Railway Age magazine

TTX (Courtesy of TTX)

TTX, the Class I-owned railcar pooling company founded as Trailer Train in 1955 by the Pennsylvania Railroad and a major provider of railcars and related freight car management services to the North American rail industry, has promoted Marty Thomas to President. He assumes day-to-day leadership of the company and continues to report directly to CEO Tom Wells.

Thomas joined TTX in November 2024 as Executive Vice President, overseeing Supply Chain, Information Technology, Finance and Fleet Management. In his expanded role, he will now also oversee Equipment, Law and Human Resources, according to TTX.

Thomas previously spent 29 years with GE Transportation/Westinghouse Air Brake Corporation (Wabtec) where he held leadership roles of increasing responsibility, including Shift Supervisor, Field Service Engineer, Locomotive Shop Plant Manager, Global Lean Six Sigma Master Black Belt, BNSF and UPRR Account Executive, Enterprise Quality Executive, and Senior Executive Global Operations.

“Marty has made a meaningful impact at TTX in a very short time,” said Tom Wells, who previously served as CEO and President. “He’s helped TTX steer through a complex tariff environment, sharpen our fleet strategy and strengthen the commercial efforts driving strong utilization and revenue this year. His commitment to TTX, deep understanding of our owners’ needs and strong leadership make him the right person to help guide the company forward.”

Separately, earlier this year, TTX joined the RailPulse coalition. Also, in June, former TTX President and CEO Raymond C. Burton, Jr., died at the age of 86.

VRE (Courtesy of VRE)

Katie Choe on Jan. 20, 2026, will become CEO of VRE, the nation’s 13th largest commuter rail service, which connects Northern and Central Virginia to Washington, D.C.’s urban core. The appointment was made by the Northern Virginia Transportation Commission (NVTC) and the Potomac Rappahannock Transportation Commission (PRTC), VRE’s joint governing bodies, at the commissions’ respective board meetings on Dec. 4.

Choe succeeds Rich Dalton, who retired at the beginning of October. With 25 years of program management and safety oversight leadership in the transportation sector, Choe served most recently as the Chief of Staff to the Massachusetts Bay Transportation Authority. She has also served as Chief Engineer for the City of Boston Public Works, and as Program Manager at Massport, the Massachusetts Port Authority. In these roles, Choe delivered numerous major infrastructure projects with an emphasis on safety and quality, according to VRE. In 2022, she was named WTS Boston’s Woman of the Year. 

Choe’s appointment comes after a nationwide search and selection process conducted over the course of several months, led by the VRE Chief Executive Officer Search Committee. 

Choe is said to take the VRE throttle at a pivotal time. “For over 33 years, VRE has served Northern and Central Virginia as a commuter-focused rail service, with operations aligned around peak hours for weekday commutes,” the railroad noted. “Now, following the adoption earlier this year of VRE’s 2050 Service Plan and Vision, and a multi-billion dollar investment in the region’s rail infrastructure through the Commonwealth of Virginia’s Transforming Rail in Virginia initiative, VRE prepares to increase service to expand beyond commuter-focused rail and position itself as a regional rail network, with first-ever weekend and late-night service, and increased bi-directional service. These planned system improvements respond to shifting passenger needs while bolstering economic growth for Northern Virginia and surrounding jurisdictions. Several infrastructure projects scheduled for construction over the next five years will make this service vision of increased reliability, efficiency, and safety possible for VRE, including the Virginia Passenger Rail Authority’s (VPRA) Long Bridge improvement project; VPRA’s third and fourth track projects at Franconia, Alexandria, and L’Enfant; and VRE station improvements within the corridor. “

“I am honored to join VRE at such a significant moment for regional mobility,” Choe said. “VRE plays a critical role in connecting communities and supporting economic growth across Northern and Central Virginia and the greater Washington region. I look forward to working alongside our talented staff and partners to enhance the rider experience, deliver transformative capital projects, and build VRE into the first choice for regional transportation in Northern and Central Virginia.”

Separately, VRE earlier this year appointed MinhChau Corr as General Counsel, succeeding Steve MacIsaac, who will retired in September.

The post People News: TTX, VRE appeared first on Railway Age.

Sound Transit

Parsons on Dec. 5 reported being selected for a position on Sound Transit’s 2025 $1 billion-ceiling MATOC for design services. This five-year contract, with two potential one-year extensions, will support the transit agency’s $60 billion capital program. Under this MATOC, Parsons said it will provide architecture, engineering, and related services for light rail extension, system resiliency and sustainability improvement, and state-of-good-repair projects.

The consultancy has teamed with Sound Transit in the past, serving as lead designer of the Federal Way Link Extension, a 7.8-mile design-build light rail transit project that opened Dec. 6; as major design partner for the 16-mile Everett Link Extension, currently in the preliminary engineering phase; and as provider of track and rail systems preliminary engineering for the Downtown Redmond Link Extension, which opened in May 2025.

“This award reflects our deep understanding of Sound Transit’s system and our proven ability to deliver innovative, cost-effective solutions for complex transit programs,” said Mark Fialkowski, President, Infrastructure North America at Parsons. “We’re proud to continue supporting the Puget Sound region’s ambitious mobility goals and to help shape the future of sustainable urban transportation.”

WMATA (Courtesy of WMATA)

In the coming days, WMATA customers can “catch a sweet ride” on special holiday-wrapped Metrorail, Metrobus, and MetroAccess vehicles, the transit authority reported Dec. 5. The outside of the fleet will feature “a candy-filled wonderland” on a bright red backdrop, it said, noting that the train will also be “decked out with holiday spirit” on the inside.

Three wrapped buses, one train, and one MetroAccess vehicle will run throughout the Washington, D.C.; Maryland; and Virginia region during the season. Riders can track both the wrapped buses and train by visiting wmata.com/live and clicking on “special edition.”

Similarly for Veterans Day, WMATA wrapped train, bus and MetroAccess vehicles to celebrate the men and women who have served the United States. With a network of six rail lines, 98 stations, 125 bus routes, and paratransit service, WMATA is the second busiest transit system in the country, and nearly 25% of its workforce has served in the military.

In related news, WMATA in August announced that the public selected Option 3 for the exterior design of its 256 8000-series rapid transit cars from Hitachi Rail, which will start arriving in 2027. The public was able to vote for one of three design options. Metropolitan Atlanta Rapid Transit Authority in 2021 also asked the public to weigh in on an exterior graphic design; it was for its 254 new Stadler railcars. The winner was revealed in 2022.

MTA (MTA Photograph)

MTA New York City Transit (NYCT) on Dec. 5 reported surpassing 4.6 million subway riders, setting a post-pandemic ridership record, while also achieving an on-time performance (OTP) record for November of 84.4%—“the best November since the pandemic.” On Wednesday, Dec. 3, 4.61 million customers rode the subway, and on Thursday, Dec. 4, 4.63 million customers rode the subway.

According to MTA, both days eclipsed the previous record set on Oct. 29, 2025, of 4.6 million subway customers, and were up 6% from the same dates in 2024. “These milestones come as 94% of subway and bus trips are now paid with the MTA’s new contactless tap and ride system,” the transit agency reported.

Additionally, the November OTP record “extends the trend of historically strong” subway performance in 2025, MTA reported. Subway OTP reached 85% in September (“the best September in modern history”), maintaining August’s 85.1%, which was said to be the best August in a decade; and building on May’s “record-setting” 85.2%, “the highest non-pandemic OTP on record.” MTA said these gains coincide with service increases on the A and L lines, reducing wait times for more than 100,000 weekday riders. Beginning Monday, Dec. 8, rush hour service will also increase on the M line.

(Marc A. Hermann / MTA)

Commented MTA Chair and CEO Janno Lieber: “No secret: transit is the best way to get around New York. When our subways are safe, frequent, and reliable, people will use them more and more. That’s what’s happened and the records are going to keep coming.”

“Hitting 4.6 million subway riders as we achieve another OTP milestone shows once again that when you deliver safe and reliable service riders will take it,” NYCT President Demetrius Crichlow noted. “We’re determined to carry this momentum into 2026, as we continue to tout all the opportunities available to riders to seamlessly switch to tap and ride.”

“New Yorkers have embraced tap and ride and we’re proud to see that as more and more people return to the city, they are choosing mass transit,” MTA Chief Customer Officer Shanifah Rieara added. “As the end of MetroCard sales nears, we are focusing on reaching the remaining 6% to make the switch and unlock the benefits and convenience of tap and ride technology.”

MTA noted that the last day to purchase or reload a MetroCard will be Dec. 31, 2025, with the acceptance of MetroCards ending in mid-2026. As announced in March, by eliminating the sale of MetroCard and fully transitioning to one fare collection method, MTA expects to save at least $20 million annually in costs related to MetroCard production and distribution; vending machine repairs; and cash collection and handling. Moving to a contactless payment, it said, also “unlocks potential for new customer-friendly promotions and fare discounts.”

(MTA Photograph)

Meanwhile, MTA also announced that new Ticket Vending Machines (VTM) are now in service at both Long Island Rail Road and Metro-North Railroad stations. All machines sell both commuter railroads’ tickets; riders have the option to scan the barcode of a previously purchased ticket to pull up a similar ticket purchase again; change is now offered in bills ($5, $10), instead of all coins; and the machines offer services in nine languages plus English instead of the previous three languages.

“For nearly 25 years, our legacy TVMs have been the backbone of fare payment, maintaining 97% availability and generating about 30% of all ticket sales,” MTA reported Dec. 5. “However, by 2024 the OMNY project for Metro-North and LIRR was significantly delayed and our TVMs and TOMs [Ticket Office Machines] urgently needed replacement. Teams at both railroads pivoted to launch a new contract with Scheidt and Bachmann, the vendor for the current legacy system, and kicked off a new project in June 2024. Moving from concept to implementation in just over a year is an extraordinary achievement.”

(MTA Photograph)

Full installation began in mid-October with a scheduled completion of mid-2026 to bring new TVMs to all LIRR and Metro-North stations. MTA said this project also includes new TOMs, which are scheduled for deployment in 2026. The work was driven by collaboration across Metro-North, LIRR, MTA IT, MTA Finance, MTA Construction and Development, Jacobs Engineering, and MTA Headquarters, with support from employees and long-time vendor Scheidt and Bachmann.  

According to MTA, there will be additional upgrades being rolled out in 2026 to the payment options.

“The first thing every rider does before boarding an LIRR train is buy a ticket, and the LIRR offers several ways to do that including our groundbreaking TrainTime app and for riders who prefer a paper ticket, the new Ticket Vending Machines make that experience smoother and more convenient,” LIRR President Rob Free said. “We’ve been rolling out the new machines through the system over the last few months, and we’re excited to connect Long Islanders with all the great destinations in Metro-North territory and the new features they offer.”

“The MTA is a true regional rail system and these new TVM’s make it easier for riders to purchase tickets to any Metro-North or Long Island destination,” Metro-North Railroad President Justin Vonashek said. “All of the railroads’ new fare options will be available in these machines after the new year, making MTA riders’ trips even faster and smoother than ever.”

Further Reading:

• NYMTA Releases Climate Resilience Roadmap Update
• Watch: NYMTA Launches Railcar Acceptance, Testing Facility
• NY MTA Eyes $68.4B Capital Plan for 2025-29

The post Transit Briefs: Sound Transit, WMATA, NYMTA appeared first on Railway Age.

BNSF (Courtesy of BNSF)

“Momentum across the network is improving as we move through the first week of December,” BNSF told customers in a Dec. 5 online notification. “The Thanksgiving holiday temporarily impacted key performance metrics, but service levels have returned to pre-holiday levels as we head into the weekend [see chart above]. Freight volumes, which eased over the holiday, have also rebounded to stronger levels over the past few days.”

According to the Class I railroad, portions of the Southern Transcon and the Northern Corridor experienced pockets of cold weather, following the late-November Arctic cold snap and continued cold temperatures on Dec. 5, which it said prompted train length restrictions in the north. “As we move through the weekend and into early next week, colder temperatures and increased chances for snow and icy conditions are expected across the northern Plains and Upper Midwest,” the railroad noted. “Train length restrictions will remain in place in affected areas through the weekend, and BNSF operating teams continue to closely monitor these systems to support safe and consistent rail operations.” (BNSF noted that additional information regarding winter preparedness and response efforts is on its website.)

“Seasonal conditions are expected across the rest of the network,” BNSF reported, “and no significant disruptions are anticipated at this time.”

(Courtesy of BNSF)

Meanwhile, November was the 11th “record-breaking” month in a row for BNSF terminal dwell, the railroad reported via social media.

“Congratulations and thank you to our teams for relentlessly tapping away at dwell,” BNSF noted in its post. “You’re doing great things for our customers!”

Separately, the BNSF-served NEW Cooperative recently expanded its Osceola, Iowa, location, and BNSF, Hillwood, and the City of Fort Worth, Tex., late last month announced the creation of the Alliance Logistics District.

CSX

CSX ranked #1 in Transportation & Logistics on the @Newsweek Most Responsible Companies List for the 2nd year in a row, reflecting our commitment to sustainability, ethical business practices & community engagement. Learn about our initiatives at https://t.co/GSs085WebM.… pic.twitter.com/F4MF8yBJZ2

— CSX (@CSX) December 4, 2025

For the second consecutive year, Newsweek has recognized CSX as the top Transportation and Logistics (T&L) company on its America’s Most Responsible Companies List, the Class I railroad reported Dec. 4.

Among the other 21 companies selected for the T&L category are: Union Pacific (No. 2), Wabtec Corporation (No. 3), The Greenbrier Companies (No. 4), J.B. Hunt (No. 8), United Parcel Service (No. 9), C.H. Robinson (No. 11), and FedEx (No. 12).

T&L was one of 14 categories represented on the Newsweek list, which comprises 600 U.S. companies evaluated on more than 30 key performance indicators across environmental, social, and governance (ESG) dimensions. Other categories were Technology; Retail and Consumer Goods; Professional Services; Materials and Chemicals; Health Care, Life Sciences, and Pharmaceuticals; Financial; Capital Goods; and Automotive and Components.

CSX said that it improved its ranking on the overall list, moving to No. 169 from No. 171. UP ranked No. 173 overall in 2026, up from No. 251 in 2025.

Newsweek and Statista compile the annual list, selecting companies based on CSR/ESG reports, financial disclosures, reputation surveys, and “strict eligibility criteria, including transparency and a clean record on environmental issues,” CSX noted.

“For some consumers, what’s important isn’t just what a company offers but how they manufacture or provide those products or services,” Newsweek Editor-in-Chief Jennifer H. Cunningham said. “When consumers and investors know that a company is socially conscious, they are more likely to align themselves with it.”

“We are honored to be recognized as an industry leader in corporate responsibility,” commented Brian Tucker, Vice President of Stakeholder Engagement and Sustainability at CSX. “This achievement reflects our commitment to sustainable operations, supporting our communities, and maintaining the highest standards of governance.”

In other CSX news, the railroad recently celebrated its Rocky Mount terminal in North Carolina and will next year open its TRANSFLO Petersburg Terminal in Virginia.

CN

“For nearly a decade, CN has been working with First Nations, local governments, emergency responders, and regulators to deliver annual emergency preparedness and spill response exercises across B.C.,” the railroad reported on its website Dec. 5. “These hands-on trainings strengthen relationships and create space for shared learning rooted in transparency and trust.”

CN in 2025 partnered with Tsʼil Kaz Koh First Nation (Burns Lake Band), a Wet’suwet’en community, and the nearby Lake Babine First Nation in northern British Columbia, where the Bulkley and Nechako river basins meet. The region, it noted, “forms part of some of Canada’s largest and most important watersheds, including the Fraser and Skeena systems.” These waterways are said to sustain local ecosystems, support families and communities, and connect the traditional territories of many Indigenous nations.

According to CN, the 2025 exercise brought together its environmental and emergency response teams, Tsʼil Kaz Koh leadership and Lake Babine guardians, local firefighters and first responders, and provincial and federal regulatory partners. Together, they practiced coordinated response strategies, tested specialized equipment, and reviewed real-world scenarios designed to protect the community’s drinking-water wells, lakes, and surrounding river systems.

The exercise created space for connection, according to the railroad. “These conversations help ensure that, should an incident ever occur, everyone is ready: trained, equipped, and united by a shared goal to protect the land, the water, and the people who depend on them,” CN said.

(Courtesy of CN)

“My level of confidence is definitely higher than it was before, because of the awareness and the education that our responders received during the process,” noted Henry Wiebe, Mayor of Burns Lake.

“The partnerships between all response agencies and the regulatory bodies that were present here worked flawlessly,” CN Director, Environment-Network Operations Aaron Stadnyk said. “All organizations were able to collectively come together and implement one strategic plan to address the scenario.”

Earlier this month, CN earned an Environment Award from the Railway Association of Canada for its B.C. Spill Drill and Exercise Program: Strengthening Communities.

In other developments, the Canadian Class I railroad recently reignited CargoCool Intelligen Powerpack service out of the Port of Prince Rupert in B.C., and published its 2024 Delivering Responsibly Sustainability Report.

CPKC (Courtesy of Larry Lloyd)

CPKC earlier this month shared a social media post by AVP of U.S. Government Affairs Larry Lloyd, who traveled to Washington, D.C., with President and CEO Keith Creel, Railway Age’s 2021 Railroader of the Year and 2022 Railroader of the Year, an award he received in partnership with the late Kansas City Southern CEO Patrick J. Ottensmeyer.

According to Lloyd, among the highlights of his trip with “the best chief executive in the business”: “Providing Senate Commerce Committee Chair Ted Cruz [(R-Texas)] an overview of how we are using technology to remain the safest railroad in North America [see picture, top]. Sharing how our new service offerings are enhancing competition across the rail industry. Describing our massive investments in both #Texas manufacturing through the purchase of 100 new Wabtec Corporation Tier 4 locomotives and in American rail capacity with a second international bridge span at #Laredo, TX.”

(Courtesy of Larry Lloyd)

Creel wrapped up his visit “with a focus on his home state of #Alabama—and a little #Auburn football—during a stop visit to the office of Alabama’s senior senator, Coach Tommy Tuberville,” Lloyd said (see picture above). “CPKC’s expansion into Alabama [creating a new direct Class I interchange with the acquisition of 50 miles of the former Meridian & Bigbee Railroad] and our interline collaboration with CSX has sparked new rail competition by creating new options for shippers linking markets in the Southeast, Texas and #Mexico via our Southeast Mexico Express service.”

In response the social media post, retired Canadian Pacific Senior Vice President Doug McFarlane noted: “Let me first admit my professional and personal bias, having worked at CP for several decades including with and for Keith Creel. That said, whenever you see pics or videos of Creel in any company situation with investors, politicians, customers, industry colleagues or CPKC internal, he always looks and sounds professional, confident, well prepared, comfortable, but serious about his role. It is very easy to conclude that ‘he belongs’ in any / all of those situations, and that is because he does! I agree with your assessment that he is the best in the business in his role. CPKC, shareholders, employees, customers and other stakeholders are in good hands with him at the helm!”

Redrawing the U.S. Class I network, Surface Transportation Board perspectives, freight rail business development strategies and technological breakthroughs will be among the topics discussed at Railway Age’s Next-Gen Freight Rail Conference, to be held March 10, 2026, at the Union League Club of Chicago. Also at this important event, Norfolk Southern Executive Vice President and Chief Operating Officer John Orr will receive Railway Age’s 2026 Railroader of the Year award.

The post Class I Briefs: BNSF, CSX, CN, CPKC appeared first on Railway Age.

Since the emergency infusion of federal funds for transit enacted during the COVID-19 pandemic started to run out, Railway Age has been reporting on how major transit providers have been faring. Some, like New York’s MTA and NJ Transit, were among the first to get new state-level funding to keep those systems running for the next few years without severe service cuts. Pennsylvania recently gave its transit, including in Philadelphia and Pittsburgh, a two-year reprieve, although that required taking money from the capital side and moving it to the operating side. Now transit in Chicagoland has gotten a reprieve, too, thanks to new legislation.

Along with more money to fill the anticipated deficit, the State is changing the structure of transit governance in and around Chicago. A new regional board will replace the existing one, and it will have increased powers over the Chicago Transit Authority (CTA), Metra (which runs trains between Chicago and the suburban “collar” counties), and Pace, which operates buses in the suburbs, including lines that originate in outlying areas of Chicago itself.

As in many cities around the nation, the financial picture looked bleak for Chicagoland’s transit and next year’s service was in trouble, as John Greenfield reported for Streetsblog Chicago on June 1 The headline of his story about the previous night’s activity at the legislature was Chicagoland’s transit funding hits roadblock after House non-vote. RTA says 2026 budgets must reflect $771MM deficit. Transit managers and rider-advocates had warned that as much as 40% of existing service could be eliminated unless new sources of funding could be found. Greenfield predicted: “The legislators had a deadline of roughly midnight, after which hopes of properly funding buses and trains would turn into a pumpkin. In that case, the problem wouldn’t be addressed again until the veto session in October or November. But that would probably be too late for the transit agencies to avoid scheduling likely irreversible service cuts and layoffs for next year. The CTA got some temporary relief in August, when the RTA (Regional Transportation Authority) Board took $74 million from Metra and Pace and gave it to the CTA, as ABC7 reported on Aug. 21. The report said: “The CTA is the transit agency that is facing the most pressing fiscal challenges, so the RTA shifted the money over, but it’s only a Band-Aid on a very serious problem that is going to require major funding help from Springfield” but quoted RTA Chair Kirk Dillard as saying: “It’s more than a Band-Aid. It’s making sure that we provide as good service as we can with the dollar amounts that are available, and it gives the legislature a little more time to figure out how they’re going to solve the fiscal cliff.”

Legislation, Finally

Greenfield’s concern might have been well-founded, but it appears that help came in time, although it happened in the fall. The hoped-for legislation finally passed on Halloween morning and had nothing to do with the city’s famous “Chicagoween” parade and celebration. The legislature came through in the nick of time, according to RTA, which reported: “The Illinois House and Senate passed landmark transit legislation early in the morning on Oct. 31, just before the close of the fall legislative session. SB2111, which will be sent to the governor’s desk and is expected to be signed into law, includes and estimated amount of more than $1 billion in new operating funding for the reginal transit system. This sustainable funding will allow the system to not just avoid cuts in 2026 and beyond but improve service for millions of riders in the coming years.” The same day, Ben Szalinski of Capitol News Illinois reported a story with the headline Lawmakers approve $1.5B transit funding package without statewide tax increase: “The Regional Transportation Authority, Chicago Transit Agency, Metra commuter rail and Pace Suburban Bus collectively face a $230 million funding shortfall in 2026 as pandemic relief money runs out. The funding deficit is projected to grow to $834 million in 2027 and $937 million in 2028. Without action in Springfield to plug that gap, the transit agencies have said they could be forced to cut services by 40%” and “Republicans pleaded with the Democratic sponsors to pull the bill given the funding shortfall for the Chicago Transit Authority wouldn’t hit until the middle of 2026. But after more than a year of negotiations, Democratic leaders were ready to put the issue to rest.”

The new statute is not only about transit. It also includes a toll increase on the Illinois Tollway, as Hannah Hundell reported in the Peoria (in central Illinois) Journal-Star: “The new measure would raise tolls for passenger vehicles by 45 cents, ‘with proportionate reductions for reduced fare programs,’ according to the bill. Tolls for commercial vehicles would meanwhile be increased by 30%.’” The Journal-Star report had more to say about the transit provisions but, meanwhile in Chicago, the RTA issued a statement that said “The bill reorganizes the system under the Northern Illinois Transit Authority (NITA), with new responsibilities and a board that expands to 20 members with 5 members appointed by the governor. NITA builds on the current responsibilities of the RTA with the authority for setting fares and conducting service and capital planning, allowing the Service Boards to focus on delivering high-quality service. Starting in 2027, operating funding is distributed to CTA, Metra, and Pace using a new formula that includes key metrics from the National Transit Database (NTD) and transitioning in a few years to soon-to-be-developed service standards that will help guide appropriate levels of service for different communities.” In short, NITA, which will replace RTA, will have broad powers to set fares and coordinate regional projects. In effect, much of the decision-making regarding the CTA, Metra and Pace will now occur on a regional basis, rather than by each of the services individually. There had been a proposal to eliminate the separate service boards, but their authority was reduced instead. The RTA gave this example in a post on its web site from November 10: “The legislation requires no fare increases for 2026. In the future, instead of each Service Board offering different reduced fares, NITA will have sole authority over all special fare programs for the entire regional transit system. And in 2028, NITA will implement several new fare programs, including fare capping, income-based reduced fare programs, and free and reduced fare programs for survivors of domestic violence and sexual assault.”

The Nov. 6 RTA post also included a lengthy and extensive summary of the legislation, which covers many details of the changes that are coming during the next few years. The new 20-member NITA Board will have five appointees from the governor, the City of Chicago, Cook County (which also includes other municipalities), and one each from the “collar counties” where Metra trains run.

The legislation also included several funding measures to keep transit going in the region, also without raising any state taxes. An estimated $860 million from motor-fuel tax revenue will be dedicated to transit operations, split 85% ($731MM) to the RTA (soon to be NITA) region and 15% ($129MM) for transit downstate. Beginning on July 1, 2026, 5% of the 6.25% state sales tax on gasoline will go from the Road Fund to transit operations. The sales tax in the transit region will be increased by 0.25%, which will also be spent on transit. The RTA expects the increase to bring in $478 million for the region. There will also be new capital revenue from interest on the Road Fund balance, estimated at $200 million and split 90% for the RTA region and 10% for downstate transit.

Szalinski reported on Nov. 6: “Chicago-area public transportation agencies won’t need to raise fares, cut routes or lay off workers next year after state lawmakers approved a bill overhauling public transit, the head of the Regional Transportation Authority said Thursday. The agencies collectively faced a $230 million deficit in 2026 that would increase to $834 million in 2027. The RTA now expects the agencies to receive $565 million in additional funding next year and $1.3 billion more in 2027 and 2028.”

Szalinski also reported on another change expected to bring some relief to the transit agencies: “Less money will also come from fares. Before the pandemic, Chicago’s transit agencies were required by state law to receive half of their revenue from fares. That requirement is being lowered to 25% starting next year before declining to 20% in 2030.” However, he also said that some of the changes will not be coming soon: “Several key changes for riders are also likely still several years away. The bill calls for implementing a new universal fare collection system by early 2030. It also establishes a series of dates by which NITA must complete a series of studies. But it doesn’t require the agencies to follow a coordinated regional service plan until 2029.”

Chicagoans Speak

Two weeks before the legislation was passed, Prof. Justin Marlowe of the University of Chicago’s Harris School of Public Policy was interviewed for an article published by the University. He blamed the fiscal cliff on rising costs and declining ridership in the wake of the COVID-19 pandemic, as have many managers and advocates around the country, but also said: “Chicago has one of the best transit systems in the country in terms of options but it hasn’t made the forward-looking investments that could save money down the road, like retrofitting for more fuel-efficient vehicles. On the revenue side, the system has long relied heavily on fares. State law has traditionally required that more than half of operating revenues come from riders, which can trigger the so-called ‘death spiral’ of raising fares, losing riders and then having to raise fares again. Add to that a heavy dependence on the sales tax, which was designed for a 19th-century goods economy, not today’s service-driven one. In Illinois, we traditionally tax goods rather than services. Over time, that tax base has eroded, even as expenses keep rising.” He also blamed a governance problem: “The RTA was set up as a coordinating body, but in practice the CTA, Metra and Pace behave like three separate agencies. They serve different constituencies, have different governance structures and have limited authority to do the kind of centralized, well-coordinated capital planning and service delivery that we see in other regional transit systems” and looked forward to reform: “One proposal would create a ‘super agency’ with real power to borrow, plan and coordinate system wide. That could make a meaningful difference over time, though it won’t solve the immediate budget hole.”

The Environmental Law & Policy Center (ELPC) advocates for rail as part of its advocacy for a cleaner environment. On Nove. 6, the organization posted a statement headlined Two Climate Wins for Illinois: Public Transit and Clean Energy: “These two bills—the transit bill and the energy bill—put the state on a strong and sustainable path forward. By passing the Northern Illinois Transit Authority (NITA) Act, lawmakers not only saved the system, but reinvested in its future. For the first time, the transit system has both the operating resources and oversight needed to provide seamless, safe, and reliable transit across the Chicagoland region and across the state.”

F.K. Plous, a longtime journalist, advocate and Railway Age contributor, told me: “I expect that, before they have full, stable funding, there will be a series of emergency funding measures. That’s what happens when you don’t have serious long-range planning.” He added: “It’s probably a good idea to have a strong and powerful superagency.” He also had more to say, including an ambitious vision for rail service in the region, which we present as an “additional commentary” following this story.

New Funding-Plus

If all the new statute did was keep the funding going for transit in Chicagoland, that alone would constitute a major step in the right direction. Other states, including New York, New Jersey and Pennsylvania, have done that lately. Illinois went a step further by reforming transit governance to give it a region-wide perspective. Of course, that means the local service boards will lose some authority, because core issues like fares and major service decisions will be made at the regional, rather than individual agency level. Still, the separate boards for the component agencies will still exist as a place for some local decision making and interaction with riders as a major group of stakeholders, or at least that remains a hope. In short, the Illinois legislature might have come up with a practical compromise and a model that could make sense for other places in the country where transit runs beyond a city or county line, and especially where the transit mix includes a railroad like Metra.

One difference between Chicago’s reprieve and those in other states is that it goes beyond the single act of keeping transit funding going for a few years. It changed the governance structure in a way that legislators, along with many managers and advocates, hope will improve both funding and service delivery for the long term. We don’t know how well it will do, but it seems like a worthy experiment.

F. K. Plous Commentary

F.K. Plous began his journalism career at the Sun-Times on the City Hall beat in the 1960s. He has also been observing the rail scene since that time and is an occasional contributor to Railway Age and the Chicago Tribune. He suggests an ambitious agenda for the new NITA Board, which he believes goes well with the new emphasis on regional rail service. This is the commentary that he submitted to me:

“The creation of a super-board to oversee and to some extent manage the three service boards is a long-overdue development. We have a surplus of personnel and a deficit of output at all three service agencies, most particularly the CTA, and some strong top-down management will be needed to restrain spending, reduce employment and raise output and performance standards everywhere in the system. But efficiency alone will not make Chicago transit decisively more effective or efficient. What we need desperately and urgently is growth in the rail infrastructure at both CTA and Metra so that rail can perform more and different logistical tasks now dominated by automobiles. Both CTA and Metra still seem focused on extending their lines into ever more distant and sparsely populated territories when the real task is to enrich the rail route structure in the densely populated but transit-lorn neighborhoods of the city and the existing, older suburbs.

“For the CTA this means re-igniting planning for the inner-city ‘Super Loop’ that was proposed more than 20 years ago and then dropped. The new Super Loop needs to branch off the Orange Line at Chinatown and dive into a new subway under the ‘78,’ the proposed Near South Side neighborhood between Roosevelt Road and 16th Street on empty land that formerly held the tracks and yards leading into the Baltimore & Ohio Railroad’s long-demolished Grand Central Station. A stop at Roosevelt Road would serve the new Chicago Fire soccer stadium now being planned. The line would then head northwest under the Chicago River to Canal Street and stop at long superstation which for the first time would bring CTA rapid-transit service to both Union Station and the Ogilvie Transportation Center. The line would follow the river north to the site of the proposed Lincoln Yards development (now called Foundry Park), then loop back south under Ashland Avenue and return to the existing Orange Line infrastructure at the Damen Avenue station and head east to repeat its itinerary at Chinatown.

“For Metra, the task is to build new transverse routes that cross the existing mainline spokes centered on downtown Chicago. More than 60 years ago, Illinois built an arc-shaped tollway system allowing suburbanites to travel from suburb to suburb via a gently arcing superhighway system without going downtown to change routes. The suburban rail system needs to offer the same flexibility by building passenger infrastructure along the existing alignments of the Belt Railway of Chicago, the Indiana Harbor Belt Line and the former Elgin, Joliet & eastern Railway that is now part of CN. Two of these routes—the IHB and the CN—would be particularly useful in bringing suburban air travelers into O’Hare Airport, eliminating a huge burden from the regional expressway and tollway systems. And all the routes would enable suburban travelers to make suburbs-to-suburb trips without going downtown to change trains. Further flexibility would be provided at transfer stations wherever one of the new circumferential routes crossed an existing Metra main line centered on downtown Chicago.

“A third major efficiency could be achieved if the new agency were to plan and fund the Regional Rail scheme proposed by the High Speed Rail Alliance. HSRA has proposed a bi-state, 125-mph electrified railroad following the existing South Shore Line alignment from South Bend to Chicago, bypassing the existing downtown terminal at Randolph and Michigan in favor of a Near South Side bypass that would take the trains, via existing but newly electrified tracks, into Union Station. After a brief stop the trains would continue out the north end of Union Station onto the existing Milwaukee North Line tracks, which would be electrified, to a new station under the O’Hare Airport terminal. Leaving O’Hare on existing alignments with electrification, the trains would terminate at Rockford, 90 miles northwest of Chicago.

“The campaign for these new lines will be a long one and construction will have a long and expensive timeline as well, but their construction would result in a huge enrichment of the Chicago regional economy that can be achieved in no other way. I certainly hope that the new transportation authority understands that its remit amounts to much more than a more efficient operation of the existing system. It needs to build—outward and inward—if rail is to make its full contribution to the regional economy and the regional way of life.”

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In a relatively rapid reversal of policy, the Federal Railroad Administration (FRA) Railroad Safety Board on Dec. 5 approved a new “temporary waiver” (Docket No. FRA-2025-0059) allowing U.S. railroads, freight and passenger, to expand field testing of automated track inspection (ATI) technology and “collect crucial data to improve safety.”

The five-year (that’s temporary?) waiver “gives the rail industry a long overdue opportunity to demonstrate how ATI technology can assist safety inspectors by identifying defects or hazards that might otherwise be missed during routine visual inspections,” the agency said. Recently confirmed FRA Administrator David Fink, a career railroader, noted the waiver “will provide the industry with an opportunity to demonstrate the potential of ATI technology to enhance rail safety and improve efficiency. ATI technology is designed to enhance already effective visual inspections by catching things that human eyes miss.” 

FRA, describing the Railroad Safety Board as “comprised of technical experts within the agency,” said that railroad operations under the ATI waiver “will be similar to previous ATI test programs conducted by freight and commuter railroads, with only minor changes to railroads’ non-automated track inspection activities such as the addition of data collection and sharing requirements.” This “will enable the agency to better evaluate potential benefits and drawbacks.”

The Association of American Railroads applauded the development: “FRA has acted on the industry’s waiver request, representing a step forward. Our team is reviewing the technical details to fully understand the scope and conditions of the decision. ATI is a proven safety technology, and expanding its use will strengthen safety and reliability across the nation’s rail network.”

Railroads have been using ATI technology for several years, but FRA rules requiring manual track inspections have limited its use to supplemental—except under a waiver. FRA granted waivers under the direction of Former Administrator Ron Batory (like Fink, a career railroader), but Batory’s incompetent successor Amit Bose—lacking any practical railroad knowledge and well-known for putting politics first and cozying up to rail labor—cancelled them.

The full waiver details are contained in a Dec. 5 Decision Letter FRA sent to AAR Associate General Counsel Stephen N. Gordon. There are no fewer than 12 Waiver Conditions, most of which have complicated provisions. In “quick” summary:

“FRA’s Railroad Safety Board reviewed [AAR’s] petition, public comments received, and the results of FRA’s investigation and analysis. The Board determined that partially granting AAR’s request by modifying the conditions and expanding the scope to include more railroads will allow the demonstration of the effectiveness of expanded (Autonomous) TGMS (Track Geometry Measurement System) testing in conjunction with a uniform level of reduced visual inspection and is in the public interest and consistent with railroad safety. Accordingly, the Board grants the waiver, subject to the following conditions:

1. “Railroads must notify FRA at least 30 days in advance of the intended Waiver start date.
2. “Prior to the Waiver start date, railroads must provide training to all track inspectors, first line supervisors, and any other affected employees working on the proposed Waiver subdivisions. This training must include the change in track inspection procedures and TGMS operations, verification requirements, and reporting. Training must be provided to employees who transfer onto Waiver subdivisions and when new subdivisions are incorporated.
3. “The Waiver will take effect on the railroad’s proposed start date. The subdivisions covered by the Waiver may not be changed during the one year from the proposed start date to ensure data consistency. To add or remove subdivisions, the railroad must notify FRA at least 30 days in advance of the end of the current one-year Waiver operating period and include all the information from Condition 1. The changes will take effect at the start of the next one-year operating period.
4. “Upon request by FRA, railroads must provide all documentation and data covering any technical aspects of the operation and characteristics of its TGMS vehicles, inspection procedures, recordkeeping, maintenance records, and training.
5. “TGMS used to comply with this Waiver shall be capable of measuring and processing the necessary track geometry parameters to determine compliance with 49 CFR Part 213, Subpart C, Track Geometry, and meet the requirements of 49 CFR § 213.333(b).
6. “TGMS inspections must be performed at least monthly on all main track and sidings on the TGMS Waiver subdivisions as identified in Condition 1. Diverging routes and crossover tracks are not subject to this condition.
7. “Visual inspections may be reduced from twice weekly to once weekly. Traversal requirements under § 213.233(b)(3) remain. However, the railroads may record and report situations when the traversal requirements caused an additional inspection in locations with more than two main tracks.
8. “Railroads must protect all multiclass drop TGMS defects upon notification and must protect all TGMS defects within 24 hours of notification.
9. “Railroads must maintain … safety metrics on each group as defined by Condition 1.
10. “Railroads must submit a monthly report for each group as defined by Condition 1, detailing Waiver compliance and implementation data. Monthly reports must be submitted to FRA within the first 5 days of the next month. These reports will be collated and published with FRA’s analysis on the regulations.gov docket to ensure transparency and must include all information necessary to demonstrate compliance with the Waiver conditions. Monthly reports must include any additional data or information for FRA consideration.
11. “Railroads must submit an annual report that shall include, in addition to an aggregated summary of the monthly report required information, an analysis comparing present track conditions to track conditions immediately before the start of the TGMS Waiver as well as a summary of all accidents that have occurred on each subdivision of the TGMS Waiver.
12. “Railroads must notify FRA at FRAtracksafety@dot.gov within 24 hours of any derailment that occurs on any track segment that is part of this Waiver, regardless of monetary damage.”

 Again, the Waiver Conditions are complicated. I recommend you download the FRA letter below. To some, the Conditions are excessively complex—perhaps even nonsensical. Said one rail safety expert: “They’re appallingly asinine. Someone got to them. Compare them to the waiver BNSF had.” This is most likely a reaction to Condition 7, which cuts visual inspections 50%—not 100%—in Waiver territory.

FRA’s action immediately followed an unusual Washington Post Editorial Board commentary calling out POTUS 47 as “mimicking Biden’s approach to railroad safety,” adding that “advancing automated track inspection technology would be an easy win for the White House.” Also citing a Washington Examiner editorial, the Post chided that the Administration “wants America to lead the world on transportation technology, and it wants to remove burdensome federal regulations holding back technological progress. Why, then, is it allowing regulations to block American-made automation technology from being adopted?”

“Allowing full adoption requires updating archaic regulations,” the Post opined. The FRA has in the past waived some of the manual inspection rules for railroads to test ATI, including during [POTUS 47’s] first term. The data showed safety results as good or better than manual inspections. The Biden Administration declined to extend the waivers after the BMWED (Brotherhood of Maintenance-of Way Employes Division of the Teamsters) opposed an extension. Naturally they want to maximize the number of dues-paying members slogging around on the tracks. But if these track inspections can be done better with smarter technology, they should be—regardless of union distortions … An industry-wide waiver request is being slow-walked by the FRA, according to the Washington Examiner. Two of the rail unions opposed to the technology are affiliated with the Teamsters (BMWED and BLET, Brotherhood of Locomotive Engineers and Trainmen), and the Administration seems loath to challenge their policy priorities.”

Continuing with language clearly designed to appeal to POTUs 47’s nationalistic “America First” mindset, the Post said that “a forward-thinking FRA would be studying how artificial intelligence could be trained with track inspection data to predict where maintenance will be needed. To not even be willing to grant a waiver for already existing and successful automated systems because a handful of union lobbyists are upset is contrary to the technological aspirations of the Administration to beat China in the AI race … When Biden’s FRA halted the testing program, BNSF sued, and the U.S. Court of Appeals for the Fifth Circuit ruled in 2024 that the pause was ‘arbitrary and capricious,’ a big no-no under federal law. ‘The FRA fails to provide even one rationale that survives our review,’ the Court said. At least it was expected that the Biden Administration would haplessly defend an outdated regulation at the behest of union bosses. Why would the [POTUS 47] Administration want to follow in its footsteps?”

For better or for worse, why indeed? Politics aside (and that’s an almost impossible task on Capitol Hill these days), this is the first common-sense, science-based move that David Fink has made following his confirmation as FRA Administrator. I expect that there will be many more. Bravo!

If only the rest of the Administration’s “leaders”—the Defense and Education Secretaries, two glaring examples of incompetence, for example—were as well-qualified and knowledgeable in their respective fields as the man now responsible for railroad safety. If only. But we’ll take what we can get.

I ask you to consider ATI’s potential benefits for an industry looking to grow volume and compete with trucking. They’re significant. Think of all the hours that track wouldn‘t need to be temporarily taken out of service for manual inspections because it could be inspected in real time and in far greater detail by equipment moving at track speed in a revenue train. Systemwide, this could add up to literally thousands of hours of unlocked capacity. M/w crews could be better-utilized to make repairs far more efficiently, to keep the railroad operating. Velocity improves. Throughput improves. Service improves. Most important, safety improves.

Extra capacity available on a safer, more fluid network should give railroads more leverage to market and sell their services, grow volume and increase market share. The question is, will they take advantage of the opportunity, or blow it by solely focusing on cost-cutting and headcount reductions?

FRA-2025-0059 Decision Letter 2025 (120525)Download

The post FRA Restores ATI Waivers. It’s About Time! appeared first on Railway Age.

“We’re proud to have been on the recruitment team for this project and look forward to helping SODECIA AAPICO serve our joint customer, Scout Motors,” saidGVP Industrial Development Craig Hudson.“This investment strengthens the growing automotive supply chain taking shape across South Carolina, and we’re grateful to have strong partnerships with state and local economic development leaders – like the Orangeburg County Economic Development Commission – to bring these quality projects to life.”

Why it Matters

Access to an NS rail-ready site made the location a top contender for advanced automotive manufacturing.

• The 400,000-square-foot facility will be located on the Tri-County Global Industrial Site, a Site Selectors Guild-recognized site offering direct Norfolk Southern rail service and immediate connectivity to major transportation corridors.
• SODECIA and AAPICO – both family-owned, global automotive manufacturers – are combining the companies’ core strengths and innovative capabilities to manufacture advanced ladder frames for a key automotive sector customer, Scout Motors.
• Nearly 400 new jobs and supplier growth will fuel long-term economic development across the region.

By the Numbers

• Investment: $120 million
• Facility size: 400,000 sq. ft.
• Jobs: Nearly 400
• Timeline: Construction expected to finish 2027; production expected to begin March 2028

In Their Words

Customers are celebrating the announcement:

“We are thrilled to take this important step toward expanding our footprint in the United States.  With our joint resources and the strong confidence that Scout Motors has placed in both companies, success is our only goal.” -AAPICO CEO Mr. Swee Chuan Yeap 

“This project symbolizes the strength of collaboration. By combining the best of both companies, we are creating a world-class facility that will deliver value to our customer and long-term opportunities for the local community.”-SODECIA CEO Mr. Rui Monteiro

“This announcement marks another important milestone as we work to build a robust, local supply chain for Scout Motors and create meaningful opportunities for South Carolinians. By investing in Orangeburg County, the Sodecia Aapico joint venture is bringing hundreds of new local jobs, strengthening this state’s thriving automotive ecosystem, and reinforcing our shared commitment to making high-quality Scout vehicles right here in South Carolina. We’re grateful to our partners and to the community for embracing our vision of growth and opportunity.” -Scout Motors President and CEO Scott Keogh

State and industry leaders also welcomed the investment:

“Today’s announcement by Sodecia Aapico JV is another clear vote of confidence in South Carolina’s world-class workforce, and it will further strengthen our booming automotive industry. This announcement is also the latest example of Scout Motors’ arrival driving additional investment and job creation across our state, bringing even more opportunities and prosperity for our people.” -Gov. Henry McMaster

• AAPICO CEO Swee Chuan Yeap called it “an important step toward expanding our U.S. footprint.”
• SODECIA CEO Rui Monteiro emphasized “the strength of collaboration.”
• Scout Motors CEO Scott Keogh said the facility “builds a robust, local supply chain.”
• South Carolina’s Governor and Secretary of Commerce celebrated the project’s workforce and economic benefits.

The Bottom Line

Norfolk Southern’s rail network and site development expertise helped secure this investment for South Carolina – fueling job creation, strengthening the automotive ecosystem, and supporting Scout Motors’ long-term success.

Learn more about how Norfolk Southern supports site selection and industrial growth here.

Katie Byrd leads external communications for Norfolk Southern in the areas of Executive Comms, Commercial and Strategic Planning. She joined NS in 2022, bringing nearly 10 years of strategic communications expertise.

The post NS-Served REDI Site Attracts New Automotive Supplier in South Carolina appeared first on Railway Age.

The scope of the audit (download below) includes Metrorail’s communications systems (voice or data transmission systems and related equipment) presently in use or available for use (e.g. back-up systems). This includes radio and public address (PA) systems. The audit’s objectives include the assessment of communications systems inspections, maintenance, engineering, operational practices and procedures, and associated training for purposes of compliance with applicable Metrorail plans and procedures, regulations, and best practices.

The audit also focused on Metrorail corrective action plans including Metrorail’s Quality Assurance, Internal Compliance & Oversight (Quality) internal audits and corrective action plans, WMSC corrective action plans, and WMATA recommended corrective actions that are overseen by the WMSC along with review of any related safety event investigations involving Metrorail’s communication systems.

The audit identified critical areas where Metrorail does not follow its procedures and requirements. There are four findings that Metrorail is required to address through the corrective action process, as well as one existing corrective action plan (C-0219) that required modification. There are additionally two recommendations for Metrorail’s consideration. The findings and recommendations identified are:

Findings

• “Finding #1: Communication personnel are not consistently completing preventive maintenance on its public address and radio communication systems in accordance with Metrorail’s procedures.
• “Finding #2: Metrorail does not have adequate supervisory oversight to ensure adherence to testing and replacement requirements for electrical safety gloves.
• “Finding #3: Metrorail rooms that contain communication systems equipment are not maintained in accordance with Metrorail policy to ensure an optimal environment for those vital systems.
• “Finding #4: Metrorail is not maintaining its self-assessed staffing levels required to maintain its current communication systems.”

Recommendations

• “Recommendation 1: Metrorail should review how it deploys and safeguards vital communications equipment.
• “Recommendation 2: Metrorail should review the maintenance tasks related to its communication systems and ensure that all personnel have the necessary equipment to complete them.”

Metrorail is required to propose corrective action plans to address each finding no later than 30 days after the issuance of the report.

2025.12.04-WMSC-Communication-Systems-Audit-Report-Final-protectedDownload

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NMT invested approximately $1.4 million to update the northern portion of the line, according to a Dec. 4 report by Sunport, New Mexico’s largest commercial airport, which is owned and operated by the City of Albuquerque’s Aviation Department. The move will allow NMT to store and handle more railcars, and the company is expected to begin paying per-car fees to Sunport in early 2026, creating a new revenue stream for the airport’s enterprise fund.

Sunport purchased the entire line in 2022 and said that combined with the nearly 400 acres it acquired in September 2025, gives it ownership of nearly 1,000 acres of undeveloped property for future economic development.

“The line was constructed for and owned by the Atomic Energy Commission to serve Sandia National Laboratory, a facility established as part of the Manhattan Project headquartered out of Los Alamos, N.Mex., during World War II,” Sunport said. “Ownership of the line transferred to Kirtland Air Force Base when Sandia was merged into Kirtland in the 1970s. The line was operated under an O&M agreement with the Santa Fe Railroad (which later became BNSF) for many years until Kirtland’s and Sandia’s mission evolved from its legacy focus on atomic research and development and the spur was no longer needed for regular use. The spur sat idle until the base decided it would not be needed for future missions and put it up for auction in 2021, when it was purchased by Sunport.”

The spur (see map, top) begins at Broadway on the main rail line and loops around I-25 through the southern edge of Sunport property, which Sunport said is suitable for large-scale industrial and logistics operations. Key industries and activities have already identified as strong opportunities for the site, it said, including industry clusters in research, applied sciences, and media and entertainment.

According to KRQE of Albuquerque, NMT took about six months to rehab the 1.5 miles of rail spur, which is expected begin operations next month.

Additional assessments are under way to rehabilitate the remainder of the line, according to Sunport, which told the media outlet that it is “working on finalizing funding to activate the remaining 2.5 miles of spur,” with work anticipated to begin by year-end 2026.

“By bringing rail, air service, and foreign trade zone benefits together in one location, we’re creating a powerful hub for business,” City of Albuquerque Economic Development Director Max Gruner said. “This partnership with NMT will help attract new companies, support local jobs, and strengthen Albuquerque’s economy.”

“No other site in New Mexico has the right geography, infrastructure, and proximity to airfield operations to support an integrated multimodal system like the one we envision,” City of Albuquerque Aviation Acting Director Manny Manriquez added. “This is a true regional economic development to realize our unfolding vision for logistics and related land-side developments to transform the Sunport into an even larger economic engine for the region.”

“The public-private partnership that has been formed with NMT is a perfect symbiotic relationship for the continued business and economic growth of our city and state,” NMT Director of Business Development Brian Connell noted. “We’re glad for the chance to provide our established customers more opportunities to ship and receive interstate and international commodities.”

“With the opening of this first segment of track, we can immediately bring positive impact to local businesses,” Albuquerque Mayor Tim Keller concluded.

The post Sunport Reactivates Albuquerque Rail Spur appeared first on Railway Age.

Inside the December 2025 issue, you’ll also find features covering:

• Passenger Rail: Newly electrified, Caltrain is operating 104 trains per day with one million monthly riders. Contributing Editor Joanna Marsh covers the “Success Story.”

• Maintenance-of-Way Technology: Users rely on tough yet resistant surfaces to perform under heavy rail and road traffic at highway/rail grade crossings. In “Smooth Surfaces,” Senior Editor Carolina Worrell shares the latest supplier offerings.

• TTC Operated by ENSCO: ENSCO Inc. Head of Brand Strategy & Engagement Acacia Reber details the recent Transportation Technology Center Conference & Tour, which provided an in-depth look at research and testing.

And don’t miss commentary by:

• Capitol Hill Contributing Editor Frank N. Wilner. Is a UP-NS “fix” in? “Don’t bet on it,” he reports. Studied will be years of traffic flows, interchange commitments, impacts on joint facilities, track capacity, competitive access, and measurements of shippers’ transportation alternatives.

• Financial Editor David Nahass, who brings the holiday cheer in his Financial Edge column, “We Need a Little Rate Cut Now.” He writes: “Generally, the industrial economy is bearing the brunt of a kind of weakness that has led to a great amount of uncertainty about 2026 and its prospects. Strip the rail economy of the low volume cha-cha-cha being played 24/7 as the industry waits for Union Pacific to file its STB application for the acquisition of Norfolk Southern, and there’s not much to be dancing about.”

• American Short Line and Regional Railroad Association President Chuck Baker, who reports that partnerships will be critical to short line success in 2026 and paying close attention to metrics will help move the “volume needle.”

These highlights and more can be accessed in Railway Age’s December 2025 issue:

The post Railway Age December 2025 Digital Edition Now On Line appeared first on Railway Age.

NYMTA

The New York MTA on Dec. 2 unveiled a first-of-its-kind, limited-edition merchandise collaboration with the AMNH in celebration of the 40th anniversary of MTA Arts & Design. The capsule collection draws inspiration from artwork at the 81st Street-Museum of Natural History B and C subway station.

The station’s expansive mixed-media art installation, titled “For Want of a Nail,” compromises glass mosaic, glass tile, ceramic tile, granite, and bronze relief. It was developed by MTA Arts & Design in partnership with AMNH staff and community members and installed in 2000. The designs, the agency says, “reflect the broad scope of the Museum’s renowned collections and exhibitions, celebrating the intersection of science, art, and the everyday journeys of transit riders.”

The collection apparel and accessories for all ages—adult and children’s t-shirts, a fleece sweatshirt, water bottle, tote, backpack, hat, stickers, magnets and collectible pins. Merchandise is available exclusively at the AMNH Gift Shop and online store while supplies last.

This initiative, the agency says, “reflects the MTA’s ongoing commitment to enriching the transit experience through art, culture and community partnerships. It also invites New Yorkers and visitors alike to engage with public transit and natural history in a new and tangible way. The collaboration is part of a broader initiative to generate incremental revenue for the MTA through activities such as licensing and advertising.”

“Transit’s not just a way to get from point A to point B, it’s a cultural experience,” said MTA Chair and CEO Janno Lieber. “Few stations make the point better than 81 St–Museum of Natural History with its stunning mosaics, and we hope this will be the first of many location-based collections between the MTA and iconic New York institutions like this one.”

“Most of our visitors and staff arrive at the Museum by subway through one of the most iconic and beautiful stations in the system,” said American Museum of Natural History President Sean M. Decatur. “A journey of discovery begins the minute you step off the train and encounter spectacular art installations that reflect the wide range of the Museum’s scientific work and exhibitions, thanks to Arts for Transit and our longstanding partnership with the MTA. We’re delighted now to build on our partnership, enabling visitors to bring home a souvenir both of their time at the Museum and their travel through the 81 St–Museum of Natural History station.”

VIA Rail

VIA Rail on Dec. 3 welcomed elected officials, partners, and members of its Accessibility Advisory Committee to its Ottawa Station to mark the International Day of Persons with Disabilities and to unveil its 2026-2029 Accessibility Plan, recently submitted to the Government of Canada.

For VIA Rail, the agency says, “accessibility is not simply a goal, it is a core value that guides its decisions, the design of its services, and the way its teams welcome and support passengers and employees.” For several years, it has worked closely with experts, specialized organizations, and persons with disabilities to make its network, digital tools, and workplace increasingly inclusive.

“As Canada’s national intercity passenger rail carrier, we have a responsibility to make transportation accessible to as many people as possible,” said VIA Rail President and CEO Mario Péloquin. “With unprecedented federal support and the guidance of our accessibility partners, we are delivering a travel experience that removes barriers and expands mobility for all Canadians.”

The 2026–2029 Accessibility Plan (download below), VIA Rail says, reflects this ambition and is structured around strengthened priorities, including:

• “Integrating accessibility from the design stage of all major projects, including digital services, internal procedures, and workplace environments.
• “Improving the experience of persons with disabilities through user-centered processes, ongoing staff training, and sustained dialogue with the advisory committee.
• “Creating an inclusive and barrier-free workplace to ensure that all employees and candidates benefit from real equality of opportunity.”

The event also highlighted the crucial role of collaboration. Organizations such as Transport Canada, Ottawa Tourism, members of VIA Rail’s Accessibility Advisory Committee, and participants in the various accessibility consultations have, for years, helped shape the solutions being implemented, the agency noted.

The plan is also supported by federal investments, including those announced in Budget 2024 to renew VIA Rail’s pan-Canadian fleet, which will introduce modern and universally accessible trains across the country beginning in 2032.

2026-2029_VIA-RAIL_Accessibility-Plan_ENDownload Mass. Government

Massachusetts Governor Maura Healey on Dec. 3 held a signing ceremony for a bill to protect transit workers from assault and battery, according to a WWLP news report.

According to the report, the new law “ensures public transportation workers are explicitly protected from assault and battery, including assault involving human secretions. The human secretion clause closes a loophole in the law where certain behaviors did not previously explicitly fall under the categories of assault and battery. According to the governor, transit workers often face violent behavior from customers while working.”

The protections, WWLP reports, which, applies to transit workers across the state—Massachusetts Bay Transportation Authority (MBTA) employees in Cambridge to bus drivers in Chicopee—takes effect in early March, 90 days after the official signing.

The post Transit Briefs: NYMTA, VIA Rail, Mass. Government appeared first on Railway Age.

Democrat Robert E. Primus, fired Aug. 27 from the Surface Transportation Board (STB) by Republican POTUS 47, alleges in an amended legal challenge filed in federal district court Dec. 4 that the primary reason for his termination is racial discrimination—not politics nor concerns how he might vote on the soon-to-be filed merger application by railroads Union Pacific (UP) and Norfolk Southern (NS). Primus seeks reinstatement.

When terminated in August, Primus was in the midst of a second Senate-confirmed five-year term expiring Dec. 31, 2027.

Primus’ first term began in January 2021 following nomination by POTUS 45. He was filling a seat left vacant by Democrat Deb Miller, whose term expired in 2018. Democratic President Joe Biden designated Primus as chairperson in 2024, following the retirement of Democratic Chairperson Martin J. Oberman. After taking office in January 2025, POTUS 47 designated sitting Republican board member Patrick J. Fuchs as chairperson, with Primus returning to member status—a typical event when Presidential Administrations change.

Of 117 White House nominated and Senate confirmed members of the 138-year-old STB and its Interstate Commerce Commission (ICC) predecessor, Primus is only the fifth Black, and was the first Black chairperson. Prior to Primus’ Senate confirmation, it was 2001 when the STB previously had a Black member—William Clyburn Jr., who departed upon term expiration.

Primus first challenged his firing in September in federal district court as unlawful, alleging members of independent regulatory agencies may be removed only for cause (inefficiency, neglect of duty or malfeasance in office), and that POTUS 47 failed to provide a valid reason. Primus’ “effective immediately” termination was made in a terse 28-word email from the White House Personnel Office. 

In his Dec. 4 amended complaint (download below), Primus says his firing “fits within a pattern of the Trump Administration disproportionately removing Black government officials, and particularly Presidentially appointed and Senate-confirmed Board members of independent multimember agencies.” He says “75% of Black federal officials” on multi-member agencies have been removed from office. In contrast, Primus says “only approximately 27% of white federal officials” on multimember agencies have been removed.

The amended lawsuit asserts that the Constitution’s Fifth Amendment Due Process Clause “guarantees the federal government will provide all people with equal protection under the law. Included within the ambit of these rights is a protection [because of race] against discrimination in employment decisions.”

Additionally, the amended complaint rejects that Primus’ political affiliation as a Democrat could be “the sole reason” for his termination, as even had Primus remained a Board member, a third Republican vacancy exists to assure a 3-2 Republican majority. That allegation is questionable, as if Primus had remained, and the third Republican seat not filled, the Board would have two Republicans and two Democrats. The amended complaint further says that while Democrat Primus, a Black, was removed, Democrat Karen J. Hedlund, White, retained her seat.

Hedlund is serving her first term, which expires at the end of December and is eligible for a second five-year term, although no renomination has been made. Primus, as mentioned, was in his second term, with a Dec. 31, 2027, expiration. By statute, STB members may remain in holdover statute up to 12 months beyond term expiration or until a successor has been Senate confirmed.

Primus is represented by Democracy First Foundation (a national legal organization that “advances democracy and social progress through litigation, policy, public education, and regulatory engagement”) and Justice Legal Strategies (a civil rights law firm). The lawsuit is against POTUS 47 and Fuchs, in his official position as STB chairperson.

Primus is not the only Black fired by POTUS 47 from an independent federal regulatory agency. Other Blacks fired have been Democrat Rebecca Slaughter from the Federal Trade Commission; Democrat Gwynee Wilcox from the National Labor Relations Board; and Democrat Alvin Brown from the National Transportation Safety Board. Each has filed a lawsuit alleging unlawful termination. Brown amended his Dec. 4 to make the same racial discrimination allegation as Primus.

Because of first-impression Constitutional questions, finality for each of the original lawsuits must await Supreme Court review. The Justice Department, which supports the firings, argued that even if the POTUS 47 terminations are unlawful, courts have no authority to order reinstatement.

Democrat Deidre Hamilton, fired by POTUS 47 from the National Mediation Board, has so far not filed a lawsuit. She does not identify as Black.

Primus is not without a contentious history on an agency whose reputation depends on perceptions of decisional independence, free from influence of special interests or politics. Throughout his time at the STB, Primus displayed an alignment with rail labor on issues over which the STB has no jurisdiction—carrier employment levels and implementation of operating strategies such as Precision Scheduled Railroading. In a personal appearance at a rail labor union event, Primus said, “Thank you for letting me represent you”—a suggestion perceived by many as in conflict with impartial execution of STB responsibilities.

There have been unvalidated allegations that Primus was predetermined to vote against a UP-NS merger based on his opposition to a 2022 STB-approved merger of railroads Canadian Pacific with Kansas City Southern to form CPKC. Those allegations gained traction following a recent meeting between UP CEO Jim Vena and POTUS 47 at which Vena made a cash contribution on behalf of UP to a POTUS 47 planned White House ballroom, and the President responded how the proposed merger “sounds good to me.” There is no evidence that Primus’ firing—which occurred months before the Vena-POTUS 47 meeting—was urged by Vena or UP lobbyists.

The five-member STB is currently at a strength of three—Republicans Fuchs and Michelle A. Schutz, and Democrat Hedlund. Schultz, whose first term expires in late 2026, was renominated to a second five year term by POTUS 47 and awaits Senate confirmation. POTUS 47 nomination of a third Republican, Richard Kloster, is currently before the Senate Commerce Committee, which will meet in Executive Session Dec. 8 to vote on whether to recommend him for Senate floor confirmation. The STB’s second Democratic seat, held by Primus until his termination, remains open.

It was not until 1979 that the ICC and its STB successor (the ICC created in 1887) had its first Black member, Marcus Alexis (1979-1981), who was nominated by President Jimmy Carter. Other Blacks, in addition to Primus, were Reginald E. Gilliam Jr. (1980-1983), Jacob J. Simmons (1982-1983 and 1984-1986), and Clyburn (1998-2001).

The first female ICC/STB member was Virginia Mae Brown (1964-1979), nominated by President Lyndon Johnson. Since, there have been nine other female members: Betty Jo Christian (1976-1979), Heather J. Gradison (1982-1990), Karen B. Phillips (1988-1994), Gail C. McDonald (1990-1995), Linda J. Morgan (1994-2003), Ann D. Begeman (2011-2021), Debra L. Miller (2014-2018), Michelle A. Schultz (2021-____) and Karen J. Hedlund (2021-____). 

The ICC/STB has had only one Latino member, Democrat Rodolfo Montejano, a Mexican American attorney son of a migrant farm worker, who failed to gain Senate confirmation but received a recess appointment from President Richard Nixon in 1972. Four months later, Montejano voluntarily resigned to make way for another Nixon nominee, Democrat A. Daniel O’Neal.  

Railway Age Capitol Hill Contributing Editor Frank N. Wilner, a former White House appointed STB chief of staff, is author of “Railroads & Economic Regulation,” which includes a history of the ICC and STB, including significant decisions and biographies of the agency’s 117 members. It is available Simmons-Boardman Books, 800-228-9670.

Primus-v-Trump-amended-complaintDownload

The post Primus, Late of STB, Alleges Racial Bias appeared first on Railway Age.

The budget, which runs from Jan. 1 to Dec. 31, 2026, aligns expenses with the transit agency’s Strategic Plan, minimizes impacts to transit service delivery, and retains the people needed to “deliver its mission,” according to RTD, which provides light rail, commuter rail, bus, on-demand, paratransit, airport, and special event services in eight Colorado counties. The budget proposal was made available for public inspection in October.

(Courtesy of RTD)

Excluding the impact and timing of the $138 million East Colfax Bus Rapid Transit (BRT) project, RTD said its revenue budget is expected to increase 6% to $1.141 million over the 2025 budget. The agency’s labor and purchased transportation expense comprise 60% of operating expense in next year’s budget.

RTD’s primary source of revenue—69% in the approved 2026 budget—comes from the collection of a 1% sales and use tax in the Denver metro area. “The sales and use tax is subject to external market factors, including inflation, recessions, and the availability of goods and services,” RTD noted. “The budget also accounts for uncertainties in the financial climate for government agencies and private businesses alike.”

The Business Research Division (BRD) of the University of Colorado Boulder’s Leeds School of Business conducted independent third-party research to provide semi-annual sales and use tax forecast models to RTD in September 2025, according to the transit agency. The BRD projected a 1% increase in sales and use tax revenue in 2026, with a forecast of $877 million vs. its latest forecast for 2025; the $877 million in 2026 is 3% lower than the 2025 budget, as BRD’s projections for 2025 declined since RTD adopted the 2025 budget in November 2024, the transit agency said. For 2026, this revenue amount is forecasted to comprise 77% of RTD’s expected funding sources before the impact of East Colfax BRT, it said. BRD’s medium forecast financial models are used by RTD to develop its annual budget and five-year financial forecast.

RTD said it plans to “pare back funding for service contracts in 2026 that did not meet the anticipated budget costs for 2025,” resulting in a projected $17 million savings. The agency’s closed (legacy) pension plan contribution for salaried employees is budgeted at $7 million in 2026 vs. $15 million in 2025, because, RTD said, “the plan is considered adequately funded.” Another budget reduction is the delayed hiring for 81 vacant positions to yield $7 million in savings, and modifications to overtime are projected to deliver savings of $5 million, the agency reported.

While RTD plans no reduction in force for 2026 in the budget, it excludes an allotment for a cost-of-living adjustment or merit increases for non-represented employees. The agency noted that in October 2025 it implemented a cost-saving measure impacting non-represented RTD employees who received a merit increase as a one-time lump sum distribution in 2025 that resulted in $4 million in savings for 2026.

(Courtesy of RTD)

The RTD Board amended the 2026 budget to exclude $20 million in debt financing for cutaway vehicles used for paratransit and FlexRide services, according to the transit agency. The plan includes prepayment of $57 million in 2026 debt obligations “to strengthen the agency’s fiscal performance,” it noted. The approved 2026 budget includes no change to the FasTracks Internal Savings Account balance, which RTD said is currently $192 million. The capital replacement fund is proposed at $166 million, though RTD said it is “not expected to be sufficient to cover capital requirements through 2030.” The operating reserve of $227 million is set at three months of operating expenses according to fiscal policy, it noted.

Debra A. Johnson (Courtesy of RTD)

RTD said it will monitor expenditures throughout 2026 to identify further savings opportunities, while avoiding actions that would postpone funding for preventative maintenance or equipment replacement. Additionally, it said the Board “will continue to incorporate a budgetary monitoring system that charges expenditures against approved appropriations.”

RTD’s FY 2026 budget complies with Colorado Local Government Budget Law.

“The 2026 budget includes an overview of cost-saving recommendations to more closely align expenditures to projected revenue,” RTD General Manager and CEO Debra A. Johnson said. “RTD will take a disciplined approach to managing expenses in the year ahead, and the agency is proposing implementation of a variety of opportunities that reduce costs and ensures good fiscal stewardship.”

In related news, RTD earlier this month released its third-quarter financial results for FY25. While total revenue rose to $321 million, up $41 million or 15%, from the same period last year, it fell short of budget projections by $21 million or 6%, according to the transit agency.

Further Reading:

• Denver RTD Launches Open Payments With Masabi
• Denver RTD Releases Draft 2025 Finishing FasTracks Report
• Metra Approves $1.2B Operating Budget for 2026
• PATH: $2.6B Capital Plan for 2026-2035
• Chicago Transit Board Approves 2026 CTA Budget
• TriMet Board Adopts $1.96B FY2026 Budget
• MARTA, BART Budgets Approved for FY26
• Caltrain: ‘Cuts to Come’ Without External Funding

The post For Denver RTD, FY26 Budget Tops $1.5B appeared first on Railway Age.

The signing with ENSCO took place on Nov.17, 2025, with Dr. Yong Jang Kwon signing on behalf of KRRI and Bindi Patel, ENSCO Vice President of Contracts and Procurement, signing on behalf of ENSCO.

The agreement, ENSCO says, “establishes a framework for cooperation between ENSCO and KRRI to identify and pursue mutually beneficial research and development initiatives, including heavy haul operations, high-speed rail technologies, advanced testing methodologies, and safety systems. It also provides for the potential exchange of technical expertise, joint training programs, and shared use of test facilities in both the United States and the Republic of Korea.”

The MOU follows recent technical discussions between ENSCO and KRRI and coincides with both organizations’ participation in the International Heavy Haul Association (IHHA) and World Congress on Railway Research (WCRR) 2025 conferences. KRRI representatives visited the TTC ahead of these events to explore collaborative opportunities and review the facility’s modernization and multimodal testing capabilities.

“ENSCO and KRRI share a deep commitment to advancing the safety and performance of global rail systems,” said ENSCO President Jeff Stevens. “This partnership strengthens the Transportation Technology Center’s role as an international hub for innovation.”

“Through this collaboration, KRRI looks forward to working closely with ENSCO to advance joint research that contributes to the future of sustainable and intelligent railway systems,” said KRRI President Dr. Myung Sagong.

This international collaboration, the operator says, “builds on ENSCO’s commitment to position the TTC as a global center for transportation research, safety, and technology development, supporting the FRA’s ongoing mission to promote innovation across all modes of surface transportation.”

The agreement with MxV Rail, which was formalized on Nov. 18 during Rail Research Week 2025, “establishes an unprecedented commitment to knowledge sharing, site coordination, and mission-critical research between the organizations,” MxV Rail said.

(MxV Rail)

The new partnership, the organization says, “significantly enhances the capabilities of both MxV Rail and KRRI by aligning their world-class testing facilities, institutional knowledge, and engineering expertise.” Future research endeavors will include shared use of test rolling stock, collaboration on digital data asset management and maintenance systems, exchanging personnel for knowledge transfer and employee growth, as well as joint development of thought leadership, training programs, seminars, and symposia.

“This partnership is significant as it further strengthens the longstanding cooperation that has continued since the signing of the MOU in 2018,” said Sagong. “Through closer collaboration between our two organizations, we expect to see enhanced joint responses to the digital transformation of the railway industry driven by the sharing of information, knowledge, and experience; strengthened practical cooperation in testing, certification, and the use of test tracks; and improved national competitiveness through proactive and mutually beneficial responses to changes in the global railway environment.”

“Our teams have historically worked on carbon-neutral and digital technologies together, and both organizations recognize that, along with our technical prowess, people are the heart of what we do,” said MxV Rail President and CEO Kari Gonzales. “With every advancement in the safety, efficiency, reliability, and sustainability of the railways, we improve communities around the globe. We are going to do great things together.”

The post KRRI Signs MOU With ENSCO, MxV Rail appeared first on Railway Age.

G&W

G&W recently reported that overall satisfaction with its customer service is up for the third consecutive period based on the company’s biennial survey of its customers.

In related news, G&W also recently celebrated the 40th anniversary of RSR. Spanning 101 miles, this short line railroad serves customers in western New York and offers shippers access to the North American freight rail network via interchange with CPKC, CSX and Norfolk Southern (NS).

Alaska Railroad Corporation

The Alaska Railroad Corporation on Dec. 3 announced that it has completed an innovative $112 million port revenue bond issuance to provide long-term financing for the replacement of the 60-year-old cruise ship dock and terminal in Seward, Alaska—a critical gateway serving more than 205,000 passengers annually and a vital component of Alaska’s $2.2 billion cruise ship tourism economy. The new facility will accommodate larger vessels and support continued economic growth in a state where 65% of summer tourists arrive by cruise ship, according to the company.

The deal was named The Bond Buyer’s Deal of the Year in the Far West category. BofA Securities acted as the senior manager and Wells Fargo acted as the co-manager.

Orrick served as counsel to lender Goldman Sachs Bank USA, who provided the interim construction loan to Seward Company, the Alaska-based private developer, to finance a portion of the construction costs of the $137 million cruise terminal and pier.

The post Small-Road Briefs: G&W, Alaska Railroad Corporation appeared first on Railway Age.

Indiana River & Rail Terminals (IRRT) has leased a fourth building at Ports of Indiana-Jeffersonville, expanding its capacity for handling barge shipments of steel and general cargo by 40%, according to the Ports of Indiana, a statewide port authority operating three ports—Jeffersonville, Burns Harbor, and Mount Vernon—on the Ohio River and Lake Michigan.

Burns Harbor Railroad, Mount Vernon Railroad, Evansville Western Railway, CSX, Louisville & Indiana Railroad, and Norfolk Southern are among the railroads serving the Ports.

The Ports of Indiana on Dec. 3 reported that it was nearing capacity for steel shipments by late 2024; that’s why IRRT, its joint venture with general cargo stevedore Superior River Terminals-Indiana, decided to lease another building. The 156,000-square-foot facility in Jeffersonville will supplement IRRT’s existing warehouse capacity of 195,000 square feet, bringing the total to just over 350,000 square feet.

This new capacity includes opportunities for Foreign-Trade Zone storage, heavy lift cargo, rail transload, and support for higher volumes of barge, rail, and truck operations, according to the Ports. Additionally, the expansion positions Jeffersonville to serve a broader range of industries and cargo types, it noted.

(Courtesy of the Ports of Indiana)

IRRT now manages seven buildings and serves 2,200 acres at the ports in Jeffersonville (located on the Ohio/Mississippi river system, just minutes from downtown Louisville, Ky.) and Mount Vernon (located near the confluence of the Ohio and Mississippi rivers). (See maps above and below.) It also operates an outdoor storage facility designed to accommodate barge shuttles for Nucor and other steel companies.  

(Courtesy of the Ports of Indiana)

“IRRT’s growth reflects the strength of our partnership and the increasing demand for flexible, multimodal logistics solutions in southern Indiana,” Ports of Indiana CEO Jody Peacock said. “We’re proud to support this expansion and ensure Jeffersonville remains a vital hub for barge, rail, and truck shipments.” 

“We’re not just adding square footage—we’re adding opportunity,” IRRT President Jonathan Lamb said. “This expansion is about meeting demand and staying ahead of the curve. We’ve seen consistent double-digit growth since 2022, and adding new warehouse space ensures we can continue to serve our customers with speed, flexibility, and reliability. Jeffersonville is ready for more—and we’re building the capacity to deliver.” 

“IRRT serves as a model of collaborative growth, combining the operational expertise of an experienced logistics company and the economic development mission of Ports of Indiana to deliver major returns for our region,” added George Ott, Port Director for Ports of Indiana-Jeffersonville. “Together, these partners are committed to delivering efficient, customer-focused solutions that drive economic development and global trade.” 

Separately, Tanco Terminals is expanding its liquid barge facility at the Ports of Indiana-Jeffersonville, where it provides marine, rail, and truck access for liquid asphalt and fertilizer products.

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CN (Courtesy of CN)

“We’re back and keeping it cool,” CN reported recently via social media. Together with DP World Canada and COSCO SHIPPING, the Class I railroad said it has reignited its CargoCool Intelligen Powerpack service out of Prince Rupert, “offering shippers a secure and reliable gateway.” With its “direct-to-port rail access, dependable plug capacity, and weekly service,” CN said perishable goods can “move seamlessly and stay fresh from Asia to key markets across Canada and the U.S. Midwest.”

According to CN, the Port of Prince Rupert, which it serves exclusively, is one of North America’s “fastest growing and most efficient gateways—offering a unique geographic advantage.” At 500 nautical miles closer to Asia than southern alternatives, it is said to enable faster transit times: 36 hours closer to Shanghai than Seattle, Wash., and more than 68 hours closer than Los Angeles/Long Beach, Calif.

CN this summer reported investing in a new Zanardi Rapids Bridge—the entrance to the Port of Prince Rupert and the City of Prince Rupert, near the District of Port Edward—to expand capacity and “unlock the port’s full potential.” The project extends several miles of track in both directions and connects the new three-track bridge to meet growing demand, the railroad said.

According to CN, its investment “complements the broader port infrastructure development plan,” which includes several projects:

• “CANXPORT: A bulk transload and breakbulk facility with an off-dock container yard.
• “REEF (Ridley Island Energy Export Facility): A bulk liquids and LPG terminal helping position Canada as a global energy partner.
• “Trigon Berth Expansion: Increasing capacity at the existing Trigon terminal.
• “Import Container Transload Facility: Addressing surging demand for transloading services.”

These new terminals, CN said, “will support and enhance the Fairview Container Terminal, ensuring that the port is aligned for growth, efficiency, and global competitiveness.”

Further Reading:

• Building for Growth: CN’s Commitment to a Stronger, More Resilient Supply Chain
• CN: ‘Keeping it Fresh’
• CN Commits to Port of Prince Rupert’s Future With Zanardi Rapids Bridge Project
• LinX Logistics Facility Coming to Port of Prince Rupert
• CN Deploys Innovative Technology to Remotely Monitor Temperature-Controlled Cargo
• Port of Prince Rupert, DP World agree on next expansion of Fairview Container Terminal

NS A pediatric patient at Children’s of Alabama holds a stuffed NS thoroughbred mascot. The railroad is helping to expand medical care here. (Courtesy of NS)

NS on Dec. 3 reported awarding more than $6.1 million this year to 402 organizations in 22 states and 219 cities across its network, through its Thriving Communities and Safety First grant programs. The programs are said to reflect the railroad’s four pillars of community impact: safety, sustainability, workforce development, and thriving communities. In 2025, it committed more than $4.5 million for initiatives in sustainability, housing stability, and community well-being through the Thriving Communities program, and more than $1.6 million to improve emergency preparedness and public safety through the Safety First program. Since both programs launched in 2023, NS has provided $17 million-plus in funding.

Among the grant programs’ recent highlights:

• City of Refuge (Atlanta): A Thriving Communities grant is funding shelter, meals, and “life-building” support for Atlantans facing housing insecurity. “This builds on our ongoing partnership,” NS said. “Earlier this year we came together to open a new Welding Training Center.”
• Children’s of Alabama (Birmingham): A Thriving Communities grant is “expanding critical care capacity and simulation-based training, bringing lifesaving care closer to home for more children across Alabama,” NS said.
• Greater Pittsburgh Community Food Bank (Pittsburgh): A $40,000 Thriving Communities grant has already delivered 30,000-plus meals for families facing hunger in the region’s 11-county service area,” NS said. The railroad also provided recently a $30,000 holiday donation and is hosting a community event on Dec. 6 at the food bank where meal kits and winter essentials will be given away.
• Chicago Police Foundation (Chicago): A Safety First grant is supporting tools like drones and vehicles “to deter theft and strengthen community safety citywide,” NS reported.
• Front Steps (Cleveland): A Thriving Communities grant “is expanding wraparound care for people facing homelessness,” according to NS. A 2024 grant, it said, also helped grow the nonprofit’s Basic Job Training Program.

“We’re committed to supporting organizations that strengthen the communities we serve,” said Kristin Wong, Director, NS Foundation and Community Impact. “These grants help local partners advance safety, build opportunity, and create lasting resilience for our customers, our employees, and our neighbors across the network.”

Further Reading:

• UP+NS: STB Application Now Mid-December; 4Q25 Earnings Tempered
• From Port to Porch: Team NS Powers Peak Season 2025

UP

“For more than 160 years, Union Pacific has helped keep America’s military mission ready, moving the equipment, supplies and technology that support national defense across our 23-state network,” the railroad reported Dec. 3. “This robust relationship will only get stronger as the [proposed] merger with Norfolk Southern advances, creating a more agile, fluid supply chain.”

According to UP, every year, thousands its railcars carry Humvees, helicopters, Abrams tanks, fuel, and food, linking inland bases to ports in California, Louisiana, and the Pacific Northwest, as well as major Great Lakes facilities.

Fort Riley in Kansas is one example of UP’s partnership with the military. Working with the U.S. Army Corps of Engineers, the railroad said it helped to expand the base’s rail loading capacity with 33,000 feet of new track. “It’s a $15 million investment that transformed how quickly the base can deploy,” UP reported. “Before the project, Fort Riley could move about 100 railcars in 24 hours. Today, it can pre-build multiple trains and deploy an entire brigade up to 700 cars in less than two days.”

UP noted that it “remains the only U.S. carrier with access to all six gateways into and out of Mexico,” which it said gives the Department of Defense critical reach.

“The nation’s first coast-to-coast rail[road though UP’s proposed merger with NS would] create a more predictable flow for bases, manufacturers and ports across 43 states,” the railroad said. “By reducing handoffs between carriers and removing bottlenecks, cargo will move with greater agility, reliability and predictability.”

Further Reading:

• Rob Russell: ‘Rail is a Precious Commodity’ – RAIL GROUP ON AIR
• UP’s Jalali: No Hiccups With NS IT Integration
• Ag-State Senators to STB: Be ‘Rigorous’ and ‘Comprehensive’
• Why a Unified Rail Network Makes Sense

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

Last updated in 2021, the State Rail Plan (download below), “which reflects the latest rail project priorities and helps position Oklahoma stakeholders for federal funding,” enables ODOT to:

• “Take inventory and review usage of all rail lines.
• “Analyze rail service goals and rail’s contribution.
• “Catalog and assess potential infrastructure projects.
• “Examine financing challenges for projects and services.
• “Review rail safety improvement projects.”

ODOT will present Rail Plan updates during a virtual public information meeting at 2:30 p.m., Tuesday, Dec. 9. The materials presented during the meeting, as well as an online survey, will be available here following the meeting.

Survey responses are also due by 5 p.m., Jan. 31. Public feedback will help shape the 2026 Rail Plan. Another public meeting will be held after the draft Rail Plan is released.

SRP 2021 Final with FRA ApprovalDownload

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IntelliTrans

IntelliTrans on Dec. 2 announced that it has launched a new brand identity that reflects the multimodal transportation management solutions company’s “continued evolution and long-term strategy.”

The refreshed brand, the company says, “signals IntelliTrans’ ongoing progression toward a more dynamic, people-centered approach that elevates the expertise of transportation professionals and strengthens the company’s role as a trusted partner in increasingly complex supply chains.”

The rebrand marks a significant milestone in a multi-year transformation of IntelliTrans’ strategy, solutions, and customer experience, noted the company in a release. “The company’s updated visual identity reinforces IntelliTrans’ commitment to simplifying the complexity of global transportation while honoring its 30-year legacy of reliability and innovation.”

“For more than three decades, IntelliTrans has stood shoulder-to-shoulder with the transportation professionals managing some of North America’s most complex freight networks,” said IntelliTrans President and CEO Chad Raube. “This rebrand honors that foundation while signaling the bold future we are building. We’re investing in our product, taking our multimodal strength further, and reimagining the customer experience from end to end. Through it all, our focus remains on elevating the insights and expertise of transportation professionals to create competitive advantage for the companies we serve.”

The brand refresh, the company says, coincides with IntelliTrans’ continued expansion of its Transportation Management System (TMS) platform and managed services, which give shippers and carriers greater visibility and control across rail, truck, and other modes. “Recent advancements strengthen the company’s position as a go-to partner for enterprises looking to modernize freight operations and optimize performance.”

“Transportation networks are becoming more complex, and our customers need solutions that can keep pace,” said Matt Everson, Senior Vice President of Sales & Marketing at IntelliTrans. “IntelliTrans is investing in technology that helps them turn that complexity into a competitive advantage. The new brand represents that focus and reflects our commitment to empowering shippers to gain visibility, act faster, and build smarter, more connected supply chains.”

Hitachi Rail

Hitachi Rail has been named one of the Greater Toronto’s Top Employers, in Canada’s Top 100 Employers competition, the definitive annual list of the country’s best workplaces, for the seventh consecutive year.

Hitachi Rail employs more than 1,100 people in the Greater Toronto region and is home to the global engineering excellence center for the Urban Rail Signaling business.

Hitachi Rail’s SelTrac Communications-Based Train Control (CBTC) solution, helps urban public transport operators to carry three billion passengers every year. This technology, the company says, will be used to power both the Ontario Line and Finch West LRT for the expansion of Toronto’s TTC system. ​Having created this technology in Toronto, this is the first time it will be deployed on a rail project in the city, Hitachi Rail noted.

“For more than 50 years in Canada, Hitachi Rail has been an engineering leader, supporting customers in transportation, having established its first Canada location in Toronto in the 1970s. Since those early beginnings, Hitachi Rail has been a strong partner of local businesses and a positive economic force in the region,” the company stated in a release.

Hitachi Rail is supporting a first-of-its-kind Railway Engineering Specialization at Ontario Tech University through the development of course content, providing student placement opportunities, and exploring joint research and development options. This partnership will also allow Hitachi Rail to provide student learning opportunities through rail-related guest lectures in courses, student capstone projects and recruitment initiatives.

“Being named a top employer in Toronto is a testament to our people and the culture they’ve helped create,” said Hitachi Rail in Canada President Ziad Rizk. “This underscores our ongoing commitment to creating a livable city through our contributions in public transit and infrastructure. But most importantly, this is about supporting our people with a workplace where they can thrive.”

RugGear/Swift Navigation

Swift Navigation, a global leader in precise positioning technology, and RugGear, a leading manufacturer of rugged mobile devices for professional use, on Dec. 2 announced a strategic partnership to embed high-accuracy positioning capabilities into RugGear’s enterprise and mission-critical mobile devices.

For organizations managing complex industrial, logistics, and public safety operations, location accuracy is paramount to safety and compliance, Swift Navigation noted in a release. Errors of just a few meters (common with standard GPS) can lead to missed deliveries, safety hazards, equipment placement errors, and invalid proof-of-service claims. This partnership, the company says, “directly addresses the need for reliable, high-accuracy positioning in the field.”

The partnership integrates Swift Navigation’s Skylark Precise Positioning Service directly into RugGear devices built on the Qualcomm Snapdragon 6 Gen Platform. This native integration delivers reliable lane-level accuracy—an order of magnitude improvement over standard GPS—without requiring any external receiver or configuration. Precise positioning is available out-of-the-box, “ensuring seamless performance across rugged mobile form factors,” the company said.

This integration, Swift Navigation say, “is a major step in bringing high-accuracy positioning to industrial mobility.” All location-based applications benefit automatically, meaning developers do not need to modify their existing apps.

Swift’s Skylark is a cloud-based service that improves standard GNSS accuracy from several meters to centimeter level, uniquely architected for reliable, affordable mass-market scale.

Skylark’s differentiated capabilities, the company says, “ensure superior performance in mission-critical environments: Swift’s proprietary atmospheric model delivers accuracy everywhere. The service is highly reliable thanks to a carrier-operated network and AWS-based cloud architecture, which provides unparalleled scalability, supporting the rapid deployment of RugGear devices globally. Finally, the ecosystem-based design simplifies integration, making high-accuracy positioning affordable and reducing total cost of ownership.”

The first featured device to integrate the technology is the RG940, a high-performance, rugged 10.1-inch tablet, specifically designed for the most demanding industrial uses.

This high accuracy, the company says, is essential for improving operational efficiency and accountability across enterprise segments:

• “Rail: Enhances safety and efficiency for trains and prevents freight car loading errors.
• “Logistics & Waste Management: Optimizes routes, reduces fuel costs, and provides indisputable proof of service records for liability claims.
• “Construction: Provides a value-engineered approach for GIS mapping assets and enhances worker safety through geo-fenced ‘no-go’ zones.”

“Rugged mobility demands two things: reliability in the harshest conditions and the precision required for critical tasks,” said Holger Ippach, EVP of Product and Marketing at Swift Navigation. “By integrating Skylark directly onto RugGear’s Snapdragon-based devices, we are transforming the capabilities of mobile enterprise solutions. Professionals can now have lane-level accurate data in their hands, instantly improving safety, efficiency, and compliance.”

“Our customers operate where device failure or location error is simply not an option,” said Jeff Liu, Vice President of RugGear. “The integration of Swift Navigation’s Skylark into our rugged portfolio, starting with the RG940, moves high-accuracy GNSS from a specialty tool to a standard, native capability, unlocking next-generation enterprise applications for our industrial and public safety users.”

Burns Engineering

Burns Engineering on Dec. 2 announced that it has received a strategic investment from private equity firm OceanSound Partners. Burns Engineering’s existing leadership, management, and employees, led by President and CEO Matthew Burns and SVP and COO John Burns, have retained a significant ownership interest in the company and will continue in their roles, according to a release. Financial terms of the transaction were not disclosed.

Founded in 1960, Burns is a leading provider of specialized engineering, technical design and consulting services to the aviation, rail, power, utility, higher education, mission-critical, and healthcare end markets. The company’s capabilities span electrical, mechanical, and technology systems engineering—core disciplines that support the existing modernization and buildout of next-generation infrastructure. With more than 360 employees in 13 offices, “Burns is a trusted partner for leading agencies, asset owners, and infrastructure operators with a proven ability to deliver complex, mission-critical projects that enhance reliability and efficiency of essential systems,” said the company, which is recognized as one of the top 20 electrical design firms in the U.S. by Electrical Construction & Maintenance Magazine and ranked #30 on the MEP Giants list of top MEP firms in North America.

“For more than six decades, Burns has built trusted, long-term relationships by solving our clients’ most complex engineering challenges,” said Matthew Burns. “The pace of change across our end markets—from electrification and grid modernization to the expansion of digital and transportation infrastructure—is creating unprecedented opportunities for firms with deep technical expertise and trusted client relationships. OceanSound’s experience in critical infrastructure and engineering services makes them an ideal partner as we enter this next chapter of growth.”

“Our success is driven by deep technical expertise, a commitment to client service, and a culture that empowers our people to innovate on behalf of our customers. Together with OceanSound, we will strengthen the capabilities and resources that have earned Burns its reputation for reliability, collaboration, and project excellence—creating even greater value for our clients and new tools to attract and retain the best talent,” added John Burns.

“Investment in the modernization and resilience of U.S. infrastructure continues to accelerate, creating strong, long-term demand for specialized engineering and technology services,” said OceanSound CEO and Founder Joe Benavides. “At the same time, the U.S. faces a significant shortage of mechanical and electrical engineering expertise required to support this transformation. Burns plays a vital role in bridging that gap—designing the electrical, power, and technology systems that enable electrification, grid modernization, and the rapid buildout of AI-driven infrastructure. We’re excited to partner with the Burns team to scale their capabilities and expand their impact across these mission-critical markets.”

“Burns’ deep technical expertise and longstanding customer relationships have made it a trusted name in critical infrastructure engineering,” said Ocean Sound Principal Addison Nordin. “We look forward to helping Burns accelerate growth through targeted initiatives and highly strategic acquisitions that deepen its presence in complex, fast-growing end markets and expand its geographic reach. By pairing Burns’ strong momentum with disciplined M&A execution, we can build an even more differentiated industry leader and create meaningful long-term value for clients, employees, and shareholders.”

Skadden, Arps, Slate, Meagher & Flom LLP served as legal advisor to OceanSound. Venable LLP served as legal advisor and Chesapeake Corporate Advisors (CCA) served as financial advisor to Burns.

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MBTA

The joint venture (JV) of MBTA, Massachusetts Port Authority (Massport), and Massachusetts Department of Transportation (MassDOT) is seeking a developer for a mixed-use transit-oriented development project at the Anderson Regional Transportation Center (RTC) in Woburn. MBTA on Dec. 1 reported that a Request for Proposals has been released.

Responses are due by March 24, 2026. A JV selection committee will evaluate the proposals before recommending a developer for designation by the three agencies’ respective Boards.

The City of Woburn has advanced planning and economic development efforts in the area surrounding RTC, setting the stage for a development opportunity, which MBTA said will complement the existing transportation operations while providing additional housing options within the Woburn community.

The JV-owned Anderson RTC is a 26-acre multi-modal transportation facility that for more than two decades has supported high-occupancy vehicle transportation services. It features a train/bus station and surface parking, and benefits from nearby access to I-93 and I-95 and a rail connection to North Station in Boston. Service is provided by the MBTA Commuter Rail’s Lowell Line; Amtrak’s Downeaster from Boston to Brunswick, Maine; and the Woburn Logan Express bus to Logan International Airport.

Earlier this year, the JV sought Expressions of Interest from developers “to better understand the site’s development potential, particularly given its unique environmental characteristics and current market conditions,” according to MBTA. After receiving multiple responses, the JV “believes the RTC offers a compelling transit-oriented development opportunity for a qualified developer able to navigate complex environmental regulations,” the transit agency reported. “Offering prospective residents a 25-minute trip from Anderson/Woburn station on the MBTA Lowell Commuter Rail Line to downtown Boston at North Station, the transit-oriented development opportunity has the potential to accommodate a mix of housing and other uses across up to six acres while improving connectivity and reflecting the City of Woburn’s broader planning vision.”

Further Reading:

• Keolis, IBEW Reach Tentative Agreement
• MBTA: $850MM to Enhance Safety, Reliability
• Eng Named Interim MassDOT Secretary
• Eng to Duffy: ‘Safety is Integral to Everything We Do at the MBTA’

NJT (Courtesy of NJT)

NJT on Dec. 2 reported partnering with Horizon Blue Cross Blue Shield of New Jersey to explore opportunities to redevelop Penn Plaza East—the transit agency’s former headquarters building adjacent to the historic Newark Penn Station—into a potential mixed-use development. The project, NJT said, is a two-phase process that also includes a new headquarters for Horizon in downtown Newark.

NJT, through its real estate broker Jones Lang LaSalle Americas, Inc. (JLL), in conjunction with CBRE representing Horizon, is inviting potential developers to register their interest by Dec. 31, 2025.

Interested developers who request a copy of the Confidential Information Memorandum may be invited to attend a future Information Sharing Event hosted by JLL and CBRE. The event, NJT said, will provide further details of the anticipated project timeline and allow JLL and CNRE to answer questions.

Led by JLL and CBRE, NJT envisions its former headquarters and Horizon headquarters at 1 Penn Plaza East and 3 Penn Plaza East, “as a prime opportunity for premier mixed-use, multi-housing development on three acres with sweeping, unobstructed views of the Passaic River and Manhattan skyline.” The development would also offer access to historic Newark Penn Station and be within proximity to Newark’s historic Ironbound neighborhood. Located within the city’s Newark River Redevelopment Plan, it could accommodate up to 1,000 units of residential development in addition to integrated retail and structured parking, according to NJT.

“The redevelopment of our former headquarters property is a key step in advancing our real estate strategy and our commitment to unlocking new value from our assets,” NJT President and CEO Kris Kolluri said. “Aligned with the recent launch of our LAND Plan, this project reflects our disciplined approach to generating incremental revenue for NJT, while contributing to economic growth across the state and in cities such as Newark through new jobs, housing and long-term investment.”

“Horizon is excited to work together with NJT to support the [Newark] mayor’s vision and create new opportunities that bring more residents and retail businesses to the area around Penn Station,” commented Doug Falduto, Horizon’s Vice President Administration and Chief Security Officer. “We have called Newark home since our founding nearly 100 years ago. An essential element of this plan is a new headquarters to be built and financed by the developer that allows Horizon to remain in Newark and continue to serve our members in the most financially responsible way possible.”

Further Reading:

• NJT Slates $917MM Multilevel I, II Overhaul
• NJT Releases RFQ for Northern Rail MOW Facility
• NJT Sets FY26 Ops Budget, Authorizes Capex Funding
• NJT BLET Rank-and-File Ratify Deal

WMATA Attending the Dec. 2 groundbreaking ceremony for the New Carrollton affordable housing development were officials from WMATA and developer Urban Atlantic, Maryland Housing and other groups. (Courtesy of WMATA)

Construction is now under way on a new four-phase, 364-unit affordable housing development at New Carrollton, Md., the first phase of which includes 112 homes for seniors, WMATA reported Dec. 2. This construction is the next step in a master planned redevelopment of the New Carrollton station into a transit-centered community.

This new phase of affordable housing development was made possible in part by funding from the Prince George’s County Housing Investment Trust Fund, the Maryland Department of Housing and Community Development Rental Housing Works program, and Low-Income Housing Tax Credits from the State of Maryland, according to WMATA.

(Courtesy of WMATA)

Once complete, it will join recent additions at New Carrollton, including the Kaiser Permanente office building, The Stella’s 282 units, The Margaux’s 291 attainable homes, and Metro’s (WMATA’s) Building at New Carrollton.

According to WMATA, additional improvements are under way across the station area, including a wetland restoration project and a federally funded upgrade to the transit hub through a BUILD Grant from the U.S. Department of Transportation. The project will support the construction of a new train hall, prepare the site for the arrival of the Maryland Department of Transportation (MDOT) Maryland Transit Administration’s (MTA) Purple Line, and create new trails and walkways to improve pedestrian and bike access to the station.

“The transformation of the New Carrollton station and its surrounding areas is a tangible example of how investments in transit build community,” WMATA General Manager and CEO Randy Clarke said. “In a few short years, the joint development agreement has added close to 600 housing units, 3,500 square feet of retail space, 500,000 square feet of commercial office space, new parking, and will soon add regional connection via the Purple Line and improved Amtrak. These projects are a great example of the power of public-private partnership.”

“Urban Atlantic is excited to celebrate the start of construction on this important phase of affordable housing at the New Carrollton station,” said Alan Lederman, Managing Director of Development at Urban Atlantic. “The continuing support of Prince George’s County, the State of Maryland, and WMATA has allowed Urban Atlantic to create a truly unique transit-oriented development that serves all residents of Prince George’s County with a variety of housing options. We are looking forward to not just delivering these new homes, but are looking beyond, to the future, and working with our public partners to complete improvements to the Metro [WMATA] station and public amenities that serve all county residents.”

Further Reading:

• WMATA Breaks Ground on Mixed-Use Community at West Falls Church Station
• Report: DC Rail Extension Eyed for New Commanders Stadium Project

BART (Courtesy of BART)

BART on Dec. 2 reported that fares will increase Jan. 1, 2026, “to keep pace with inflation so the agency is able to pay for continued operations and to work toward restoring financial stability.” BART said that its “current funding model relies on passenger fares to pay for operations, and fares continue to be an important funding source to meet the needs of riders who rely on BART and to attract new riders.”

The agency in March sought the public’s input on the fare increase. 

Fares will increase 6.2% based upon actual inflation in 2023 and 2024, according to the transit agency. The average fare will increase $0.30, from $4.88 to $5.18. For a short trip like Downtown Berkeley to 19th St./Oakland, the regular fare will increase by $0.15, and for a longer trip, such as the 45-mile journey between Antioch to Montgomery, it’s a $0.55 increase.  

The fare increase is expected to raise $15.6 million for Calendar Year 2026, BART reported.

The agency said it is also changing parking prices effective Jan. 1, 2026. 

“BART needs a reliable, long-term source of operating funding,” it said. “The agency’s current funding model relies on passenger fares to pay for operations, an outdated model that is no longer feasible due to remote work. Even with the fare increase, BART faces a deficit of $376 million in FY27. The agency must modernize its funding sources to better align with other transit systems in the country that receive larger amounts of public funding.”

BART pointed out that its costs have grown at a rate lower than inflation, “demonstrating we have held the line on spending,” and BART balanced the FY26 budget with $35 million in ongoing cuts and strict cost controls. In the FY27 budget which begins July 1, 2026, BART said it will institute cost savings and deferrals of $108 million to maintain current service levels and produce a balanced budget. In addition, it said it is running shorter trains to save “millions of dollars on energy costs,” and its service schedule better matches ridership. BART said is has implemented a “strategic hiring freeze, targeted reductions to operating costs across departments, renegotiated with unions to reduce near-term retiree healthcare costs, and locked in low energy costs through long-term contracts.”

“As we ask the region for greater investments and support for BART while also making internal cuts to reduce costs, we also must ask our riders to contribute more towards their trips,” BART Board President Mark Foley commented. “We will continue our commitment to enhance efficiencies and implement strict cost controls.”  

Further Reading:

• MARTA, BART Budgets Approved for FY26
• BART: ‘Getting Our Budget in Order’
• Watch: BART Constructs New Power Substation in San Francisco

Amtrak (Courtesy of Amtrak)

Amtrak on Dec. 1 officially restored direct rail service on the Lake Shore Limited between Albany-Rensselaer and Boston. A landslip near Albany forced the closure of the Post Road Branch earlier this year. Buses had transported riders between these two cities, while Amtrak said its crews “worked hard six days a week, 10 hours a day to get the tracks ready for service.”

“This restoration was a true collaboration,” Amtrak said. “We’re grateful to our partners in New York State, the Commonwealth of Massachusetts, and the Federal Railroad Administration for their commitment to reconnecting the Capital Region with New England. We are delighted to welcome the more than 80,000 guests who rely on this route back on board.”

The schedule is:

• Train 449 departs Boston at 12:50 p.m., arriving in Albany at 6:10 p.m.
• Train 448 leaves Albany at 3:27 p.m., pulling into Boston at 8:32 p.m.

The Lake Shore Limited stops daily in Pittsfield, Mass.

Further Reading:

• For Amtrak, ‘A Year of Records’
• Empire State Corridor Service Restored, Improved
• Multiple Factors Impacting Amtrak Long-Distance Trains

GCRTA System_Map_MainDownload

Effective Dec. 19, 2025, customer Wi-Fi will be discontinued on all GCRTA buses, trolleys and trains, the transit agency reported Dec. 2. The move, it said, “is a part of cost savings efforts previously announced by GCRTA in managing budgets in 2025 and 2026.”

Customer Wi-Fi will continue to be available 24/7 at the following GCRTA stations and transit centers:

• Tower City Station
• Cedar University Station
• East 55th St. Station
• Louis Stokes/Windermere Station
• East 79th St. Station
• Stephanie Tubbs Jones Transit Center

These stations will be affected:

• Cedar – University Rapid Station
• E. 55 Rapid Station
• E. 79 (Red Line) Rapid Station
• Louis Stokes / Windermere Rapid Station
• Stephanie Tubbs Jones Transit Center
• Tower City Rapid Station

Further Reading:

• Siemens Mobility Lands Another GCRTA Order
• GCRTA Celebrates 50 Years of Service

The post Transit Briefs: MBTA, NJT, WMATA, BART, Amtrak, GCRTA appeared first on Railway Age.

For the week ending Nov. 29, 2025, total U.S. rail traffic came in at 431,435 carloads and intermodal units, comprising 197,955 carloads, up 4.3% compared with the same week in 2024, and 233,480 containers and trailers, down 6.5% compared with 2024, AAR reported.

Six of the 10 carload commodity groups posted an increase vs. the same week in 2024. They included coal, up 4,818 carloads, to 56,972; nonmetallic minerals, up 2,858 carloads, to 23,353; and grain, up 2,424 carloads, to 21,019. Commodity groups that posted declines included miscellaneous carloads, down 1,046 carloads, to 6,769; forest products, down 849 carloads, to 6,848; and chemicals, down 679 carloads, to 29,583.

For the first 48 weeks of 2025, U.S. railroads reported cumulative volume of 10,660,309 carloads, rising 1.8% from the prior-year period; and 12,997,055 intermodal units, increasing 1.9% from last year. Total combined U.S. traffic for the first 48 weeks of this year was 23,657,364 carloads and intermodal units, a 1.9% gain over 2024.

North American rail volume for the week ending Nov. 29, 2025, on nine reporting U.S., Canadian, and Mexican railroads totaled 302,151 carloads, up 3.1% compared with the same week last year, and 320,076 intermodal units, down 3.7% compared with last year. Total combined weekly rail traffic in North America was 622,227 carloads and intermodal units, down 0.5%. North American rail volume for the first 48 weeks of this year came in at 32,578,167 carloads and intermodal units, a 1.7% increase from 2024.

For the week ending Nov. 29, 2025, Canadian railroads reported 90,821 carloads, rising 2.6%, and 71,365 intermodal units, increasing 2.1% from the prior-year period. For the first 48 weeks of this year, they reported cumulative rail traffic volume of 7,781,352 carloads, containers, and trailers, up 2.3%.

Mexican railroads reported 13,375 carloads for the week ending Nov. 29, 2025, a drop off of 8.9% from the same week last year, and 15,231 intermodal units, an increase of 19.4%. Their cumulative volume for the first 48 weeks of this year was 1,139,451 carloads and intermodal containers and trailers, down 5.4% from the same point in 2024.

Further Reading:

• AAR: North American Rail Volume Up Through Week 47
• AAR: Mixed Results for U.S. Rail Traffic
• New AAR Analysis Underscores Freight Rail’s ‘Critical Role’ in Containing Inflation and Strengthening Supply Chains

(Courtesy of CN)

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