baltimore–Chicago Trailer Train (BCTT) and the Baltimore Trailer Train (BLTT). Bob Reid of Rails Northeast approved the idea, and with the help of Lloyd Lewis, Chessie’s manager of news and community affairs, I secured permission from the vice president of operations. The plan was simple — board the BCTT at New Castle, ride west to Chicago, then return east the following evening on the BLTT, with friends Terry Chicwak and Mark Perri photographing our daylight run between Willard and New Castle.

ABOVE: After a 60 mph run across the Akron Mainline Subdivision, the Baltimore Trailer Train rolls into New Castle Junction on September 20, 1981. Here, the train receives a new crew and brake test before continuing east to Cumberland and Baltimore. —David. P. Ori

And Away We Go
On December 2, Assistant Chief Dispatcher Al Ferrise calls to report the BCTT has three Toledo, Ohio, set-outs and 57 through cars for Chicago, with a 1:40pm arrival at New Castle. After gathering my gear and picking up a lineup in Akron — “The Rabbit” manifest and a pair of Grain Pikers are among the expected moves — I head east.

At New Castle, demolition crews are dismantling the old OA Tower, its operator now relocated to the Terminal Service Center. Inside the yard office, I meet Road Foreman Ray Shields, who will ride the cab to Willard. The OA operator confirms the BCTT is on time. Outside, a Western Maryland unit in red and white circus paint switches grain hoppers while the Buffalo–Rochester crew call UN Tower for departure clearance…

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As spring settles in and summer approaches, many of us begin planning vacation time. Today, that often means road trips or flights, but many of the foundations of tourism in North America were shaped by the railroads. Consider the sightseeing tour. As early as the 1840s, railways promoted travel not just as a fast and comfortable way to get from place to place, but as an experience in itself — an opportunity to take in the landscape along the way. Even the first transcontinental route, the joint Central Pacific-Union Pacific line between the Midwest and California, was marketed in these terms. One advertisement suggested that a journey over the Rocky Mountains by rail was ideal for “travelers for pleasure, health, or business.”

By the end of the 19th century, many railways relied heavily on tourism and pleasure travel as a means to sell tickets. Perhaps nobody did it better than Atchison, Topeka & Santa Fe, whose marketing materials leaned into selling the landscape itself, from Monument Valley; to the Grand Canyon; to the orange groves, palm trees, and surf of Southern California. Even Santa Fe’s architecture was styled to be picturesque and romantic, recalling both pueblo settlements and the Spanish colonial past. Santa Fe was also known for its hospitality, thanks in large part to its partnership with Fred Harvey Company. Across the railroad’s major stops, Harvey-operated lunchrooms, dining rooms, and even full-service hotels catered specifically to Santa Fe passengers.

Santa Fe was hardly alone in promoting tourism or investing in hospitality. In the East, perhaps the best-known example is the Greenbrier, a sprawling resort in the mountains of West Virginia opened by Chesapeake & Ohio in 1913. North of the border, Canadian Pacific stands as an unmatched example. Its grand hotels — including the Château Frontenac in Quebec City, Château Lake Louise in Banff, and the Empress in Victoria — remain world famous.

Today, many of these hotels still stand, but most are no longer owned or operated by the railroads. There are several reasons for this. In some ways, the success of the railways themselves reduced the need for company-owned hotels. When Northern Pacific reached its western terminus at Portland, Ore., in 1883, the railroad found it necessary to build a grand hotel. By the early 20th century, however, Portland — thanks in large part to the railroads — had grown into a major city with an abundance of lodging options.

Even in smaller communities, advances in rail technology diminished the need for such facilities. Faster schedules and more comfortable, affordable sleeping car service meant fewer overnight stops, while the rise of automobile travel and aviation in the early 20th century only accelerated the trend. By the 1950s, companies like Fred Harvey were closing or selling off their properties. While it is still possible to stay at the flagship La Fonda in Santa Fe, it is no longer a Harvey House, nor part of the railroad world. Even so, a stay in a former railway hotel remains a treat because many were built with a grand sense of style and a strong connection to place.

But what if you wanted more? What if, this summer, you wanted not just to stay in one of these hotels, but to own one? Recently, the Izaak Walton Inn — opened by Great Northern in 1939 on the southern edge of Glacier National Park — was offered for sale. For just under $18 million, you could reserve accommodations in a 70-room inn and, perhaps, enjoy a permanent vacation.

—Alexander Benjamin Craghead is a transportation historian, photographer, artist, and author.

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Amtrak announced April 15 that it had issued a formal request for suppliers to build a new fleet of long-distance passenger cars to replace its aging Superliners. The request comes a month after Amtrak decided it would not replace its fleet of long-distance cars — mostly used on Western routes — with bi-level Superliners.

Amtrak hopes to select a builder by the end of 2027. The railroad anticipates ordering more than 800 cars to replace those on 14 different routes.

“Our customers deserve the best, and this new fleet will move us full speed ahead into a new era of American rail travel,” said Amtrak President Roger Harris in a video shared by Amtrak as part of the announcement.

The video showed renderings of what Amtrak hopes the new cars will look like from the inside, although officials note that the designs are still early. Amtrak hopes to start putting the new fleet in service sometime in the 2030s. —Justin Franz 

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Two well-known 4-8-4 locomotives will lead excursions in June and July in Virginia and Minnesota, giving railfans a rare chance to ride behind and see these mainline locomotives in action.

 In June and early July, Norfolk & Western J Class 611 will return to the Buckingham Branch Railroad and its excursion arm, the Virginia Scenic Railroad. The locomotive will lead excursions for two weeks out of Staunton from June 12 to the 21. Then it will move from Staunton to Louisa for another two weeks of trips, from June 26 to July 5. Exact prices and schedules are expected to be shared in the coming weeks. All trips are expected to last 90 minutes. Visit the Virginia Scenic’s website for more information. 

Two weeks later, Milwaukee Road S3 class 261 will lead a series of excursions on the Twin Cities & Western on the weekend of July 17 to 19. Friday’s excursion will run out of Chanhassen, Minn., and last about six and a half hours. Sunday’s trip will also be six and a half hours and run out of Montevideo. On Saturday, three trips will be made out of Montevideo, with departures at 9:30 a.m., 12 p.m., and 2 p.m. More information can be found online. 

The summer of 2026 is turning into a big one for main line steam. Earlier this month, Reading & Northern announced that Reading Company 2102 and Union Pacific 4014 would be running in Pennsylvania at the same time.

—Railfan & Railroad Staff

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Pulse of the Continent, a new documentary about CPKC’s historic “Final Spike Steam Tour,” made its online debut this week to mark the third anniversary of the Canadian Pacific-Kansas City Souther merger. The star of the film is Canadian Pacific H1b 4-6-4 2816 and her crew, which made an impressive 76-day, nearly 10,000-mile journey from Calgary to Mexico City and return in 2024. 

CPKC restored the locomotive to service to celebrate the one-year anniversary of CP and Kansas City Southern. The 2024 trip was historic for several reasons: 2816 became the first steam locomotive to visit Canada, the United States, and Mexico; it was the first main line steam locomotive to run in Mexico since the 1960s; and at 10,000 miles, the tour will likely be remembered as the longest steam excursion featuring a single locomotive. 

Since the locomotive returned to Calgary, it has been stored at CPKC headquarters, and the railroad has been tight-lipped about its future. However, sources close to the railroad say the locomotive is well cared for, and its appearance at a film festival in Calgary last fall under steam suggests that CPKC isn’t finished with the 95-year-old locomotive just yet.

Locomotive 2816 was built by the Montreal Locomotive Works in 1930. The locomotive ran in regular service until 1960, when it was retired and eventually sold to F. Nelson Blount, the founder of Steamtown. In the 1990s, it was reacquired by CP and restored to service in 2001. The locomotive ran for about ten years before being placed in storage in 2012.

—Justin Franz 

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A bridge on the South Central Florida Express, the common carrier short line owned by U.S. Sugar, burned in early April, forcing the suspension of freight service on the line and a planned excursion behind 4-6-2 148. The bridge near Palmdale caught fire on April 6. The cause of the fire is under investigation by local law enforcement. 

The bridge is not far from the home base of “Sugar Express,” U.S. Sugar’s excursion operation. The fire forced the cancellation of an excursion behind 148 that had been scheduled for April 25. However, railroad officials said they have already begun to work with a bridge builder, and were confident enough to reschedule the excursion for May 30. Those who had tickets for the April 25 “Lake Placid Limited” were refunded.

—Justin Franz 

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TriMet’s “trailblazing” Type I LRVs that helped establish light rail service in Portland, Ore.,  in the 1980s will be retired this month. As of this writing, only a handful were still on the active roster, but were not regularly in service. TriMet is planning a “Goodbye, MAX Type I” event for April 18, which will likely include a last run for the iconic cars. 

TriMet purchased 26 Type 1 cars from Bombardier. The cars were based on cars used overseas. While Bombardier tried to market the cars elsewhere, they were the only ones ever built and became the backbone of TriMet’s fleet for nearly four decades. TriMet began retiring the cars a few years ago as new Siemens S700s (known as Type 6s on TriMet) began to arrive on the property. Car 101 was donated to the Oregon Electric Railway Museum in the summer of 2025. 

—Justin Franz 

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The Wichita Great Plains Transportation Museum is converting a former Santa Fe baggage car into a multi-use space to host meetings, parties and other events, providing the nonprofit with a new and consistent income stream.

The car was donated to the museum by Amtrak in 2020, and officials hope to have it available for events by the end of the year. The first order of business has been to replace the car’s roof; that project will be followed by the installation of an HVAC system.

“Providing the community with a railroad-themed venue downtown for various types of gatherings is mutually beneficial to the Great Plains Transportation Museum, the city of Wichita, Old Town and those parties seeking a unique place to hold an event,” museum President Heather Gatton said. “We’re excited about the prospect of adding value to the downtown area, especially amid ongoing investment in business, residential and commercial enterprises.”

The Great Plains Transportation Museum was established in 1983 to preserve the history of railroading in the region, dating to the 1870s.

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A partnership between a nonprofit railroad heritage group and an Ohio short line will bring a Norfolk & Western SD40-2 to home rails this spring.

The Kentucky Steam Heritage Corp. is leasing KSHX 6162 to Cincinnati Eastern Railroad, which operates the former N&W main line between Cincinnati and Plum Run, Ohio. Known locally as the Peavine Line, the route is famous for its winding curves and challenging grades and was historically part of N&W’s Cincinnati District. The locomotive left Kentucky Steam’s campus in Irvine, Ky., on March 5 and arrived in Ohio a few days later. It is expected to enter service in the coming weeks.

“This partnership has been several months in the making, and we’re excited to see it come together,” said Thomas Bookout, a board member of the Kentucky Steam Heritage Corp. “There’s something especially fitting about a former Norfolk & Western locomotive returning to work on a former N&W main line. The Peavine is known for its winding curves and demanding grades, and the SD40-2’s 3,000 horsepower will be put to good use hauling freight over that territory. Just as important, this lease allows the locomotive to generate revenue that will help fund its own maintenance while supporting Kentucky Steam’s long-term preservation mission.”

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The Western Forest Industries Museum, operator of the Mt. Rainier Scenic Railroad, has purchased a 3.6-acre plot and a more than 10,000-square-foot building that will serve as its new restoration facility and office space.

The St. Regis Paper Company built the facility in 1955, and it was later owned by the Muarry Pacific Corporation, founded by Tom Murray, who also founded the Mt. Rainier Scenic. The facility was used by other logging companies over the years, but is now owned by the nonprofit museum. The acquisition of the property, and particularly the building, will allow the railroad to move its heavy restoration and maintenance work into the new space, and turn the existing space into a public museum site. Currently, restoration capacity is limited, with work constrained to a single locomotive and critical materials stored in shipping containers. The new facility will provide space for multiple restoration projects, organized parts storage, a vehicle repair bay, machine and carpentry shops, and dedicated office and meeting space.

“This is a meaningful moment for us,” said Bethan Maher, Executive Director. “We are gradually bringing back together pieces of the landscape that defined Tom Murray’s logging operations, now with the purpose of preservation, education, and public access.”

—Justin Franz 

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A GP7 locomotive, acquired from the Aberdeen & Rockfish Railroad—a family-owned North Carolina short line established in 1892—is now part of the collection at the North Carolina Transportation Museum. The locomotive, which was donated by the railroad, is expected to arrive at the museum in Spencer, N.C., soon. 

Purchased new by A&R in 1951, GP7 205 is a prime example of a first-generation EMD. The engine was never sold or leased, and spent its entire working career running between Aberdeen and Fayetteville. 

“This donation represents far more than the transfer of a locomotive—it is the preservation of a living chapter of North Carolina’s railroading story,” museum officials wrote. “The museum is deeply grateful to the Aberdeen & Rockfish Railroad for entrusting us with this important piece of their heritage. GP7 205 will stand as a testament to the A&R’s legacy and to the enduring impact of short line railroads on the economic and cultural fabric of North Carolina.”

—Justin Franz 

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Union Pacific 4-8-8-4 “Big Boy” No. 4014 and Reading Company 4-8-4 No. 2102 will lead simultaneous excursions on the Reading & Northern Railroad in June in what is being billed as the “most fantastic railfan event of the 21st century.”

UP 4014 will be in Pennsylvania in June as part of the locomotive’s East Coast tour to celebrate the 250th anniversary of the Declaration of Independence. So far, UP has not offered a detailed schedule, except that the engine will visit Chicago, Buffalo, New York, and Scranton, Pa., before arriving in Philadelphia for Independence Day. On June 14, the locomotive will lead a one-way trip over the R&N from Nesquehoning to Pittston, Pa., as part of a fundraiser for the Union Pacific Railroad Museum.

That same day, Reading 2102 will lead another excursion from the Nesquehoning Regional Railroad Station to Pittston and return via Lehigh Gorge. That excursion, plus additional ones on June 14, July 1 and July 2, are all expected to meet or pass UP 4014. The July 2 excursion will be led by R&N’s diesels, which are painted to celebrate the semiquincentennial.

“The most fantastic railfan event of the 21st century will occur on the Reading & Northern,” said owner and CEO Andy Muller Jr. “All are invited to join us for this event to either ride or safely follow the train. People will be required to stay a minimum of 25 feet away from all railroad tracks, which will be strictly enforced. One hundred percent safety is a must; 99 percent is not enough.”

The East Coast tour is expected to conclude on July 29.

—Justin Franz 

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The Trump Administration’s proposed Fiscal Year 2027 budget calls for major increases to military spending while slashing domestic programs — including Amtrak. According to the Rail Passenger Association, the budget request includes an increase in funding to the U.S. Department of Transportation. Still, the bulk of that money would go towards highways and airports. Transit and passenger rail would see steep funding reductions. 

The White House budget request is just that, a request, and the final budget must be hashed out with Congress. But it has a big impact on where negotiations go. 

In the budget outline, Amtrak funding would go from $2.47 billion to $2.1 billion, a 13.5 percent drop. The national network would see the biggest cuts, from $1.57 billion to $1.45 billion. The budget also calls for eliminating the Federal-State Partnership for Intercity Passenger Rail, which funds capital improvement projects nationwide and has strong bipartisan support. 

The cuts become even steeper when you factor in that money from the Infrastructure Investment and Jobs Act of 2021 is set to expire this year. 

“At a time of record highs for gas prices and airfare, the Trump Administration is proposing cuts to the intercity rail and transit programs that have been helping Americans stay connected to work, to school, and to family,” said Jim Mathews, President & CEO of the Rail Passengers Association. “This budget moves the nation in the wrong direction for affordability, mobility, and safety.”

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Sound Transit opened the world’s first floating light rail bridge across Lake Washington on March 28, connecting the agency’s two lines into a unified system for the first time ever.

For years, Seattle’s light rail system had been divided by the lake, with Line 1 connecting Lynnwood and Federal Way, and Line 2 connecting Bellevue and downtown Redmond. With the opening of the new bridge alongside Interstate 90, Line 2 now extends to downtown Seattle and Lynnwood. The extension of Line 2 along the same route as Line 1 between downtown Seattle and Lynnwood also doubles frequency at 14 stations in the busiest part of the system (one train every four minutes during peak hours).

The floating bridge was constructed in 1989. The part used by the rail line was once reversible express lanes for the adjacent highway. The first trains ran over the bridge in September 2025. Along with the bridge, Sound Transit also opened two new stations at Judkins Park and Mercer Island. 

—Justin Franz 

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The Trolley Museum of New York recently took delivery of a former SEPTA Market–Frankford Line rapid transit car, an important piece of Philadelphia transit history. Car 618 arrived at the museum in Kingston, N.Y., on March 28. 

Car 618 was one of 270 M-3 cars. Built by the Budd Company and entering service in 1960, these cars became known for their durability, distinctive fluted stainless-steel construction, and decades of reliable service carrying millions of passengers across West Philadelphia, Center City, and Frankford. Railfans affectionately nicknamed the cars “Almond Joys” due to their distinctive roof humps, which gave them a profile reminiscent of the popular candy bar. The only other surviving member of this class was recently restored to operation at the Pennsylvania Trolley Museum.

Often referred to locally as the “El,” the Market–Frankford Line is one of the oldest continuously operated rapid transit routes in the United States, with elevated and subway operations dating back to 1907. Budd-built cars such as 618 represented a major technological step forward at the time, emphasizing lightweight construction, corrosion resistance, and improved passenger comfort. The fleet remained a familiar symbol of the line until retirement following the introduction of replacement rolling stock in 1999.

While Car 618 arrived safely, several windows were unfortunately vandalized prior to preservation, and restoration work is already underway. The museum is actively accepting public donations to support the effort. For more information, visit tmny.org.

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U.S. Sugar has decided to donate an Atlantic Coast Line 4-6-2 to the Tennessee Valley Railroad Museum. U.S. Sugar acquired ACL 1504 in 2021 with plans to expand its popular Sugar Express excursion operation. After purchasing the USRA light Pacific from the City of Jacksonville, Fla., it was moved to Chattanooga for restoration by FMW Solutions, which had previously completed the restoration of ex-Florida East Coast 4-6-2 148 for U.S. Sugar. 

In March, Sugar Express announced that rising material costs and the realization that locomotive 148 was sufficient for the operation led it to decide not to proceed with restoring 1504.

“U.S. Sugar continues to provide a world-class excursion train in America’s Sweetest Town, with Steam Locomotive No. 148 serving as the Sugar Express’ primary motive power and ambassador to us here at U.S. Sugar,” said M. Scott Ogle, Railroad Superintendent of the Sugar Express. “After considering the Sugar Express’ future, we have decided that Steam Locomotive No. 148 is sufficient for meeting the overwhelming demand of guests that ride on our one-of-a-kind, scenic excursion line that traverses hundreds of miles through the core of Florida’s pristine farming communities.” 

TVRM announced it will perform a thorough evaluation of the locomotive before making any decisions about its future. ACL 1504, built by the American Locomotive Company in 1919, is the only remaining USRA light Pacific-type steam locomotive.

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The John H. Emery Rail Heritage Trust recently announced that it awarded $250,000 in grants to 20 projects across the country. 

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 on historically significant pieces of equipment. Groups can submit grant proposals until Feb. 1 each year, after which a three-person committee reviews them.

For 2026, grants were approved for the following organizations/projects: 

Adirondack Scenic Railroad: $11,100 for the rehabilitation of New York Central Railroad RS-3 locomotive 8223.

Anthracite Railroad Historical Society: $10,000 to aid in rebuilding the generator for EMD F7B unit engine 664B.

Colebrookdale Railroad Preservation Trust: $25,000 for work on Hydronic Heating for the Pullman Woodland.

Connecticut Electric Railway Association: $2,350 for the painting of the Chicago, Aurora & Elgin interurban car 303.

El Dorado Western Railway Foundation: $1,000 to assist with repairs for the ex-Placerville and Sacramento (ex-Southern Pacific) historic track.

Fox River Trolley Association: $5,000 to help with seat rehabilitation for Chicago, Aurora & Elgin interurban car 20.

Friends of S.P. 4449: $10,000 for assistance with body and vent repairs for dining car DLMX 1349.

Gold Coast Railroad Museum: $11,000 to help with roof, window, seat repairs and paint for Florida East Coast Railway Coach 136.

Minnesota Transportation Museum: $20,000 for electrical and cooling system replacements for passenger cars.

Nashville Steam Preservation Society: $45,000 for electrical components for Nashville, Chattanooga and St. Louis 4-8-4 steam locomotive 576.

Norfolk & Western Business Car 300 Preservation Society: $7,000 for window repairs for ex-Norfolk & Western Pullman Hollins College.

North Carolina Transportation Museum: $5,000 for work on the restoration of ex-Norfolk & Western combine car 1506.

Oregon Rail Heritage Foundation: $27,000 for the restoration of pistons, cylinders & crossheads for Oregon Railroad & Navigation Co. 4-6-2 steam locomotive 197.

Pacific Southwest Railway Museum: $10,000 for help with mechanical refurbishment and restoration to the original appearance of ex-Southern Pacific GP-9 locomotive 3709.

Railways to Yesterday: $5,000 for assistance with the seat reupholstering of Chicago, Aurora & Elgin interurban car 315.

Smoky Hill Railway & Historical Society: $10,000 for help with the painting of the Smoky Hills Railway (SHRX) GP-9 locomotive 102.

Tri-State Railway Historical Society: $10,000 for assistance with rewiring of EMD F3 A unit engine 663.

Watauga Valley Railroad Historical Society and Museum: $15,550 to help with truck repair on the ex-Clinchfield Railroad office car 100.

West Chester Railroad Heritage Association: $5,000 for repairs of Ex-Reading Company Cars WCRL 9114 and 9124.

Western Michigan Society for Industrial Heritage: $15,000 for help with the repair and painting of ex-Canadian National coaches 5180 and 5208.

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The last surviving Norfolk & Western American Car & Foundry 12-4 sleeping car arrived at the Hoosier Valley Railroad Museum in March, where restoration work is expected to begin in the spring. The car was acquired last year by the Norfolk & Western Business Car 300 Preservation Society, a nonprofit that previously saved its namesake office car. 

The nonprofit’s new car was built in January 1950 for the Wabash Railroad. It joined the N&W fleet in 1964 and was later assigned to the railroad’s business train in 1972. There, it was named Hollins College. 

Earlier this year, the car moved from its previous home on the Morristown & Erie in New Jersey to the Hoosier Valley. The 900-mile move from New Jersey to Indiana was made possible with the help of M&E, Dover & Delaware River, Norfolk Southern, and Chesapeake & Indiana Railroad. The nonprofit plans on holding Sunday volunteer sessions beginning in April. 

For more information, visit the Norfolk & Western Business Car 300 Preservation Society’s website. 

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