Railway Age magazine

Construction has wrapped up on a new intermodal terminal in Kansas City, Mo. Opened July 16, Union Pacific’s (UP) 31st terminal serves both domestic and international containerized shipments of grains, consumer goods, refrigerated products, and auto parts in the Midwest region, and adds capacity to the railroad’s original Kansas City operation. UP held a ribbon-cutting celebration Aug. 7.

Kansas City Intermodal Terminal (Armourdale Yard). (UP Map)

Located west of downtown on existing UP property (Armourdale Yard) and near several major highway and interstate arteries, the Kansas City Intermodal Terminal provides customers in the growing markets of Missouri, Kansas, Iowa, and Nebraska access to UP’s 23-state network, including ocean ports on the West Coast and the Gulf of Mexico, according to the railroad (see map above). It will “accommodate significant future expansion with growth in demand,” the railroad said during its October 2024 announcement of the terminal’s construction, and will “help to convert more truck traffic to rail, reduce congestion on the nation’s highways, and lower greenhouse gas emissions.”

The Kansas City Intermodal Terminal includes UP’s PGT gating system, which was developed in-house to scan a driver’s equipment and speed up the gating process, allowing truckers to quickly enter and exit the ramp, according to UP.

Reach decker at the Kansas City Intermodal Terminal with UP’s newest commemorative locomotive, No. 1616, honoring Abraham Lincoln. (UP Photograph)

“This new terminal reflects our commitment to building for the future and providing our customers with convenient and cost-effective access to the U.S. supply chain,” UP Executive Vice President–Marketing and Sales Kenny Rocker said Aug. 7. “Our customers want faster, more reliable freight options and this terminal delivers.”

Last year, UP opened an intermodal terminal within its downtown Phoenix, Ariz.. rail yard, which Rocker reported offers regional shippers and receivers in Arizona “a fast, sustainable rail option to move product in international containers into and out of Southern California that is cost competitive and removes trucks from our nation’s congested highways.” UP also more recently brought intermodal terminals to Southern California and the Minneapolis-St. Paul metropolitan area, for instance. The Twin Cities Intermodal Terminal in Minneapolis saw 2024 volumes grow 94% over the prior-year period, UP reported in March.

UP on Aug. 7 also announced it will shift its Kansas City Intermodal Terminal domestic service from the Intermodal Container Transfer Facility terminal in Long Beach, Calif., to the City of Industry terminal in Southern California. Domestic units moving to the Kansas City Intermodal Terminal, it said, will now benefit from UP’s expedited premium network six days per week, offering a more than 25% faster journey and up to 25 hours in savings compared to current industry options, with just over 2.5 days transit. According to UP, making the change to City of Industry will complement the Kansas City Intermodal Terminal and allow for expanded market access, efficient drayage management and enhanced logistics planning. Units originating in Kansas City will continue to utilize the existing expedited premium train to the City of Industry terminal, it noted.

(UP Photograph)

The post UP: Intermodal Terminal Launches in Kansas City (UPDATED 8/8) appeared first on Railway Age.

The first five of Amtrak’s long-awaited, Alstom-built higher-speed trainset, the “NextGen Acela” (but also called “Acela II,” “America’s high-speed train,” and “Avelia Liberty” by the builder), are set to debut on the Washington, D.C.-New York City-Boston Northeast Corridor on Aug. 28, following roughly four years of delays attributed to problems encountered during testing on portions of the NEC infrastructure.

Amtrak

The 28 TGV-based trainsets will be phased into service through 2027, sharing duties with their now 25-year-old predecessor, the first-generation Acela trainsets, nicknamed “The Fast Pig” in some railroading circles because of their high power car axle loads and numerous problems encountered during testing and their first years of service. The NextGen Acela is articulated and offers axle loads much lower than the first-generation equipment. It also offers 27% higher passenger capacity. Each trainset has two power cars, eight articulated intermediate trailer coaches and one centrally located non-articulated café car. The power cars are constructed of carbon steel; the coaches of aluminum. The trainsets meet FRA Tier III Passenger Equipment Safety Standards; Standards for Alternative Compliance and High-Speed Trainsets. Certified for operations at up to 186 mph (300 kph), they will operate at a maximum speed of 160 mph on the NEC. Amtrak says it will be offering expanded weekday and weekend schedules.

Amtrak

“The new NextGen Acela offers an elevated experience, with features and amenities that today’s savvy travelers expect, plus everything they need to be productive along the way: free high-speed 5G-enabled Wi-Fi, as well as individual power outlets and reading lights,” Amtrak noted. The fleet is being assembled at Alstom’s Hornell, N.Y. facility “by skilled Machinists Union workers, using components from more than 180 suppliers across 29 states, creating approximately 15,000 U.S. jobs,” Amtrak added.  

Amtrak

As well, Amtrak noted, the NextGen Acela “is a key component of our broader fleet modernization plan,” which includes new Siemens-built Amtrak Airo equipment debuting on the Amtrak Cascades, Northeast Regional and East Coast routes; new Siemens ALC-42 locomotives on Long-Distance routes, and upgraded interiors in coaches, dining cars, sleeper, and Sightseer Lounges “featuring new seat cushions, upholstery, lighting and finishes.”

Amtrak

The NextGen Acela was experiencing “complications in completing testing … along the [NEC’s] decrepit infrastructure,” wrote Washington Post reporter Luz Lazo in May 2023. They “need more analysis to ensure they can safely operate on the curvy and aging tracks between Washington and Boston.” Numerous delays have been attributable to “unforeseen complexities in testing and computer simulation processes required by the Federal Railroad Administration. Amtrak and … Alstom have cited some compatibility hiccups between the high-tech train, modeled after those in operation across Europe, and infrastructure that dates back 190 years in some areas. The latest hurdle, officials said, involves testing the train’s wheels, particularly at higher speeds.”

Amtrak

“Modeling of the wheel-to-track interface is particularly complex due to age, condition, and specific characteristics of Amtrak infrastructure on the Northeast Corridor, and especially the existing tracks,” Alstom told the Post, adding that it has been “conducting extensive investigations” to ensure safe operation and is “confident that this extensive process will demonstrate compatibility of the latest generation of high-speed technology with existing infrastructure.”

Amtrak

“Further refinement of analysis, simulations and testing” are required, Amtrak told the Post. “We want our customers to experience these new trains as soon as possible, but Amtrak cannot operate them for passenger service until Alstom has completed testing and meets all safety requirements.”

Marty Katz/washingtonphotographer.com

Among the problems encountered were pantograph/catenary loss of contact on the older, variable-tension system between Washington and New Haven, Conn. at higher speeds. Wheel/rail interface problems, which reportedly did not surface during high-speed testing on the RTT (Railroad Test Track) at the ENSCO-operated TTC in Pueblo, Colo., occurred on the NEC. This problem appeared to echo similar issues encountered during testing and early revenue service of the non-articulated, first-generation Acela trainsets, which are much heavier than the new articulated equipment—25-ton power car axle loads on the so-called “Fast Pig,” compared to 17.5 tons on the new equipment. In addition to premature wheelset wear, the first-generation trainsets experienced cracked yaw dampers, upper carbody pantograph shrouding that peeled off at speed, and inboard brake discs that disintegrated.

Amtrak

“’Decrepit’ and ‘curvy and aging’ are exaggerated terms for infrastructure that, despite needing major capital improvements, hosts more than 2,000 intercity and commuter trains every day,” I commented in 2023. “The Northeast Corridor Commission has identified more than 150 projects worth close to $120 billion, including upgrades or replacements of 15 bridges and tunnels more than 100 years old, needed to bring the NEC into a state of good repair. Amtrak is getting $66 billion in new federal funding for SOGR and expansion projects, much of which is for the NEC. Among the major NEC projects are the Gateway Program and the Baltimore & Potomac Tunnel replacement.”

Amtrak

One year prior, Railway Age Publisher Jon Chalon and I toured a NextGen Acela (then called the Acela II) at Philadelphia 30th Street Station. Three of the 28-unit order were on the property. In articles dating to 2019, Railway Age had covered the trainsets’ manufacturing at Alstom’s Hornell, N.Y. plant and toured an interior mockup; the 30th Street Station tour was the first time we saw completed unit. “Suffice to say the overall design and amenities are a vast improvement over the existing Acela trainsets,” I commented. Now we’ll see how they do, finally in revenue service. Here’s my commentary following the 2019 interior mock-up tour, with Amtrak-provided photos of the real thing (obviously with models posing as passengers, at least to my eyes):

Amtrak

Amtrak’s Acela Express, which replaced the iconic Metroliner service that helped define the Northeast Corridor for the better part of 30 years, is now approaching age 20 (kind of old for a train). The equipment, popular with customers but sort-of affectionately called “The Fast Pig” in railroading circles, will soon be replaced with new, lighter, sleeker and faster trainsets from Alstom. (“Soon” took six years.)

Amtrak

Here’s a look inside. While the existing trainsets are comfortable, some of the interior features tend to be on the clunky, bulky or unwieldy side. Not so with the new trainsets. This time, the designers—unfettered by a long-gone Amtrak executive still mockingly referred to as the “Decorator General”—got it right.

Thanks for not hogging two seats! Could this be a blossoming romance? Amtrak photo

Based on the mockups I saw at Alstom’s plant in New Castle, Del., these new trainsets are inviting, comfortable, ergonomic, spacious, and conducive to working, or just plain ’ol relaxing—the polar opposite of flying, which is what train travel is meant to be (are you listening, ex-Delta Airlines CEO Richard Anderson?). The engineer’s cab is, well, unusual for North America, with a center-seating position a la TGV, and smartly placed controls.

Hey! You two on the aisle! Are you allowed to change seats? Amtrak photo

Nice! Rather “European,” but definitely “American,” if we’ve defined the look and feel of an American high(er) speed trainset. Perhaps we have. If the existing Acela equipment can be compared to a heavy, clumsy but luxurious 1960s Cadillac or Lincoln “land yacht” with a few modern amenities (a “resto-mod,” in collector-car parlance), this new trainset approaches what you’d expect in a 2019 Cadillac XTS, Lincoln MKZ, BMW, Mercedes, Infiniti or Lexus, with hint of Corvette C-8 or Dodge Challenger Demon performance. You get the picture.

Amtrak Amtrak

OK, enough automotive comparisons. Suffice to say that, given the choice of flying the Delta Shuttle from New York to Washington, driving (even in a fast, comfortable car) or riding the new Amtrak equipment, the train wins, hands-down. No brainer. Just make sure, Amtrak, that you maintain the tracks, catenary and signal/train control system, OK? But that’s a $30 billion engineering story for another day.

Amtrak Amtrak

Here’s what we can look forward to in 2021 (now Aug. 28, 2025):

• Larger windows with pull-down shades (no dust-collecting curtains).
• Winged headrests with built-in adjustable reading lights. Every seat has convenient, center-mounted electrical outlets and USB ports. You won’t have to ask your neighbor, “Mind if I drape my cell phone charging cord over your lap?” There are built-in aisle hand-holds, so you don’t have to worry about “accidentally” smacking someone in the face or the back of the head if the train happens to hit a patch of “rough” track. There are also grab bars for stability, and what Amtrak calls “gap fillers to cover the space between the train and the platform, creating a smooth surface for entering/exiting the train.” In other words, retractable bridge plates. As well, when you’re walking between cars, you won’t have to step on a large, rubber, accordion-like contraption in the vestibules. Those have been smoothed over.
• Streamlined, open overhead luggage racks (goodbye, closed compartments with head-bang-inducing doors that airline-brainwashed customers tend to leave open), and large, end-of-car open luggage racks.
• The tables with facing seats have individual flip-up extensions, so you don’t (again) have to disturb your neighbor. You want yours down. He or she wants it folded. No problem!
• More legroom, and flip-down footrests.
• Two-tiered, fold-down at-seat tray tables. They’re light, a vast improvement over the current, anvil-like tray tables that often get stuck when you’re trying to slide them out. (“Damn tray. It won’t move! Oops! There goes my drink!”)
• Indirect, crew-adjustable lighting. Much more pleasant than fluorescent lights glaring in your face when you’re trying to catch some shut-eye on a chilly winter evening.
• Spacious, fully accessible restrooms with “touchless” features and a 60-inch-diameter door turning radius.
• Each nine-car trainset will seat 378. There will be seven “Acela Class” cars (replacing “Business Class”) with 49 to 59 seats; one “First Class” car with 44 seats; and one Café car with no seats (not even bar stools, so don’t even think about hanging out with a laptop. Just get your food and libations and head back to your seat!). The Café car will have, in addition to an attendant providing hot food, “self-select” refrigerators. These are not vending machines. You get what you want and pay for it at the counter. Amtrak calls this “convenient dining options, offering easy access and greater selection.” Well … we’ll see. Just don’t get rid of the Angus cheeseburgers, OK?
• High-resolution-LCD digital signage.
• Individual receptacles for trash and recycling (sustainability—about time!).
• Digital seat displays. Amtrak is evaluating an advance-seat reservation system. Don’t even think about grabbing an aisle seat and putting your “personal belongings” on the window seat—a passive-aggressive way of saying, “Get lost. I prefer to sit by myself and hog as much space as possible.”
• Onboard Wi-Fi to “enhance the digital experience.” In other words, it’s not supposed to drop out when you need it most.
• Safety systems, such as CCTV cameras, that “provide real-time monitoring and ensure a safe and comfortable ride.”

Amtrak

At this point, it looks like the new Acela Express will be well-worth the wait. Caroline Decker (now with WSP USA), one of Railway Age’s first “Women in Rail” honorees, and the people at Alstom and Amtrak (apologies if I’ve left any company out), deserve a round of applause. Hopefully, when this new equipment enters service, they’ll be worthy of a standing ovation.

Amtrak

By the way, do you think it should be renamed Metroliner? I’ve always liked that name. It sounds more like a train …

The post Amtrak Acela ‘NexGen’—Finally! appeared first on Railway Age.

Metrolinx (Courtesy of Metrolinx)

Infrastructure Ontario (IO) and Metrolinx on Aug. 6 awarded a fixed-price contract of C$1.44 billion to North End Connectors to design, build, and finance (DBF) the advance tunneling project for the Yonge North Subway Extension, which will extend the TTC’s Line 1 subway service approximately 5 miles (8 kilometers) from the existing terminus at Finch Station into the City of Richmond Hill (see map above). The twin 3.9-mile (6.3-kilometer) tunnels will run from Finch Station on TTC Line 1 to south of Langstaff Road in Markham, where the extension will shift to a surface-level segment.

The North End Connectors team includes:

• Applicant Leads: Aecon Infrastructure Management Inc., Fomento de Construcciones y Contratas Canada Ltd., and Ghella Canada Ltd.
• Construction: Aecon Infrastructure Management Inc., Fomento de Construcciones y Contratas Canada Ltd., and Ghella Canada Ltd.
• Design: EXP Services Inc. and TYPSA Inc.
• Financial Advisor: National Bank Financial, Aecon Concessions, Fomento de Construcciones y Contratas Canada Ltd, and Ghella Investments & Partnerships SpA.

The scope of work for the project also includes design and construction of launch and extraction shafts, twin tunnels, headwalls for emergency exit buildings and stations, and support of excavation for emergency exit buildings; plus procurement and installation of tunnel boring machines and precast concrete tunnel liners.

According to IO and Metrolinx, early works for the project are under way and major construction is slated to begin once design work is complete.

The tunneling project is being delivered as a DBF contract, using IO’s Public-Private-Partnership (P3) model. It underwent an “open, fair, and competitive” procurement process, overseen by a third-party advisor, IO and Metrolinx said, and North End Connectors “submitted the proposal that delivers the best value for Ontarians.” The Request for Proposals was released in December 2023.

A separate contract will cover Stations, Rail and Systems construction.

The extension is expected to contribute more than 94,100 daily boardings.

Amtrak (Courtesy of Amtrak)

Amtrak has added a new track and platform at Washington (D.C.) Union Station that will primarily serve Virginia Railway Express commuter trains, along with Amtrak Long Distance and Amtrak Virginia trains that connect the Northeast Corridor with destinations across the Southeast.

Track 22 is on the lower level of Union Station and previously served as a storage track. According to Amtrak, this project involved installing new tracks, rebuilding the platform, and rehabbing the historic columns at the 118-year-old station. The new platform and track, it noted, are fully accessible, with a new hallway providing access via a new elevator, escalator, and stairs connected to the station.

(Courtesy of Amtrak)

Since assuming new responsibilities for day-to-day management and operations of Washington Union Station just over a year ago, Amtrak said it has advanced several investments to “revitalize and improve” operations, such as adding a new ticketed waiting area that provides more seating; modifying the boarding process to reduce congestion; advancing state-of-good-repair initiatives to improve safety, security and maintenance of the station; and introducing new retail options.

“As Amtrak ridership continues to break records, this investment is key to easing rail congestion and improving service reliability at Amtrak’s second busiest station, along the Northeast Corridor, and into Virginia,” Amtrak President Roger Harris said. “This is yet another example of Amtrak’s commitment to creating a safer, more reliable and more welcoming environment at this gateway to our nation’s capital.”

“This is an exciting milestone for improved rail infrastructure in the region,” added VRE CEO Rich Dalton, who earlier this year announced his intent to retire, effective Oct. 3, 2025. “The added station and track capacity at Union Station provided by the Track 22 Project enhances the reliability and flexibility of service for all passengers moving through the station, including VRE riders. This project is a crucial part of a collaborative effort to modernize this vital transportation hub and VRE looks forward to the benefits it brings to our riders and the broader rail network.”

Further Reading:

• Amtrak, Union Pacific Settle Sunset Limited Dispute
• Heartland Flyer Gets a Lifeline
• East River Tunnel Rehabilitation, Sunnyside Yard, Rensselaer and Beyond: An Update
• AmeriStarRail Issues a Challenge—and Faces One—for America’s 250th Birthday

SEPTA

New state transit funding must be secured by Aug. 14 for SEPTA to avoid implementing a 20% service cut that would close a recurring budget deficit, the transit authority reported Aug. 6. Otherwise, it said, it must advance efforts to ensure staff, equipment and materials for riders are ready for reduced schedules starting on Aug. 24; the new schedules include the elimination of 32 bus routes and “significant reductions” in trips on rail modes, and an end to all special service including the Sports Express.

According to SEPTA, the implementation deadline must be set so it has time to complete a series of pre-schedule change tasks, including finalizing work schedules for thousands of frontline workers and other staff, and ensuring equipment is in place and ready for service. Time is also needed to prepare data feeds for the SEPTA App, external feeds, digital signage, platform announcements, and bus and train marquees to ensure service information is accurate, it noted. These processes are said to take a minimum of three weeks to complete for routine schedule changes but will be compressed to less than 10 days to prepare for the new schedules on Aug. 24.

SEPTA said it has worked to create two sets of schedules for all service modes—one set of schedules based on current service levels and another set reflecting the 20% cuts. The transit authority added that it has put up signs at the 3,000 bus stops across the system that will be eliminated as of Aug. 24, and has met with officials at the School District of Philadelphia, where tens of thousands of students need to find other ways to get to school, which begins the next day on Aug. 25.

(Courtesy of SEPTA)

“The Aug. 24 service cuts would be the first of several steps SEPTA will take this year to fill a $213 million budget deficit, absent a legislative solution,” the transit authority said. “Additional measures will quickly follow, including a 21.5% fare increase on Sept. 1 and a complete hiring freeze later in that month. A second wave of service cuts on Jan. 1 will include the elimination of five Regional Rail Lines, a 9 p.m. curfew on all rail services, and the elimination of 18 additional bus routes to achieve an overall 45% reduction in service. Those are steps needed to balance this year’s budget without new funding. Additional cuts would follow in subsequent years.”

“Our planning and operations staff have worked hard to compress the timeline for pre-schedule change work, but we cannot push it beyond Aug. 14,” SEPTA General Manager Scott A. Sauer said. “If funding is not secured by then, these painful service cuts will go into effect on Aug. 24.” According to Sauer, SEPTA remains “optimistic” that a funding agreement can be reached by Aug. 14, and “will continue working with lawmakers in any way we can to help get this over the finish line.”

Further Reading:

• SEPTA FY26 Budget Includes Service Cuts, Fare Hikes
• Second of a Series: Philadelphia Leads the Way
• 2025 Passenger Rail Outlook: ‘Murphy Was an Optimist!’
• UPDATE: TWU Ratifies SEPTA Agreement
• SEPTA, Conduent Launch 3D Fare Gates Pilot Program
• SEPTA Reprieve, But for How Long?
• SEPTA Postpones Second of Two Fare Increases

The post Transit Briefs: Metrolinx, Amtrak, SEPTA appeared first on Railway Age.

RSI

RSI on Aug. 6 announced changes to its Executive Board following the unexpected passing of former Chair Rob Oesch.

“We are all deeply saddened by the loss of Rob, a great leader whose contributions to the rail industry and RSI were invaluable,” said Greg Dalpe, Executive Vice President, Freight Car Services, Progress Rail, who is stepping into the role of RSI Board Chair. “We are committed to honoring his legacy and will continue the important work he championed. We are confident that this new executive board, comprised of experienced and dedicated leaders, will guide our organization forward with a shared vision for a strong and innovative rail supply industry.”

Kate Suprenuk, President, Marmon Railcar Leasing, UTLX & Procor, will fulfill Dalpe’s unexpired term as Vice Chair. Justin Roberts, Vice President, Corporate Finance & Treasurer, The Greenbrier Companies, will take on the duties of Treasurer that Dalpe was also handling prior to assuming the chairmanship.

The RSI Board of Directors officers for the remainder of 2025 are as follows:

• Chair: Greg Dalpe, Executive Vice President, Freight Car Services – Progress Rail
• Vice Chair: Kate Suprenuk, President, Marmon Railcar Leasing – UTLX & Procor
• Secretary: John Cohen, Vice President, Public Affairs – Alstom
• Treasurer: Justin Roberts, Vice President, Corporate Finance & Treasurer – The Greenbrier Companies
• Past-Chairman: Jeff Lytle, President – CIT Rail

RailPros

RailPros announced Aug. 7 that it has hired Walter F. Bleser, II, PE, as Vice President, Strategic Consulting Services.

Bleser will be responsible for growing RailPros’ Strategic Consulting business by leveraging his two-plus decades of experience in railway engineering, consulting, and strategy. He will work cross-functionally “to deliver tailored, high-impact solutions across North America,” the company said in a press release.

“Walter brings expertise in enterprise value and navigating complex projects. He joins our team at a pivotal moment for our industry,” said RailPros CEO Kendall “Ken” Koff. “He will work alongside our existing team to strengthen client relationships and identify new opportunities to provide strategic help to both RailPros and the railroad industry.”

Bleser holds a master’s in civil engineering (structural engineering) from the University of Kansas, and a Bachelor of Science degree in civil/structural engineering from Kansas State University. He is also a licensed Professional Engineer.

“I’m excited to join RailPros, a firm with a strong commitment to excellence in the railway sector, where as their tagline says, rail is not part of the business, it is the business,” said Bleser. “Together with our clients and stakeholders, we’ll build forward-thinking strategies that drive meaningful results in today’s rapidly evolving transportation environment.”

The post People News: RSI, RailPros appeared first on Railway Age.

Ports of Indiana

Indiana River & Rail Terminals recently managed the barge-to-truck transload of some delicate oversized cargo at Ports of Indiana-Mount Vernon destined for a state-of-the-art pharmaceutical manufacturing facility under construction in central Indiana.

As the largest general cargo operation on the Ohio River, Indiana River & Rail Terminals “plays a critical role in supporting Indiana’s economy through the multimodal handling of steel, project cargo and a variety of breakbulk commodities,” the Port said.

The shipment consisted of two 51-ton specialized tanks, built in the Houston metro area, which, the Port says, “will play an integral role in the manufacture of medications at a pharmaceutical research, development and production campus under construction near Lebanon, Ind., 35 minutes northwest of Indianapolis.”

The tanks’ 44-foot by 18-foot dimensions and weight made overland shipping financially and logistically impractical, the Port noted. So, the company’s transportation provider, Barnhart, arranged for the barge shipment to Ports of Indiana-Mount Vernon. The tanks were carefully braced and loaded in a standard 195-by-35-foot barge for the move from Texas to Mount Vernon via the Gulf Intracoastal Waterway, Mississippi River and Ohio River. Upon arrival, Indiana River & Rail Terminals transloaded each tank onto Barnhart specialized heavy-haul trucks for the final leg.

“Our team utilized the same expertise, operational skill and care for transloading this cargo that they do for every customer, no matter the commodity,” said Shane Davenport, Terminal Manager for Indiana River & Rail Terminals. “However, we took some extra pride from this knowing that this equipment will aide in creating medications that can improve thousands of lives for many years to come.”

Established in 2024, Indiana River & Rail Terminals is a joint venture between Ports of Indiana and Superior River Terminals Indiana, a general cargo stevedore operating at Ports of Indiana’s Mount Vernon and Jeffersonville facilities.

“Barnhart chose Indiana River & Rail at Ports of Indiana-Jeffersonville to handle Lebanon-bound materials earlier this year, and we’re very happy to have Mount Vernon’s heavy-duty capabilities play a role in this historic expansion of Indiana’s pharmaceutical industry,” said Ports of Indiana-Mount Vernon Port Director Jason May. “Indiana River & Rail Terminals has quickly built a reputation for safe, reliable and efficient logistics management across the full spectrum of commodities for Fortune 500 and family-owned small businesses alike, and we’re proud to serve so many Indiana job-creators while growing the state’s economy.”

Port of Los Angeles

Port of Los Angeles Executive Director Gene Seroka and ILWU Local 13 President Gary Herrera recently participated in a national oral history project about the impact of the COVID-19 pandemic. The two leaders were invited to share their collective memories by StoryCorps, a non-profit organization which preserves stories for the United States Library of Congress American Folklife Center.

During a wide-ranging 40-minute conversation (listen here), Seroka and Herrera exchanged memories from their unique vantage points five years after one of the most impactful global events of the 21st century: the COVID-19 pandemic.

(StoryCorps)

The two leaders shared the sense of duty they felt, not only to keep one of America’s most vital economic engines running, but to be present for their respective workforces and surrounding communities.

“No one knew what we were capable of until we were put to the test,” Seroka said during the conversation. “The onset of the COVID-19 pandemic is a rare cultural benchmark and the opportunity to share the stories of our resilient workforce here at the Port of Los Angeles. How we took care of each other and kept each other safe while keeping essential cargo moving is an honor we don’t take lightly.”

“It was a very proud moment during a very scary time,” said Herrera. “The men and women of the ILWU never stopped. In 100 years, if someone was to look back on what we did, they’re going to think we were amazing, but we just did what needed to be done.”

Founded in 2003, StoryCorps has collected and preserved conversations from more than 630,000 participants across the country and shares many of the stories through a weekly NPR podcast, as well as animated shorts, books and digital platforms.

The post Intermodal Briefs: Ports of Indiana, Port of Los Angeles appeared first on Railway Age.

The National Transportation Safety Board (NTSB) has released a preliminary report for its ongoing investigation of the July 6, 2025, CN train derailment with hazardous materials release in Sardis, Miss.

What Happened?

At about 3:19 p.m., local time, a southbound CN mixed-freight train derailed 21 railcars on the Grenada Railroad near Sardis, Mississippi, according to the NTSB, which published its report on Aug. 6 and noted that the information is “preliminary and subject to change.” The derailment occurred on the south end of a 130-foot-long bridge. The derailed equipment included four tank cars carrying hazardous materials, two containing sulfuric acid and two containing sodium hydroxide. One of the tank cars was mechanically breached during the derailment and released about 10,500 gallons of sodium hydroxide. “CN and Grenada Railroad estimated damages to be about $2 million. No injuries were reported. Visibility conditions at the time of the accident were partly cloudy with no precipitation; the temperature was 93°F,” according to the NTSB.

​The train crew, which consisted of one engineer, one conductor, and one Grenada Railroad pilot, was operating on the Grenada Railroad to bypass a track outage on CN’s Yazoo subdivision because of a derailment the previous day in Glendora, Miss. The engineer was using dynamic braking to control the 12,311-ton train’s speed as it traveled down a 0.9% downhill grade. “At the time of the accident, the train was traveling about 24 mph (the maximum authorized speed at the location of the derailment was 25 mph) when an undesired emergency automatic brake application was initiated when the train’s air brake line lost pressure,” NTSB said.

​Train A48871-06 was 7,002 feet in length with 114 mixed manifest railcar consist and three locomotives on the head end. Review of the outward-facing video of the lead locomotive shows an “S-curve” misalignment of the track on the south end of the bridge as the train approached the bridge. This track, NTSB says, was designed as tangent or straight track across a bridge. Twenty-one railcars, the 41st to the 61st behind the locomotive, derailed from train A48871-06 as it passed over the track with the misalignment.

While on scene, NTSB investigators inspected the railcars involved in the accident; examined conditions of the track and bridge; performed a preliminary review of event recorder data from the lead locomotive and the video from inward- and outward-facing image recorders; reviewed Grenada Railroad radio and phone communications; collected select railcar components for further examination; reviewed railroad crew and staff training programs, company policies, and procedures; and conducted interviews.

NTSB’s investigation is ongoing. “Future investigative activity will focus on Grenada Railroad track and bridge maintenance procedures, CN operating rules related to train operation and assembly, and in-depth analysis of event and image recorder data,” it reported. “In addition, rolling stock engineering and manufacturing processes will be reviewed as they relate to the railcars involved in the derailment.”

Parties to the investigation include the Federal Railroad Administration (FRA); the Pipeline and Hazardous Materials Safety Administration (PHMSA), CN and Pinsly Railroad Company; the Brotherhood of Locomotive Engineers and Trainmen (BLET), the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART); and Brink Engineering Solutions, Inc.

The post NTSB Issues Preliminary Report for CN July 6 Derailment appeared first on Railway Age.

The corn, soybean, and wheat facility ships grain via rail to poultry markets in Mississippi and export markets in the Gulf.

The new rail loadout facility in particular will help speed the transport of grain to market, ensuring storage capacity is available during harvest, according to Effingham, Ill.-based TGM, a full-service grain company that operates 25 elevators across Illinois and Indiana, including six MID-CO Commodities branch offices.

(Photograph Courtesy of Total Grain Marketing FS)

“The new rail loadout facility will help us load railcars at 50,000 bushels per hour from the two new bins, allowing us to load 105-car unit trains in 10 to 12 hours as compared to the 72 hours it used to take,” TGM General Manager Joe Meinhart said. “This is a time savings for our staff and benefits farmers because we’ll be shipping grain to markets in the south faster than ever.”

“I know our existing farmer customers will be excited about our increased dumping capacity because they’ll be able to dump their grain and get back out to the field faster, which is critical during harvest,” TGM Grain Division Manager Ken Meinhart added. “The new storage also raises our total storage capacity to nearly 4.5 million bushels, which will help ensure we have adequate bin capacity during harvest season.”

Separately, CN has published its grain plan required by the government of Canada to assess how much product it expects to move during the 2025-26 crop year (Aug. 1, 2025-July 31, 2026) and to identify the actions it is taking to meet demand. As part of that plan, the railroad is undertaking capacity projects that are expected to be completed this year in Western Canada.

The post TGM Expands Grain Storage, Access to CN-Served Facility appeared first on Railway Age.

The City of Edmonton has taken delivery of the first Hyundai Rotem low-floor light rail vehicle (LRV) for the ETS (Edmonton Transit Services) Valley Line West LRT, “marking a major milestone for the project.”

Shipped in two sections from Hyundai Rotem Company’s facility in Changwon, South Korea, the vehicle underwent testing before being loaded July 1 onto a roll-on/roll-off ship designed to carry wheeled vehicles. The ship arrived at the Port of Tacoma, Washington State, on July 20. The LRV was then transported by truck to the Gerry Wright Operations and Maintenance Facility in southeast Edmonton.

The Valley Line West LRV is loaded aboard a roll-on/roll-off cargo ship in South Korea.Courtesy Hyundai Rotem Company The ship carrying the first LRV departs the Port of Masan, beginning its trans-Pacific journey to the Port of Tacoma. Courtesy Hyundai Rotem Company.

Upon arrival in Edmonton, the LRV was offloaded and will undergo final assembly. Testing and commissioning will occur on the Valley Line Southeast tracks, “with measures in place to ensure this does not impact existing passenger service,” ETS said.

Hyundai Rotem is supplying 46 Valley Line West LRVs. Currently, there are 16 at various stages of manufacturing in South Korea. Delivery to ETS will continue into 2027. The 46 new vehicles will complement the current fleet of 26 Alstom Flexity Freedom LRVs operating on Valley Line Southeast. Both vehicles are designed to be fully compatible with the infrastructure of the entire 17-mile Valley Line.

The LRV is offloaded from the truck ramp at the Gerry Wright Operations and Maintenance Facility. Courtesy City of Edmonton.

“The arrival of the first LRV is more than just a milestone; it’s a sign of momentum for the Valley Line West. Watching this train roll into Edmonton is a proud moment for our team and for the city,” said Brian Latte, Director, Valley Line West, City of Edmonton. “This LRV is a part of where we’re headed as a city. As Edmonton grows toward two million people, Valley Line West will change how we move, how we build, and how we connect with one another.”

“We’re proud to see the first LRV arrive safely in Edmonton. From initial design to manufacturing and testing in Korea to final delivery, this vehicle represents years of collaboration and a shared commitment to delivering a high-quality transit vehicle,” said Chiseung Kim, Project Manager, Valley Line West, Hyundai Rotem Company. “As the LRV manufacturer, Hyundai Rotem hopes that the LRVs we deliver will operate well in Edmonton and be helpful to Edmontonians in their daily lives.”

Rendering courtesy Hyundai Rotem

In 2023, Edmontonians were invited to participate in user testing and interact with a full-scale LRV mock-up. “Participants’ feedback directly shaped the final design, helping ensure these vehicles are accessible, comfortable and inclusive for all riders,” ETS noted.

When completed, the entire Valley Line will run from from Mill Woods through downtown Edmonton to Lewis Farms, with 25 stops. Unlike the existing LRT (Capital and Metro Lines), it will run primarily at grade in the center median of city streets, connecting to the Capital and Metro lines at Churchill station. 

Valley Line Southeast, an 11-station segment from Mill Woods to 102 Street in downtown Edmonton, was constructed first, beginning in 2016. It opened in November 2023, three years behind schedule. This segment cost C$1.8 billion, with $800 million coming from the City of Edmonton, $600 million from Alberta Province, and C$400 million from the Canadian federal government. A P3 (public–private partnership) of the City of Edmonton and TransEd Partners (Bechtel, EllisDon, Alstom, Fengate Capital Management Ltd., Arup Canada, IBI Group) built and operates Valley Line Southeast under a DBOM (design-build-operate-maintain) contract.

Construction for the C$2.6 billion Valley Line West extension project began in 2022. In 2020, the City of Edmonton, in a P3 contract, selected Marigold Infrastructure Partners to build it. Construction commenced in May 2022 and is expected to be completed in 2028.

The post First Edmonton Valley Line West LRV Arrives appeared first on Railway Age.

The co-sponsor count for H.R. 516, the Railroad Tax Maintenance Credit Modernization bill to update “a successful, decades long public-private partnership,” has surpassed the symbolic 100 marker, the American Short Line and Regional Railroad Association (ASLRRA) reported Aug. 7. U.S. Reps. Adam Gray (D-Calif.-13), Michael Lawler (R-N.Y.-17), Frank Lucas (R-Okla.-3), Mary Miller (R-Ill.-15), Max Miller (R-Ohio-7), and Kim Schrier (D-Wash.-8) signed on Aug. 5, joining 96 other bi-partisan co-sponsors.

The bill was introduced in January by U.S. Reps. Mike Kelly of Pennsylvania and Mike Thompson of California, the Chairman and senior Democrat of the House Ways & Means’ Tax Subcommittee, respectively. Its goal: to improve the Railroad Track Maintenance Credit—also known as the 45G tax credit, referring to its section in the U.S. tax code.

45G has been a meaningful tax incentive for short lines to put more of their own funds to work—to the tune of more than $8 billion to date—upgrading track and bridges to modern standards, according to ASLRRA, which represents the nation’s 603 small roads. “Modern track provides safer and more efficient transportation, benefitting the entire interconnected freight rail network, thousands of rail shippers in critical industries, and the American public,” it pointed out. “Short lines operate one-third of the nation’s rail system, and are the origin or destination point of one in five cars shipping by rail.”

Enacted in 2004 and made permanent in 2020, 45G provides a credit of 40 cents for every dollar invested in upgrading short line track, up to a cap of $3,500 per mile. However, over time, the cost to rehabilitate a mile of track has increased significantly, the Association said, and H.R. 516 “seeks to increase the cap per mile to $6,100, index the cost to inflation going forward, and allow expenditures on all short line-owned track to be eligible for the tax credit.”

The 102 co-sponsor count for H.R. 516 places the bill in the top 2% of all tax bills active in the 119th Congress in the House of Representatives, specifically ranking ninth out of 434 bills, according to ASLRRA. And of the top ten bills, it noted, “H.R. 516 is one of only three bills that can be considered truly bipartisan with substantial support from both major political parties.”

“The 45G tax credit has allowed short lines nationwide to invest in upgrading rails and bridges to modern standards—investments that have improved safety, fueled growth for shippers, and supported the economies of small towns and rural areas across the country,” said ASLRRA President Chuck Baker, who covered the topic in Railway Age’s June 2025 and December 2024 issues. “However, the credit has not accounted for inflation which, over time has eroded the power of the credit, and does not apply to short lines established since 2015. This bill [H.R. 516], alongside its Senate counterpart, S. 1532 [introduced in April by Sens. Mike Crapo of Idaho and Ron Wyden of Oregon, the Chairman and senior Democrat of the Senate Finance Committee, respectively], will update the credit to address these issues, so that the credit can continue to serve the country’s freight rail shippers as Congress intended. We are deeply grateful for the leadership of Reps. Kelly and Thompson, and the bipartisan support of the 101 Representatives who have joined them to date.” (S. 1532 has 14 co-sponsors.)

ASLRRA said it is seeking to have the bill included in the next tax bill that becomes law in the 119th Congress. Short line industry leaders, it added, have participated in more than 500 Congressional meetings in the first six months of 2025 in support of 45G modernization, and many will host Congressional delegations on their railroads during summer recess this month.

For more information on 45G and its needed update, visit the ASRLLA website.

The post ASLRRA: Support Grows for 45G ‘Modernization’ Bill appeared first on Railway Age.

FTAI Infrastructure Inc. on Aug. 6 reported agreeing to purchase The Wheeling Corporation, owner of two-time Railway Age Regional of the Year recipient Wheeling & Lake Erie Railway Company (W&LE), for cash consideration of $1.05 billion from an entity controlled by Larry R. Parsons, CEO of The Wheeling Corporation.

Operating more than 800 miles of track in Ohio, Pennsylvania, and West Virginia, W&LE is one of the largest Class IIs in the country and the largest Ohio-based railroad. It interchanges with CN, CSX, and Norfolk Southern, as well as 14 small roads, including Transtar LLC’s Union Railroad Company, outside of Pittsburgh, Pa.

FTAI Infrastructure Inc. (NASDAQ: FIP) is externally managed by an affiliate of diversified global investment firm Fortress Investment Group LLC, and includes in its portfolio: Transtar, which owns and operates six Class IIIs and a contract switching company transporting raw materials, semi-finished products, and finished products for a wide range of industries; Jefferson Energy Companies in Texas; Repauno Port & Rail Terminal in Pennsylvania; and Long Ridge Energy & Power in Ohio. Concurrently with the acquisition’s closing, FTAI Infrastructure Inc. said it plans to refinance its existing 10.50% senior notes and Series A preferred stock. According to the company, it has received commitments for $2.25 billion of total capital including $1.25 billion of new debt to be issued by FTAI Infrastructure Inc. and $1 billion of preferred stock to be purchased by Ares Management funds and issued by a newly formed holding company that will own the combined Transtar and W&LE business. FTAI Infrastructure Inc. management plans to discuss additional details regarding the transaction and related financing during a scheduled second-quarter earnings call on Aug. 8.

“As our nation prepares to celebrate 250 years of independence in 2026, we’re proud to unveil a locomotive that reflects not only the stars and stripes—but also pride, precision, and craftsmanship from the people who make the Wheeling & Lake Erie Railway a special place,” the regional reported via Facebook on June 20, 2025.

“For over 30 years, Larry Parsons has been the driving force behind the rebirth of the W&LE,” FTAI Infrastructure Inc. said. “Taking the helm in 1992, Mr. Parsons guided the railroad through a period of extraordinary change—transforming a coal-dependent line into a modern, customer-focused regional railroad. His leadership has left an indelible mark on the company and the communities it serves. In seeking a long-term partner to carry this legacy forward, Mr. Parsons chose FTAI Infrastructure Inc. and Transtar, whose values and operational excellence reflect the foundation he spent a lifetime building.”

“Growing our freight rail platform has been a key focus for FIP [FTAI Infrastructure Inc.], and we are thrilled to have this opportunity to combine with the W&LE,” FTAI Infrastructure Inc. CEO Ken Nicholson said. “We believe the W&LE is an excellent candidate for a combination with Transtar, adding scale, diversification and network reach. Together, Transtar and the W&LE have identified several growth opportunities and operating efficiencies that we expect to drive substantial growth in revenue and EBITDA. As a result of these opportunities, we expect our combined freight rail segment to generate approximately $200 million of annual Adjusted EBITDA by the end of 2026.”

According to FTAI Infrastructure Inc., the transaction is expected to close into a voting trust (pursuant to rules established by the Surface Transportation Board) in third-quarter 2025; it is subject to customary closing conditions. The company reported that it expects to gain control of W&LE upon receipt of approval by the STB, at which time the W&LE will be an affiliate of Transtar.

Barclays and Deutsche Bank provided debt commitments and served as financial advisors to FTAI Infrastructure Inc.; Sidley Austin LLP and Skadden, Arps, Slate, Meagher & Flom LLP acted as legal advisors to FTAI Infrastructure Inc.; and Calfee, Halter & Griswold LLP and Fletcher & Sippel LLC acted as legal advisors to W&LE.

Further Reading:

• W&LE Unveils “Patriotic Powerhouse” No. 1776
• MSE, W&LE, EIRR Accept Railway Age Awards
• EOVR Expands Ohio Operations
• Union Railroad Company Opens New Railcar Repair Facility
• Transtar Teams With RSI Logistics

The post FTAI Infrastructure to Acquire W&LE appeared first on Railway Age.

UP Pictured, from left to right: Reed Janousek, Assistant Vice President-Bulk for UP and one of Railway Age’s “25 Under 40” Award honorees for 2025; Chris Schaffer, CEO of Ag Processing Inc.; Jason Hess, Senior Vice President Marketing and Sales at UP; Nicholas Smith, General Director at UP; Clifton Ellis, General Director Marketing and Sales-Grain Products for UP; Brandon Dlugosz, Director Marketing-Grain Products for UP; Stevie Gerken, Marketing Manager, Renewable Fuels at UP; Michael Gant, Senior Manager of Locomotive Management at UP; and Taylor Holterman, Sales Manager at UP. (Photograph Courtesy of UP)

Ag Processing Inc. (AGP) late last month held a ribbon-cutting ceremony to open its 11th soybean processing and degumming facility, which will support 80 full-time employees. Located in David City, Neb., the facility is scheduled to begin commercial operations later this month, according to the Omaha-based agribusiness, which serves primarily as a U.S. soybean processor/refiner producing and marketing soybean meal, refined soybean oil, and biodiesel. Once fully operational, the facility is expected to be capable of processing more than 50 million bushels of soybeans annually and producing nearly 700 million pounds of degummed oil per year.

“The site encompasses approximately 273 acres with 2.5 miles of paved roads and approaching 13.6 miles of rail tracks providing access to two Class I railroads [Union Pacific and BNSF],” said Lou Rickers, Chief Operations Officer of AGP. “With the amount of rail track on site, AGP will load a unit train of 110 cars every three to four days. We will be able to hold a loaded unit train, receive an empty unit train, and continue to build a third unit train of soybean meal. Also encompassed within the total miles of rail, the site will be able to load and build 110 car unit trains of oil. The degumming plant will be able to load that train in just two days, as long as the cars are available on site. I want to thank AGP’s team and our business partners for building a facility with speed and space to match any customer’s needs.”

“We proudly joined AGP to celebrate the grand opening of its newest soybean processing and degumming facility in David City, Neb.,” UP reported via social media on Aug. 5. “In partnership with [Rio Grande Pacific’s] Nebraska Central Railroad Company, we’re excited to support operations at this state-of-the-art facility.”

(Courtesy of Rio Grande Pacific)

Nebraska Central Railroad Company is a 340-mile network comprising five former UP branch lines and one former BNSF branch line (see map above). Trackage includes rights to approximately 60 miles of UP main line between Grand Island, Neb., and Columbus, Neb. The railroad, through its interchanges with UP (Columbus, Central City, and Grand Island) and BNSF (David City), is an integral part of grain shipments in the region. It serves nearly a dozen unit loading facilities and can handle more than 250 unit trains annually in conjunction with its Class I partners.

“As a cooperative, AGP’s mission is to add value to our members’ soybeans by processing the beans into meal and oil, selling those products in the open market, and returning the earnings to our local owners,” AGP Board Chairman Dean Thernes said. “With so many of our existing members in this area, the David City location is not only a great fit with our mission to serve the cooperative system, but it is also a perfect addition to AGP’s existing midwestern processing platform and, we strongly believe, it will improve our ability to compete in the domestic and international markets.”

“We have a network of members who can supply us soybeans to process,” AGP CEO Chris Schaffer added. “We have marketing and logistics systems in place to sell and deliver the soybean meal to domestic and foreign customers. We have the speed, space, and relations to get our soybean oil to both our food and fuel customers. And we have an experienced and dedicated team to run it all.”

Further Reading:

• STB Receives Notice of Intent for Proposed UP-NS Merger
• Union Pacific + Norfolk Southern: It’s Official
• Amtrak, Union Pacific Settle Sunset Limited Dispute
• UP’s Denver, Colo., Equipment Shop Rebuilds 100th Tamper

CSX (Photograph Courtesy of CSX)

CSX on Aug. 5 reported presenting the Madisonville-Hopkins County Economic Development Corporation (MHCEDC) with a commemorative rail spike, celebrating Madisonville Industrial Park II as Kentucky’s first Silver Level CSX Select Site. This recognition, it noted, “highlights the site’s strong infrastructure, direct rail access, and readiness for industrial growth.”

Sites that earn CSX Select Site designation, the railroad said, “meet stringent criteria for infrastructure, site preparedness, and streamlined regulatory compliance, ensuring they are ready for immediate development.”

“We’re grateful to CSX and our local partners who contributed to this effort,” MHCEDC said. “This designation highlights Madisonville’s position as a competitive location for advanced manufacturing and logistics investment.”

According to CSX, Canadian-based plastics packaging producer E. Hofmann Plastics recently broke ground on a build-ready site adjacent to the CSX main line in Hopkins County—an investment of $43 million that will create 164 new jobs and a 100,000-square-foot plant by 2026.

“This represents E. Hofmann Plastics’ first facility investment in the United States,” said Jody Lassiter, Manager of Industrial Development for CSX. “CSX is excited to serve as the rail partner supporting their growth and success.”

CSX in April announced the latest group of properties to receive CSX Select Site designation. Eighteen sites across 12 states earned a Gold, Silver or Bronze rating based on an evaluation of a wide range of site characteristics.

For more on CSX Select Sites, read: Diageo North America Establishes Beverage Distribution Plant at CSX Select Site, Rickenbacker South Industrial Rail Park Receives CSX Select Site Platinum Designation, CSX Adds Eight Rail-Served Properties to ‘Select Site’ Program, and CSX Launches Select Site Online Property Search Tool.

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

Railroads are vulnerable to extreme weather conditions, and they need to prepare for winter’s onslaught well before operations and the flow of goods are affected. Innovative technologies are needed in critical areas of train operation and functionality. Several railroads and suppliers share with Railway Age how they ready themselves for sub-zero temperatures.

CPKC

“We pioneered railroading in the harsh Canadian winter,” CPKC tells Railway Age. “Challenging weather conditions can have a significant impact on railway operations. Each year, across our North American network, we plan for the challenges associated with railroading in extreme weather to mitigate the impacts to the extent possible so that we can continue delivering for our customers.”

As part CPKC’s winter weather contingency planning, the Class I analyzes weather data and meteorological models to forecast the type, severity, and geographical scope of anticipated winter conditions. While weather forecasts are not exact, they guide critical preparation efforts, CPKC noted. Winter plans are developed for each region, rail yard, and facility across the network, while assets and resources such as snow removal equipment and sand are strategically placed to facilitate rapid responses to winter weather. Contingency plans also address Operations, Engineering, Mechanical, and Operations Centre personnel.

“CPKC prioritizes winter preparedness to mitigate the significant challenges extreme weather poses to railway operations. Operational adjustments, such as implementing shorter train lengths in certain conditions, are required to maintain safety, which always must be the priority,” the Class I said. CPKC says it continues to invest in the people, equipment, and infrastructure needed to safely and efficiently transport traffic throughout the winter and all other seasons. These investments, CPKC adds, “have achieved significant improvements to the capacity and resiliency of the railway network during the winter period and all year round.” For example, this year, CPKC is taking delivery of 100 new Tier 4 locomotives.

“Collaboration with customers complements these efforts by preparing facilities for winter weather. Safety here remains a cornerstone, with measures like snow and ice removal prioritized throughout the rail network.”

CSX

The CSX winter readiness strategy is a coordinated effort led by the Class I’s engineering and mechanical teams with a strong focus on employee and operational safety, CSX tells Railway Age. As winter weather can pose operational challenges for the transportation industry, CSX takes a proactive approach to seasonal preparedness to ensure its network remains resilient and safe.  

This, CSX says, includes ensuring employees are ready for cold-weather conditions, aware of emergency procedures, and equipped with the proper personal protective equipment, such as boot spikes and thermal gear. Walking paths are routinely inspected for hidden hazards, and salt is strategically placed to mitigate slips and falls.  

Rail infrastructure is inspected and winterized, and key assets like switch heaters, snow blowers, and generators are tested and staged for rapid deployment. During the spring and summer months, switch heaters are upgraded, and new heaters are installed at additional locations. This year, CSX installed more than 30 new heaters across its network in high traffic locations like Chicago, Indianapolis, Cincinnati, Louisville, and Philadelphia.  

CSX’s preparedness strategy also includes exploring innovations that enhance winter operations, the Class I said. “We leverage advanced technologies, including dual electric and propane switch heaters, to effectively reduce weather-related disruptions. CSX works closely with our customers and other railroads to coordinate traffic flows and maintain fluidity across our network during peak winter conditions.”

Norfolk Southern

“As a Class I railroad, we know that winter weather can pose serious challenges to our operations. That’s why we take a proactive, system-wide approach that begins in the summer to ensure we’re ready to keep freight moving safely and efficiently—even in the harshest winter conditions,” NS tells Railway Age.

Safety is a core value at NS, the class I says. “It is the lens through which we make every decision. Every employee is empowered with the authority to speak up and stop operations if there are questions or concerns. Our railroaders are given clear roles and responsibilities for servicing customers during challenging winter conditions. Teams conduct regular site audits to safely streamline snow and ice removal.

“We install and maintain switch heaters across our network to prevent ice and snow from freezing critical track components. In areas prone to drifting snow, we use snow fences and windbreaks to reduce accumulation. We also prioritize drainage maintenance to prevent flooding and ice buildup from snowmelt.

“Our mechanical teams work ahead of the season to winterize locomotives and railcars. That includes inspecting and insulating air brake systems, using fuel additives to prevent gelling, and ensuring batteries and electrical systems are cold-weather ready. We also conduct cold weather testing on new equipment to ensure it performs reliably in extreme conditions.

“We use remote sensors to monitor track temperature, rail stress, and switch status in real time. In some areas, we deploy drones to inspect hard-to-reach or snow-covered infrastructure. Our predictive analytics tools (DTI portals and ATGMS technology) help us anticipate weather impacts and adjust operations before disruptions occur.

“When temperatures drop, we may shorten train lengths or adjust speeds to reduce the risk of break-apart. We also pre-stage snow removal equipment and mobile response teams in high-risk areas. Our dispatchers use contingency routing plans to reroute traffic around blocked or congested corridors.

“We work closely with our Class I peers to coordinate traffic flows and share resources during major winter events. Through joint dispatch centers and data-sharing platforms, we stay aligned and responsive across the broader rail network.”

(G&W) Genesee & Wyoming

Winter preparedness across G&W’s U.S. railroads most impacted by winter weather (namely those in the Northeast and upper Midwest, as well as through South Dakota, Kansas, and Utah) begins in late summer/early fall with the following activities:

• Conduct industry audits to ensure the ground is free of debris that snow would otherwise cover up and cause a hazard.
• Pre-order supplies such as switch brooms, winter boots, hats, hand warmers and gloves.
• Dig out any dirt or mud that builds up on or near a switch, so the switch is less likely to freeze and is easier to operate when temperatures fall below freezing. 
• Perform company vehicle audits to ensure compliance before winter.
• Ensure all switch heaters are in good working condition.

Just before the arrival of winter weather, G&W says it ensure there are salt buckets at the doorways and steps of the company’s office and depot locations and that switch brooms are available on locomotives.

“Our Safety Department reminds frontline employees of the importance of clothing layers and winter hydration,” G&W tells Railway Age. “Customer service sends an email to all customers with tips for winter preparedness; trainmasters communicate with interchange partners to ensure we have a good plan in place to avoid weather-related delays and congestion; and roadmasters communicate with snow removal contractors to ensure contracts are in place as needed.”

“In terms of actions related to interchanges, we increase communication with Class I partners, as well as the frequency of our interchanges with them,” G&W said. Some of this, the company adds, is due to increased business during this time but also to stay current on traffic and remain well prepared for weather-related disruptions and delays.

Examples of location-specific actions in the Northeast and Midwest include:

• Buffalo & Pittsburgh Railroad stages equipment at Buffalo, N.Y., and Caledonia, Pa., to mitigate heavy snow and ice build-up in area tunnels. BPRR also ensures its Snow Jet in Buffalo is operating and fueled up for use when heavy lake-effect snow hits.
• At G&W’s railroads along the Great Lakes, the company ensures teams are adequately prepared to suspend operations in the event of a lake-effect snow emergency that causes highway closures.
• Ensure tracks remain passable by operating trains and light power moves so Engineering can properly inspect tracks.

Hotstart

Hotstart has a variety of products that are designed specifically for locomotive idle reduction, the company tells Railway Age, whose APU5 product line runs off the onboard locomotive fuel supply to provide the locomotive with coolant and oil heat, battery charging, and cab heat without the need for shore power.

(Hotstart)

Additionally, Hotstart supplies shore power systems and battery chargers in numerous configurations for a variety of applications. “Saving on fuel is not the only benefit of equipping a Hotstart. Our products reduce the number of restarts on locomotives equipped with AESS, therefore limiting engine wear and tear,” the company says.

“Product reliability is of the utmost importance to our customers. In addition to reliability, ease of product installation, operation and maintenance is significant in keeping labor costs down, while freeing up mechanical crews to address other locomotive needs,” Hotstart notes. “On-time delivery is key to our customers staying on schedule. Hotstart acknowledges that a quick and knowledgeable customer service team is critical to providing a positive customer experience.”

(Hotstart)

Hotstart says it encourages customers to plan accordingly well before cold weather arrives. Prior to the winter months, the company recommends customers “ensure new equipment installations are done properly, perform any needed maintenance on existing equipment, replenish common replacement parts, and train appropriate personnel.” For financial preparedness, Hotstart says it is important to research available federal and/or state funding opportunities. Most of the available funds today are allocated for infrastructure needs; however, there are funds set aside for reducing emissions.

According to the company, several customers have secured local/state/federal funding to equip their locomotive fleets with Hotstart’s EPA “SmartWay”-verified equipment. Government funding, such as Diesel Emissions Reduction Act (DERA), financially assist railroads to procure idle reduction technologies that decrease fuel costs, emissions and engine wear. Such programs, the company says, allow railroads to install necessary equipment in advance of the winter months and avoid unfavorable fuel costs and emissions.

Hotstart says its product line is “constantly evolving.” From minor product enhancements to new product development, Hotstart says it “takes pride in continuously improving based on customer feedback and new available technologies. Our products have changed dramatically during our 80+ years of existence and will continue to do so as customers’ needs evolve. From PTC to PSR to hybrid locomotives, the rail industry has changed tremendously in the past few years. While the industry evolves, Hotstart will continue to be a leader in designing new technologies that help customers move the needle and reach their strategic goals. The future is bright.”

(Rails Co.) Rails Co.

Rails Co. produces a variety of railway switch snow removal devices—from low pressure (LP) and high pressure (RT) gas bar and manifold heaters—to hot air blowers in electric, gas, and oil configurations.

The bar and manifold gas heaters can operate manually or automatically via add-on ignition and sensor components, according to the company, which also designs and produces custom tubular electric heater control panels in AC and DC configurations for use with Rails Co. tubular electric heaters and other brands. “The hot air blowers and control panels use common, industrial components to better assure customers the availability of replacement parts,” Rails Co. tells Railway Age.

Rails Co. can build blowers and control panels to incorporate the customers’ own programmable logic controller (PLC), radio or Supervisor Control and Data Acquisition (SCADA) functionality. “In the spring, we recommend opening all circuit breakers and removing fuses that control heater power to the track switch running rails,” the company said. “All accessible electrical contacts, that may be exposed to humid air, are to be treated with an appropriate no-XO material to minimize oxidation. For winter preparation, consumable and long lead parts should be procured in advance for inventory. “Beginning early fall, we recommend exercising the heaters weekly—to check viability and loosen (break adhesions) moving parts (e.g., solenoids). Exercising them also mitigates insect and rodent accumulations.

“In 2024 we finished projects in Cleveland, Minneapolis, and Washington, D.C., (Purple Line), where we teamed with Siemens Mobility. We are negotiating other transit projects for 2025-2026. We are continuing to improve our product line for ease of maintenance and trouble shooting. Customers want products that are easy to use and easy to learn to use. They also want products that are more SCADA capable for remote operations, programming, and monitoring. “Most of our customers want open source for the SCADA package or that we incorporate the user’s package into our systems. Proprietary packages are not attractive. While our company is small, we are customer oriented and try to help solve customer problems, regardless of the revenue volume.”

(PDI) Power Drives Inc.

PDI’s PowerHouse Hybrid is a locomotive idle reduction technology that heats and circulates engine coolant and oil maintaining a fluid temperature above 100 degrees F, thereby allowing the operator to shut down the prime mover.

According to the company, the PowerHouse Hybrid (U.S. EPA Smartway-verified), developed in response to customer needs, saves five to nine gallons of fuel per hour as compared to an idling locomotive. It also eliminates wear and tear on the locomotive engine and reduces noise and harmful emissions. The PowerHouse Hybrid can be powered in one of two ways—it can run off the locomotive batteries for up to seven days without starting the engine or it can be plugged into an external 120 VAC power source. When the PowerHouse Hybrid is powered by 120 VAC power, the integrated charging system charges the batteries.

“Customers want an idle reduction technology that does not require access to three-phase power or an additional engine to maintain,” PDI tells Railway Age. “They have also asked for a unit that is easy to install and can be installed on virtually any locomotive. The thinking among our customers has evolved based on experience that they have had with various versions of idle reduction technology,” which the company says, “can be installed at any time; however, it is best to get ahead and install these units in the off season.”

According to PDI, one Class I customer entered into a three-year contract to acquire these units on an ongoing basis to equip a significant portion of its fleet. Another customer installed 50 units, recording fuel savings of more than $1.5 million in one winter season.

(NYAB) New York Air Brake

New York Air Brake (NYAB), a subsidiary of Knorr-Bremse, offers the advanced CCBIIe (Computer Controlled Brake), a next-generation locomotive brake control system that’s now “smarter, more robust, and more cost-effective to operate and maintain,” the company tells Railway Age. Beyond its enhanced feature set, the CCBIIe incorporates upgraded materials and component designs that contribute to improved reliability and dependable performance—even in the extreme cold weather conditions.

To support operation in winter environments, NYAB Engineering—working with Knorr-Bremse’s Central Materials Laboratory—developed a new rubber compound for O-Rings and K-Rings, paired with Dow Corning Molykote M55 grease. This combination, NYAB says, delivers improved cold-weather durability, maintaining sealing performance at temperatures as low as -60°F. Testing shows the new compound retains performance up to four times longer than previous materials, with more than 12 times greater wear resistance. These enhancements, NYAB adds, are projected to reduce rubber-related failures and extend the usable life of brake system components by up to 60%.

“With these advancements, NYAB’s CCBIIe positions itself as a high-performance solution for railroads operating in the most demanding winter conditions,” the company said.

Wabtec (Wabtec)

Wabtec’s Train Analysis Tool is helping railroads identify and resolve problems. The Train Analysis Tool remotely collects key parameters from all the locomotives in a consist. Analytics are used to identify the root cause of issues impacting propulsion and braking performance. The results are presented to “Diesel Doctors” at the Wabtec’s Mechanical Help Desk as a “Sense.” Senses help a Diesel Doctor quickly identify the root cause of problems reported by the train crew and provide feedback on how to resolve them.

For example, to accelerate identifying frozen blowdown valves, Wabtec incorporated analytics in the Train Analysis Tool to provide a Sense when it detects a possible frozen unit. This new Sense, the company says, is expected to have a significant impact during the upcoming winter season.

“The future is bright for the Train Analysis Tool as it evolves Train Level Diagnostics,” Wabtec notes. “The ability to monitor the entire train and pinpoint problems for crew or responder resolution results in service interruption reduction opportunities such as UDE (undesired emergency brake application) detection and prevention.”

Frozen engine blocks and locomotive components are a recurring winter problem for railroads, Wabtec tells Railway Age. Locomotives will occasionally not dump coolant water in below-freezing temperatures due to various failure modes. When this happens, the water expands into ice and can cause catastrophic engine damage. In many cases, railroads can spend more than $1 million per year on freeze-related damages.

After an extensive investigation and follow-up lab and field testing, Wabtec has launched “new and improved” AL-X Water/Coolant Drain Valves that are significantly better performing for specific failure modes compared to legacy designs. The new valves are available in Standard (DL2.1) and SAE (Magnum) thread sizes and both variants are now equipped with dome style handles. According to Wabtec, AL-X Drain Valves provide much better tamper resistance and have a proprietary T-handle attached to a magnetic flag to provide a clear indication when a valve is disabled. The AL-X Drain Valves are a plug and play solution requiring no modifications to the locomotives and they can also be applied to EMD locomotives.

Wabtec says it has completed its first winter of biofuel testing with positive results around the use of biodiesel and renewable diesel blends in cold weather. Fuel temperature testing in Erie, Pa., and field testing in Canada have shown that B20 manufactured to the appropriate cloud point can be used down to –40ºC with appropriate petroleum diesel blends. Wabtec’s engine and locomotive biofuel upgrade kits will be available in 2025 to support railroad decarbonization plans through use of up to B20 and R100. These kits, combined with Wabtec expertise, “can be used to support carbon reduction plans at railroads while maintaining operations even in cold weather,” the company notes.

Other technologies that Wabtec offers to help customers in winter operations include Advanced Rail Cleaner (ARC) Traction Antilock Braking System (TABS), and Sub-freezing AESS for increased fuel efficiency. Wabtec has been expanding its AESS solutions by developing new summer/winter algorithms to optimize fuel savings, shutdown time, and increase cold weather shutdown availability across customer platforms. “As AESS continues to increase fuel savings, it becomes even more important to protect lead acid batteries from failure,” the company said. “Cold weather can exacerbate battery problems leading to a locomotive’s failure to start. Wabtec’s new StartSaver ultra-capacitor system supplements the lead acid battery ensuring a successful locomotive start even in the harshest conditions. It also contributes to increased fuel savings with reduced battery charging time and lengthens the life of batteries by 50%.”

In addition, Wabtec works with customers to evaluate commonly used winter components and performs analysis on a yearly basis. In preparation for winter, Wabtec adjusts inventory levels for the winter season to protect operations and reduce equipment unavailability.

(RECo) Railway Equipment Co.

RECo’s products, such as track switch heaters and remote monitoring systems, are designed to ensure smooth railway operations during harsh weather conditions, the company tells Railway Age. “With our remote monitoring capabilities you are able to troubleshoot remotely and know if your units are running as intended to ensure the switches stay clear during winter conditions.”

According to RECo, customers are increasingly seeking advanced monitoring solutions and energy-efficient products, reflecting a shift towards technology integration and sustainability. “There is also significant interest in our new redundant switch heater, which RECo has developed to use both Natural Gas/Propane and Electric, a first redundant system in the industry,” the company said.

There have been numerous installations of track switch heaters and remote monitoring systems in the past two years, enhancing winter preparedness for railways, RECo said. “We have seen a shift towards our GHAB Concentrator, which can aid in monitoring up to 12 switch heaters in one location, [feeding] this information back to the central office [and] providing real-time status updates on the heaters.”

RECo says it continually updates its products to incorporate the latest technology and improve efficiency, with new developments in remote monitoring and energy-efficient systems. “We have recently tested our first combo unit in two locations this past winter to optimize efficiency, as well as to improve fuel efficiency in remote areas,” the company tells Railway Age. “RECo is focusing on developing more sophisticated monitoring systems and eco-friendly heating solutions to meet evolving customer needs. We are particularly excited about test results of our new induction heating system and Combo units.”

(Frauscher) Frauscher Sensor Technology USA Inc.

“Extreme cold and severe ice and snow events are on the rise, particularly dangerous when occurring in warmer climate areas that have difficulty handling this winter weather. Keeping a signaling system operating reliably in these conditions is obviously a priority for operators, since harsh weather can negatively impact systems that rely on shunting,” Frauscher tells Railway Age. “This significant problem can be alleviated by incorporating axle counters. Inputs to the system are provided via our IP68 rated wheel sensors that are immune to the effects of these conditions, providing robustness, high reliability and increased safety.”

“What our customers are asking for today is an answer that never changes. Every operator, whether freight or transit, has the safe operation of their signaling systems at the very top of their priority list—year in and year out. After meeting this basic need, in recent years operators have expressed the need for ways to merge and analyze data from various data points to better monitor their systems and gain the ability to recognize and fix issues before they cause issues,” the company said. “To meet this need, we have developed Frauscher Insights, an advanced diagnostic suite that recognizes and prevents potential failures at an early stage. It utilizes train detection data to enable warning and error messages on the dashboard and also provides an interactive track plan. This real-time display of system status makes fault detection more efficient, so that potential downtimes can be recognized at an early stage and possibly avoided.”

“Our recommendations for operators to properly prepare for the winter months is consistent from year to year. Addressing any concerns with individual trackside components by conducting required inspections or testing and maintenance where necessary is very important,” the company tells Railway Age. “The flexibility and compatibility of Frauscher systems allow for an individual unit to be replaced without replacing an entire line or system. For example, a track circuit that has previously had issues during winter weather can be replaced with two-wheel sensors that can be seamlessly incorporated into the track circuit system. Road salt, snow, ice and deteriorated track and ballast are particularly hard on some signaling technology. Inspecting the system before these conditions are present will allow needed replacements and fixes to be implemented before winter downtime events occur.”

Throughout the past 10 years that Frauscher has been in North America, the company has worked with operators and integrators to identify where the integrity of their signaling systems could be improved. A significant percentage of these discussions, Frauscher says, involved areas that experience severe winter conditions. “By eliminating the dependence on shunting, we have successfully implemented solutions ranging from primary train detection, grade crossings and switch protection, to triggering trackside equipment, for operators in Toronto, Edmonton, and Calgary in Canada to Minneapolis, Chicago, Alaska, Boston, and Philadelphia. As many of these systems have been in operation for several years, the operators continue to benefit from deploying axle counters that work reliably 12 months of the year.”

“Our commitment to continuously develop products and services that meet the needs of the industry is nearly four decades old,” the company said. “The growing and ever-changing effort to digitize rail operations, with the resulting plethora of available information, provides exciting opportunities to use that information to improve rail operations.” Frauscher Advanced Data Transmission FAdT is a versatile data transmission solution that can facilitate the exchange of any digital input-output data between different locations, supporting both vital and non-vital applications. It allows for the connection of various sensors and switches, bypassing the inherent limitations of each specific component. FAdT allows for the connection of any input or output device, supporting Ethernet-based transmission for a high-speed and reliable data exchange. Communication based on Frauscher’s proprietary protocol enables seamless data transfer between locations, or from a particular location to higher-ranking systems. “The FAdT is bidirectional, modular, expandable and scalable, empowering railway operators with greater flexibility. The robust hardware design ensures resistance to environmental conditions, resulting in a cost-efficient, durable, and reliable solution, even for winter use,” the company noted.

Frauscher says it devotes approximately 15% of revenue to R&D annually. Current innovations include Frauscher Insights and Frauscher Advanced Data Transmission FAdT. “Our goal remains to provide operators with the tools they need to run their networks as safely, smoothly and cost effectively as possible. We will continue to develop and introduce products and services to help operators achieve those goals,” the company said.

Thermon

Thermon’s array of snow-clearing devices are designed to reliably withstand even the harshest winter storms, the company tells Railway Age. By offering a variety of options such as electric elements, hot air blowers and high velocity ambient air blowers, “we ensure our customers have their selection of high performing products that are appropriate for their applications,” Thermon says. “Our SCD’s are designed with safety, efficiency and quality in mind to carry our customers through the winter and result in less maintenance, decreased down time and increased dependability.”

According to Thermon, buyers are looking for cost savings, decreased lead times and reliable quality products. “We have centralized our manufacturing to our San Marcos, Texas, facility to reduce costs, improve lead times and keep our quality superior to our competitors. We continue to work closely with the railroads to exceed their expectations and keep costs down while delivering dependable products consistently,” the company notes.

Thermon says it urges customers to plan early and order material ahead of winter to prepare for any unforeseen roadblocks that may arise. The company is currently working on its next generation of Hellfire gas fired blowers with trials expected to take place this winter. “We are revolutionizing our current design to include updated components, expanded communication capabilities, OLED character display + organized status LEDs, and a new forward-thinking design. We will continue our innovation efforts to ensure we are always staying ahead of the curve with our customer’s needs,” Thermon said.

(ZTR) ZTR

ZTR’s KickStart technology is built to solve one of the most critical challenges in cold weather: reliable locomotive starts. Available in two variants: KickStart Starting Assist and the more advanced KickStart Battery and Starting Manager (BSM), the solution supports starting reliability, protects battery health, and helps railroads minimize costly downtime during winter. By reducing the need for idling to recharge batteries, KickStart also supports Automatic Engine Stop-Start (AESS) systems like SmartStart, improving sustainability and fuel efficiency during harsh weather.

According to ZTR, customers are looking for more than just dependable engine starts—they want systems that can proactively manage battery health, reduce the need for manual intervention, and integrate seamlessly with AESS. The shift toward battery intelligence and cold-weather readiness has grown stronger over the past year, with increased demand for solutions that combine reliability, diagnostic visibility, and a fast return on investment. This evolution has made KickStart BSM particularly relevant for fleets operating in extreme climates, the company notes.

ZTR’s recommendations for railroad customers when it comes to preparing for winter months, include:

• Equipping locomotives with starting assist technology to prevent cold weather start failures.
• Reducing battery-related strain by integrating systems that support reliable starts and preserve battery life.
• Monitoring voltage behavior during cranking to identify early warning signs of potential failures.
• Ensuring compatibility across locomotive platforms to enable faster deployment and simplified maintenance.
• Working with solutions that complement AESS strategies to reduce unnecessary idling while maintaining readiness.

In the past year, ZTR has initiated KickStart BSM pilot programs with two Class I railroads operating in winter-prone territories. These pilots, the company says, have focused on improving battery-related starting performance in challenging weather, with successful results in reducing cranking voltage drop and electrical charge ripple. “We have even published case studies on these results,” ZTR tells Railway Age. “Customers have chosen KickStart BSM to improve cold-weather reliability, streamline winter readiness efforts, and better align with fuel and emissions reduction goals.”

KickStart BSM is an evolution of ZTR’s KickStart technology. It combines supercapacitor-based starting assist with intelligent battery and power management. This includes hotel load shedding, real-time voltage monitoring, and improved cranking support. The system is designed to reduce battery-related start failures, maximize battery lifespan, and support consistent performance across varying locomotive types during winter.

ZTR says it continues to enhance the KickStart BSM platform with capabilities that go beyond starting assist. A key area of development is integration with ZTR’s Vision platform, enabling remote monitoring, performance tracking, and actionable insights. According to the company, operators will be able to:

• Monitor starting system behavior and battery health in real time.
• Track fuel savings and reduced idling over time.
• Gain operational insights through historical trend data.
• Receive system recommendations to optimize performance.

These additions, ZTR says, are designed to give railroads greater visibility and control over their locomotive fleets—supporting smarter maintenance decisions and continuous improvement in winter and year-round operations.

The post Winter Weather Warm-Up appeared first on Railway Age.

ATP

ATP on Aug. 5 announced that, following a rigorous Request for Qualifications (RFQ) evaluation process, it has selected the following three firms to advance to the RFP phase for the final design and construction of the civil, rail, station, and system components of the Austin Light Rail project:

• Austin Rail Constructors, a joint venture led by Stacy & Witbeck, Inc. and Sundt Construction, Inc.
• FCC Construction, Inc.
• Kiewit Infrastructure South Co.

The partners ATP selects for this contract will help shape and build nearly every aspect of the system, including the transitway, tracks, systems, stations, bridges, traffic signals, utilities, drainage structures and streetscape. The agreement is expected to extend through the duration of design, construction, and opening for service, planned for 2033. 

After the proposal deadline on Oct. 24, 3035, ATP says it will evaluate each submission and expects to award a contract in early 2026.

CTA

The CTA on Aug. 5 announced more than 20 rail stations and bus turnarounds have already received repairs and improvements this year, as part of its cyclical facility improvement program “Refresh & Renew.” More than two dozen additional locations throughout the system will receive repairs and improvements before the end of the year.

Since the spring, crews have been performing an estimated $6.5 million in repairs and maintenance at the following rail locations across the CTA service region:

• Red Line: Addison, Sox-35th, Belmont, 47th, Garfield, 63rd, 69th
• Brown Line: Rockwell, Damen
• Blue Line: Pulaski, Austin, Kedzie-Homan
• Green Line: 35th/Bronzeville, Oak Park, Halsted
• Pink Line: Damen, Polk

By the end of the 2025, work will be completed at additional rail stations and bus turnarounds, including:

• Blue Line: Western (O’Hare), Grand
• Red Line: Harrison, 79th, 95th, Jarvis, Morse
• Brown Line: Kimball
• Green Line: 43rd
• Orange Line: Kedzie
• Pink Line: 18th
• Purple Line: Noyes

“I am always so pleased when I hear riders say, ‘this is my station’ or ‘this is my bus stop’—people take ownership and pride in their touchpoint to transit,” said CTA Acting President Nora Leerhsen. “The ‘Refresh and Renew’ program is an investment that shows that we join them in taking pride in our shared spaces.”

To complement Refresh & Renew, CTA also deploys power washing teams to attack grime collected during the winter months. This separate group of personnel is dispatched during the overnight hours and is tasked with scrubbing and power washing the surfaces of CTA’s stations. Each year between the spring and fall seasons, each of CTA’s 146 rail stations is power washed at least once a month as part of routine station cleaning efforts.

(CTA)

Created in 2019, Refresh & Renew, the agency says, is intended to keep CTA’s stations in a state of good repair with routine maintenance that enhances the safety, security and overall look and feel of facilities.

Prior to starting work at a location, crews perform an initial and thorough inspection of the location to identify any behind-the-scenes or customer-facing items that need repair and/or replacement—either immediately or in the near-term.

Some of the more comprehensive improvements made as part of this program include concrete repairs, removal of outdated fixtures and equipment, repairs to utility and plumbing lines and more. Work also includes smaller cosmetic upgrades such as painting and replacing sheet metal or damaged signage, lighting upgrades, cleaning, and repair of surfaces (e.g., columns, walls, railings, fencing/gates and platform fixtures) and power washing are also performed.

More information is available here.

The post Transit Briefs: ATP, CTA appeared first on Railway Age.

Among the list of reasons to attend the much-anticipated 2025 Light Rail Conference is “Reconfiguring Riverside Yard for Type 10 ‘Supercars’ on the MBTA Green Line” by Rachel J. Burckardt, P.E., Senior Vice President / Senior Project Manager, Northeast Lead, Freight Rail National Business Line, WSP USA. This year, Railway Age and RT&S are pleased to venture to Pittsburgh on Oct. 1-2 with a packed lineup of LRT professionals who are significantly influencing today’s rail transit industry.

Burckhardt, an expert on Boston’s rail transit system and among the most accomplished women in rail transit, will present on the MBTA’s (Massachusetts Bay Transportation Authority) planning for its new Type 10 LRV, dubbed the “Super Car” because of its length. Changes to stations, track curvature and shop facilities are needed to accommodate it. Burckhardt will focus on reconfiguration of Riverside Yard, the Green Line’s main maintenance facility and largest storage yard. 

MBTA Green Line Riverside Yard. OpenRailwayMap.org

The 100%-low-floor Type 10, manufactured by Construcciones y Auxiliar de Ferrocarriles (CAF) for the MBTA Green Line, is a whopping 54% longer than the existing rolling stock, and will be equipped with new safety and accessibility features. The MBTA ordered 102 Type 10 cars in late 2022, at a cost of $810 million. The cars are expected to enter service in 2027 and will replace the Kinki Sharyo Type 7 and AnsaldoBreda Type 8 cars.

This edition of our annual in-person Light Rail Conference will be filled with dynamic panels and the chance to network with a wide-reaching group of like-minded professionals. This event will offer a comprehensive review of the specialized technical, operational, environmental, and socio-economic issues associated with light rail transit (LRT) in an urban environment.All this will take place at the Fairmont Pittsburgh. Plus, don’t miss a special tour of the Pittsburgh Regional Transit PRT light rail system. The 26.2-mile network runs from the North Shore and Downtown Pittsburgh areas, through Pittsburgh’s southern neighborhoods and many South Hills suburbs. With 80 light rail vehicles in its fleet, PRT aims to be the “region’s transportation mode of choice by delivering an innovative network that is clean, sustainable, and equitable; a network that enables individuals, businesses, and economies to thrive.”

Meet Rachel J. Burckardt, P.E.

A long-time presenter at our Light Rail conference, Rachel J. Burckardt, P.E. has nearly 40 years of experience at WSP USA and predecessor Parsons Brinckerhoff in a variety of civil engineering projects focusing mostly on transportation, including railroads, transit, roadways, bicycle facilities and paths. She has worked with railroads, transit agencies and DOTs on a variety of projects including West-East Rail, South Coast Rail, and Green Line Extension in Massachusetts, as well as grade crossings throughout New England, and station, yard, shops, and facilities projects. Burckardt is also an accomplished musician. Her musical experience includes more than 45 years as a church musician. She is also a composer of many works, with eight self-produced albums of sacred and liturgical music, choral music, orchestral music, jazz, improvisational music and electronic music. Burckardt is Founder of the Tutti Music Collective and President of Wood Harbor Music, which produces recordings on the Wood Harbor Music label, publishes sheet music and organizes concerts for local performers.

Program Highlights

Presented Oct. 1-2 at the Fairmont Pittsburgh, the 2025 Railway Age and RT&S Light Rail Conference is a must-attend premier conference on LRT for transportation professionals in planning, operations, civil engineering, signaling, and vehicle engineering. Students at the undergraduate and graduate levels are also welcome.

In addition to Rachel J. Burckard, transit leaders on the program include Andy Lukaszewicz and  Justin Selepack of Pittsburgh Regional Transit (PRT), Bryan K. Moore and Casey Blaze of the Greater Cleveland Regional Transit Authority (GCRTA), Henry Posner and Ida Posner of Railroad Development Corporation (RDC), Harry Skoblenick of Alstom, Barbara M. Schroeder of Benesch and many more.

Key sessions will focus on:

• Strategic insights into major new-builds and expansion projects.
• Engineering sessions illustrating how to best support long-term efficiency and safety.
• Capital program oversight, risk mitigation, and performance tracking.
• Resilience planning, sharing adaptive strategies for extreme weather events.
• Improvements to customer-facing technologies such as fare collection, communications and security.
• The viability and scalability of alternative propulsion technologies.
• Confronting funding challenges.

Supporting Organizations

Industry support for the Railway Age / RT&S 2025 Light Rail Conference is already strong, including sponsorship from 4AI Systems, Piper Networks, Benesch, and RDC.

Learn More

• View the confirmed speakers and take advantage of the early bird rate for Railway Age / RT&S 2025 Light Rail
• To inquire about sponsorship opportunities, contact Jonathan Chalon at jchalon@sbpub.com or (212) 620-7224.

The post WSP’s Rachel J. Burckardt Featured at 2025 Light Rail Conference appeared first on Railway Age.

North American rail volume on nine reporting U.S., Canadian, and Mexican railroads came in at 20,943,417 carloads and intermodal units for the 31-week period ending Aug. 2, 2025, the AAR reported Aug. 6. Cumulative volume in the U.S. was 15,162,611 carloads and intermodal containers and trailers, up 3.8% from the same point last year; in Canada, 5,035,654 carloads and intermodal units, up 1.6%; and in Mexico, 745,152 carloads and intermodal units, down 5.1%.

For the week ending Aug. 2, 2025, U.S. Class I railroads carried 513,529 carloads and intermodal units, up 2.9% from the same point last year, according to the AAR. That comprised 233,805 carloads, up 6.4% from 2024, and 279,724 containers and trailers, up 0.2% from 2024.

Nine of the 10 carload commodity groups posted an increase compared with the same week in 2024. They included grain, up 4,402 carloads, to 21,557; coal, up 2,871 carloads, to 61,962; and motor vehicles and parts, up 1,467 carloads, to 15,822. One commodity group posted a decrease compared with the same week in 2024: petroleum and petroleum products, down 185 carloads, to 10,829.

For the first 31 weeks of this year, U.S. railroads reported cumulative volume of 6,828,409 carloads, up 2.8% from the same period in 2024; and 8,334,202 intermodal units, up 4.7% from 2024.

North American rail volume for the week ending Aug. 2, 2025, on nine reporting U.S., Canadian, and Mexican railroads totaled 337,571 carloads, up 4.5% compared with the same week last year, and 363,089 intermodal units, up 2.7% compared with last year. Total combined weekly rail traffic in North America came in at 700,660 carloads and intermodal units, up 3.6%.

For the week ending Aug. 2, 2025, Canadian railroads reported 88,410 carloads, down 2.2%, and 72,286 intermodal units, up 13.0% compared with the same week last year.

Mexican railroads reported 15,356 carloads for the week ending Aug. 2, 2025, up 19.1% compared with the prior-year period, and 11,079 intermodal units, up 8.2%.

The post AAR: North American Rail Volume Up Through Week 31 appeared first on Railway Age.

Starnes joins the team with nearly 20 years of experience in the railroad industry. Most recently, he served as Chief Operating Officer at Gulf & Ohio Railways in Knoxville, Tenn., where he oversaw operations, revenue, and marketing across four shortline railroads in Tennessee, South Carolina, and North Carolina. Throughout his career at Gulf & Ohio, Starnes also held key operational roles, including General Manager, Designated Supervisor of Locomotive Engineers (DSLE), and Engineer/Conductor.

“We are thrilled to welcome Chris to our leadership team,” said SCFE General Manager Bob Lawson. “His deep industry expertise, proven track record in operations and marketing, and passion for railroading will be a tremendous asset as we continue to grow our footprint and strengthen our customer relationships.”

Originally from Gate City, Virginia, Starnes holds a bachelor’s degree in management and leadership from Virginia Intermont College, earned in 2007. Beyond the rail industry, he is an avid traveler, golfer, and photographer—particularly of aviation and rail subjects. His photography has been featured in national publications and recognized in award competitions.

The post SCFE Taps Starnes as Sales, Marketing, and Revenue Manager appeared first on Railway Age.

GER, a subsidiary of Puerto Verde Holdings (PVH), in 2023 filed a petition with the STB for authority to construct and operate the line, which would be part of an international commercial transportation corridor proposed by PVH, the Puerto Verde Global Trade Bridge project, consisting, in addition to the proposed line, of a new border crossing for commercial motor vehicles (associated CMV Facility) between Piedras Negras, Coahuila, Mexico, and Eagle Pass, Tex.

The Draft EIS (download below) analyzes the potential environmental impacts of both the proposed rail line, which requires licensing authority from the STB, and the commercial motor vehicle crossing because they would be built as a single port of entry for freight rail and commercial motor vehicle traffic between Mexico and the United States, according to the STB. It was prepared together with the United States Coast Guard as a cooperating agency, in compliance with the National Environmental Policy Act.

Green Eagle Railroad DEIS Volume I_DEIS_03142025_508Download

The Draft EIS preliminarily identifies the Southern Rail Alternative, one of two studied, as the Preferred Alternative (see map at the top of the page); it is also GER’s preferred alignment.

“OEA’s analysis showed that the beneficial and adverse impacts of the Southern Rail Alternative and those of the Northern Rail Alternative would be generally similar, with the exception of impacts on visual quality, noise, and water resources,” the OEA reported in March. “While the Southern Rail Alternative would have greater visual impacts than the Northern Rail Alternative, it would have lesser noise impacts (severe impacts on three receptors versus 12 receptors for the Northern Rail Alternative). The Southern Rail Alternative also includes only one crossing of Seco Creek, compared to four crossings for the Northern Rail Alternative, resulting in lesser potential impacts on the creek. OEA found that the Southern Rail Alternative would have fewer impacts on noise and Seco Creek when compared to the Northern Rail Alternative and that this would compensate for the greater visual impact of the Southern Rail Alternative.”

Under the Southern Rail Alternative, the proposed line would be a “secure,” double-tracked line extending between the existing UP main line at approximately milepost 31 and the United States/Mexico border, according to the OEA. This alternative would cross the Rio Grande River on a new rail bridge (New Rail Bridge), which would stand approximately 60 feet above the water line and would be about 45 feet wide. The New Rail Bridge would have only one in-water pier, on the Mexican side of the border, OEA noted. East of the Rio Grande River, this alternative would run to the south of Seco Creek. It would cross U.S. 277 (Del Rio Boulevard); Barrera Street; a concrete-lined stormwater drainage channel; and Seco Creek on four other, smaller bridges. Between bridges, this alternative would be constructed on an elevated embankment up to approximately 19 feet high and 130 feet wide. According to the OEA, other features include a non-intrusive inspection facility just past the eastern end of the New Rail Bridge; culverts; fencing; service roads; and 20-foot-high noise barriers on both sides of the tracks between the Stormwater Channel Bridge and the non-intrusive inspection facility.

The associated CMV Facility would be constructed a short distance to the north of the proposed line, on what is currently agricultural land, according to OEA. (See map of the associated CMV Facility, plus the Southern Rail Alternative below.) It would consist of a new bridge (New Road Bridge) across the Rio Grande River just north of the New Rail Bridge; a new road (CMV Road) connecting the New Road Bridge to FM 1589 (Hopedale Road); and associated border inspection facilities.

This map shows the proposed line and the associated CMV Facility. Click here to open the Green Eagle Railroad EIS Interactive Map.

“OEA reviewed the potential environmental impacts that could result from construction and operation of the proposed line and the associated CMV Facility,” it reported in the Draft EIS. “OEA’s findings were based on consultation with federal, state, and local agencies; input from GER and the public; and OEA’s own independent analyses. OEA is preliminarily recommending mitigation for the following resource areas: noise, cultural resources, and biological resources. OEA is not recommending mitigation for other resource areas because impacts would be beneficial; they would be minor and minimized through compliance with applicable laws and regulations; or they cannot feasibly and reasonably be mitigated.”

OEA accepted comments on all aspects of the Draft EIS through May 5, 2025. It also held three public meetings: two in-person on April 29 and one virtual on May 1.

OEA on Aug. 6 issued a Final EIS, which responds to comments received on the Draft EIS and sets forth OEA’s final recommendations, including final recommended mitigation measures, to the STB (download Final EIS documents below). Issuance of the Final EIS completes the Board’s environmental review for this project.

52673 Volume IDownload Green Eagle Railroad FEIS Volume II_Appendices_08062025_508Download

“Between March 14 and June 2, 2025, OEA received 104 written or verbal comment submissions (a
single submission may contain several comments) from 92 unique commenters,” it reported in the Final EIS. “Commenters included members of the public and representatives of agencies and organizations. Some individuals, agencies, or organizations commented more than once or in more than one format. OEA reviewed all the comments, including, where applicable, their attachments. OEA’s review of the 104 written and verbal submissions received identified 50 substantive comments from 41 commenters. Responses to the substantive comments are provided in Appendix O of this Final EIS. Changes that OEA made to the text of the Draft EIS in response to the comments are shown in tracked changes (underlined or crossed-out). None of the comments required additional analysis or substantive changes to the text of the Draft EIS.” The Final EIS also sets forth OEA’s final recommended environmental mitigation measures, OEA noted.

In reaching its decision on whether to grant GER’s request for authority to construct and operate the
proposed line, the STB will consider the Draft EIS, the Final EIS, public comments, and the final environmental mitigation recommended by OEA, as well as the record on the transportation
merits.

The post STB Issues EIS for Proposed Maverick County, Tex., Line (UPDATED 8/6) appeared first on Railway Age.

Northstar service between Minneapolis and Big Lake, Minn., may be replaced by buses, the Minnesota Star Tribune and other local media outlets reported in February. Now, they say, Metropolitan Council meeting documents propose shuttering the commuter rail service in early January 2026.

Background

“MnDOT’s recent Twin Cities – St. Cloud-Fargo/Moorhead Corridor study makes it clear we can provide more cost-effective transit service in the corridor currently being served by Northstar Commuter Rail,” the Minnesota Department of Transportation (MnDOT) and the Metropolitan Council said in a Feb. 24 joint statement, according to FOX 9 KMSP. “As the world and consumer demand changes, we must be willing to be flexible and innovative to offer better service while saving dollars. We have jointly started the process to explore transitioning to bus service in this corridor. That process includes working with our federal partners and our rail partners at BNSF Railway, who we have appreciated as a critical [host freight rail] partner. In the coming months, we will have more information, including timeline information and projected future savings. For Minnesotans who currently utilize this service, we are committed to working with you to ensure you have access to high-quality transportation in this corridor.”

The MnDOT study (download below) “found that transitioning to bus service between Minneapolis and St. Cloud would cost millions less than the status quo,” according to the Minnesota Star Tribune. “It costs about $12 million annually to operate Northstar, a budget that would shrink to $2 million if buses were used.”

Twin Cities-St. Cloud-Fargo Moorhead Corridor Study-38765459-v1Download

“This is the beginning to finally end Northstar service, with its ridiculously low ridership, its ridiculously huge operating subsidies and its ridiculously expensive maintenance costs,” said Minnesota state Rep. Jon Koznick, a Republican who serves District 5A, according to the Tribune. Koznick, also on Feb. 24, debuted a bill to shut down the rail line, which “passed the House Transportation Finance and Policy Committee on Monday [Feb. 24], and will be sent to the House floor for further debate,” said the paper, which added that “several Democrats thought the move was premature.”

The Northstar Line offers service between Big Lake and downtown Minneapolis, stopping at stations in Elk River, Ramsey, Anoka, Coon Rapids, and Fridley. It connects with buses (Northstar Link) for service to and from St. Cloud. (Map Courtesy of Metro Transit)

The 40-mile Northstar service in the Northstar corridor opened Nov. 16, 2009, between downtown Minneapolis and the northern city of Big Lake (see map, right); it was originally envisioned to link with St. Cloud, but connects to that city via bus. From 2011 through 2019, it carried between 2,200 and 3,300 weekday riders during the morning and evening peak commute hours; it also featured special event service on evenings and weekends for Minnesota’s Twins, Vikings, and University of Minnesota Gopher sporting events. MotivePower (Wabtec) MP36PH-3Cs power the trains, which comprise Alstom (originally Bombardier) bilevels. 

The COVID-19 pandemic led to a dramatic ridership drop of nearly 98%—just 60 weekday rides in April 2020, according to the Metropolitan Council, which is the regional policy-making body providing transit, wastewater collection and treatment, and affordable housing services in the seven-county Twin Cities metro area, and is charged under state law with establishing regional growth policies and long-range plans for transportation, aviation, water resources, and regional parks. In 2021, daily ridership peaked in October at 346 daily rides or just over 13% of the October 2019 pre-pandemic level. In 2022, Northstar carried around 300 daily rides.

While employees have been returning to in-person work, “Northstar’s recovery has been lackluster, with just over 127,000 riders last year, renewing Republican lawmakers’ chorus to shut it down,” the Tribune reported. The service provides four weekday trains and no weekend service unless there is a special event.

“‘We know travel patterns have changed’ since the pandemic,” Met Council Chair Charlie Zelle said, according to the Tribune. “He said bus service would likely be more frequent to reflect the new paradigm.”

MnDOT was charged with conducting the Twin Cities – St. Cloud-Fargo/Moorhead Corridor study by the state legislature. The purpose: “to conduct an analysis and evaluation of options for development of transit and rail service improvements in the corridor between the Minnesota cities of St. Paul, Minneapolis, Coon Rapids, St. Cloud and Moorhead, and Fargo, N.Dak.” It assessed alternatives for transit service in the corridor and the elimination of Northstar commuter rail in conjunction with those alternatives.

According to the Tribune, the “study laid out different options for Northstar, but didn’t recommend that the service be terminated altogether. It explored the potential cost to extend service to the Fargo/Moorhead area, either by extending Northstar’s route, by expanding Amtrak service or by combining bus and train service.” MnDOT, it noted, is studying expanding Amtrak’s Chicago-to-St. Paul Borealis service to Coon Rapids and St. Cloud.

If the Northstar service were to end, it would involve “unspooling contracts” between MnDOT, Met Council, BNSF, the state of Minnesota, and the Federal Transit Administration, which provided a Full-Funding Grant Agreement for the $320 million project, according to the Tribune. “The federal government and possibly the state would have to be reimbursed if Northstar shut down, athough it’s unclear how much,” the paper said. “Congress would have to approve any waiver of those costs.”

The Tribune added that “[t]he remaining interest in Northstar is about $30 million to $35 million, according to the report, not including property and buildings along the line, which would need to be appraised to determine current market value.”

UPDATE, AUG. 6

“The end of the line for the struggling Northstar Commuter Rail could come in early January, according to a plan the Metropolitan Council will discuss Thursday [Aug. 7] and later vote on,” the Tribune reported Aug. 5. Under a proposal by Metro Transit, the operating division of the Met Council, “the final Northstar train would run Jan. 3 or 4 of next year, after the last regular season Vikings game, and transition to bus service along parts of the route, according to Met Council meeting documents.”

The documents, the newspaper said, “outline a new Route 888 coach bus that would run between Ramsey and Minneapolis. Route 827, replacing the current 852, would run from Fridley to Minneapolis. The buses would run at 30-minute intervals during rush hours. Both would start in 2026.”

According to the Tribune report, “Metro Transit and other government partners are discussing next steps along the line, including what to do with infrastructure and planning demolition of stations.”

FEBRUARY 2025 COMMENTARY

“I reviewed the report, and it looks like one of the many studies I have seen that tells the client what the client wants to hear,” commented Railway Age Contributing Editor David Peter Alan in February. “In this case, it’s that the Northstar service is not worth keeping, and that it would be a better deal just to run a bus. While I’m not sufficiently familiar with the subject matter of the study, I rode the Northstar years ago, after getting off Amtrak’s Empire Builder at St. Cloud, spending the day there, and taking the connecting bus and then the Northstar into Minneapolis. The operation was not conducive to encouraging ridership. 

“The service today consists of three peak-hour trains in prevailing direction and one in reverse direction, with no service at any other time. From what I remember and some research I did, all stations are park-and-ride, with the towns some distance away from them. There has never been service to St. Cloud, except taking the train halfway there to Big Lake and a bus the rest of the way. Service outside the commuting peak has also been very limited, even when there was a bit of service on the weekends. There was never any interest, as far as I could ascertain, to run a more-robust level of service or to run trains to St. Cloud, which is a destination worth visiting.

“All in all, it does not appear that the Northstar service was ever designed to carry more than the number of commuters who could fill up the spots in the parking lots, which inherently limited its effectiveness in providing mobility in the region. Now a consultant’s report is calling for its termination, so its days are probably numbered. Maybe it’s just an example of how not to design and build a passenger service.”

Further Reading:

• A Tale of Twin Cities
• Debate heating over future of Northstar commuter rail

The post Reports: Will Minnesota Shutter Northstar Commuter Rail? (UPDATED 8/6) appeared first on Railway Age.

The agreement was effective Aug. 1, according to OmniTRAX, the transportation and infrastructure affiliate of The Broe Group that operates 31 railroads, serving ports and industrial parks across the country.

Tata Chemicals’ mine, one of the largest in North America for soda ash (a.k.a., sodium carbonate), is in Green River, which OmniTRAX said is home to one of the world’s largest reserves of trona ore and is the county seat of Sweetwater County (see map below). Soda ash, it noted, is a key raw material used across glass manufacturing, detergents, chemicals, and textiles.

Green River, Wyo., Map Courtesy of OpenRailwayMap.org.

“Tata Chemicals is one of the largest soda ash producers in the world, and we are honored that they have entrusted OmniTRAX to serve their largest domestic mine,” OmniTRAX President and COO Sergio Sabatini said. “We look forward to bringing our industry leading rail safety and service to Wyoming.”  

“We are excited to work with OmniTRAX to provide safe and reliable rail service to Green River’s soda ash facilities,” added Kenny Rocker, Executive Vice President, Marketing and Sales, for Union Pacific. “Union Pacific has played a pivotal role in the global economy for more than 160 years, and we are proud to do our part supporting the growing worldwide demand for Green River soda ash.”

Earlier this year, OmniTRAX became the exclusive operator of the Long Island, N.Y.-based Brookhaven Rail Terminal and of Port Muskogee’s Port Muskogee Railroad in Oklahoma. It also teamed with Coast Belle Rail Corporation to run Santa Maria Valley Railroad in California.

The post OmniTRAX: Exclusive Switching Partner for Tata Chemicals’ Wyoming Mine appeared first on Railway Age.

The National Transportation Safety Board (NTSB) has released a preliminary report for its ongoing investigation of the July 5, 2025, CN train derailment with hazardous materials release and subsequent fire near Glendora, Miss.

What Happened?

At about 2:26 p.m. local time, a southbound CN mixed-freight train derailed 22 railcars on the Yazoo subdivision at milepost 97.63, according to the NTSB, which published its report on Aug. 5 and noted that the information is “preliminary and subject to change.” One of the derailed railcars, a Department of Transportation Specification 111A100W1 loaded with the benzene, breached and caught fire. “There were no reported fatalities or injuries, and about 160 people were evacuated in a 1 mile radius of the accident,” the agency said. At the time of the accident, visibility conditions were clear, and the weather was 90°F with no precipitation. CN estimated damages to be about $1.5 million, the NTSB said.

The train, whose crew included one engineer and one conductor, had departed Memphis, Tenn., around 11:08 a.m., destined for Baton Rouge, La. It was a key train, which the NTSB defined as “a train with any one of the following components: at least one tank car containing anhydrous ammonia, ammonia solutions, or material designated as a poison or toxic inhalation hazard; 20 railcar loads of any combination of hazardous material; or one or more railcar loads of spent nuclear fuel or radioactive waste.” The 139-car train comprised 59 loaded railcars and 80 empties, including 11 residue cars, which are defined as empty tank cars that have “not yet been refilled or cleaned of hazardous material and purged to remove any hazardous vapors,” with 23 hazmat tank cars. Of the 23 hazmat tank cars, the NTSB said, one was loaded with compressed gas (refrigerant), 16 were loaded with benzene, and six were loaded with petroleum. The train was traveling about 29 mph on a right-hand curve near milepost 97.63 when NTSB said it experienced a train-initiated emergency brake application and derailed railcars 29 through 50.

According to the agency, a few days before the accident, on July 2, a CN autonomous track inspection vehicle “noted two superelevation track defects in the area of the derailment, which CN reported were addressed by a track surfacing unit on July 3.” In accordance with operational procedure, it said, CN subsequently placed a 10 mph speed restriction on that segment of track for the next two trains and then raised it to 30 mph on July 3. At the time of the accident, the speed restriction of 30 mph was still in place for the segment of track on which the accident occurred.

Local emergency responders and CN hazmat responders extinguished the fire around 11:30 p.m. on July 5, the NTSB reported, and the evacuation order was lifted shortly thereafter. CN contractors removed about 25,000 gallons of product from the breached benzene tank car. The “product,” the NTSB said, included both the material itself and water used in firefighting activities.

While on scene, the NTSB reviewed data from locomotive event recorders and inward- and outward-facing image recorders, inspected train equipment and track structures, reviewed CN’s engineering standards and procedures, and completed interviews.

NTSB’s investigation is ongoing. “Future investigative activity will focus on CN’s procedures related to track inspections, engineering defect mitigation, employee training and testing, and emergency response,” it reported.

Parties to the investigation include the Federal Railroad Administration; Pipeline and Hazardous Materials Safety Administration; CN; International Association of Sheet Metal, Air, Rail and Transportation Workers; Brotherhood of Locomotive Engineers and Trainmen; and Brotherhood of Maintenance of Way Employes Division.

According to the NTSB, the timing between the beginning of an investigation and a probable cause determination and report varies based on the complexity of the investigation and the workload of the agency’s investigators. In general, the NTSB said it tries to complete an investigation within 12 to 24 months, “but these and other factors can greatly affect that timing.”

Further Reading:

• NTSB Determines Probable Cause for NS Conductor Injury
• NTSB Issues Investigations Report on BNSF’s April 26 Hazmat Derailment
• NTSB Determines Probable Cause for UP Train Collision, Conductor Fatality Accident

The post NTSB Issues Preliminary Report for CN July 5 Derailment appeared first on Railway Age.