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Despite headlines signaling a sustainability pullback, the reality is more nuanced: Many companies are quietly doubling down, investing more strategically than ever before. Norfolk Southern Chief Sustainability Officer Josh Raglin has been closely watching how the sustainability shift has been playing out. In this Rail Group On Air podcast, he and Railway Age Editor-in-Chief William C. Vantuono discuss what NS is prioritizing in 2026 to build resilience, meet stakeholder demands, and unlock long-term value. He talks about five predictions for 2026: 

1. “Sharper Focus on Materiality: Companies will concentrate resources on areas where they can make the greatest impact—such as plastics, water, and clean air—guided by materiality assessments and stakeholder priorities.”
2. “Sustainability as a Business Driver: Sustainability is no longer just a moral imperative; it’s an economic one. Organizations will increasingly showcase measurable financial benefits—fuel savings, scrap recycling, and nature-based solutions—to justify investments and strengthen board-level support.
3. “From Ambition to Action: Firms that set science-based targets and net-zero goals will move aggressively into implementation. Expect operational shifts like transitioning freight to rail for carbon savings—even when costs rise—because corporate mandates prioritize emissions reduction.”
4. “Pragmatic Net-Zero Strategies: Updated standards will embrace carbon insets and offsets, signaling a more realistic approach to achieving net-zero. This will accelerate investment in forest carbon credits and value-chain carbon insetting.”
5. “Growing Need for Collaborative Action Meeting sustainability goals increasingly requires deep collaboration with vendors and customers to align strategies, share data, and improve efficiencies across the supply chain. Organizations that fail to engage partners in joint environmental initiatives risk falling short of expectations—and losing competitive advantage.”

The post Sustainability as a Business Imperative, with Norfolk Southern Chief Sustainability Officer Josh Raglin – RAIL GROUP ON AIR PODCAST appeared first on Railway Age.

LACMTA

Los Angeles is one step closer to a direct rail connection that will make travel faster and easier through the Sepulveda Pass, one of the most congested corridors in the country, LACMTA reported Jan. 22. The transit agency’s Board has selected a fully underground “heavy rail” subway option as the Locally Preferred Alternative (LPA) for the Sepulveda Transit Corridor Project, which will run between the Van Nuys Metrolink Station in the Valley and the Metro E Line’s Expo/Sepulveda Station on the Westside (see map, top). At the Van Nuys end, the project would also connect riders to the Metro G Line and the future East San Fernando Valley Light Rail Project that will operate between Van Nuys, Panorama City, Arleta and Pacoima; on the Westside, riders would have a station on UCLA’s campus and transfers to the D and E lines.  

According to LACMTA, the Sepulveda Corridor is “a vital link” for the communities of greater Los Angeles, connecting residents in the San Fernando Valley to the Westside’s employment and educational hubs and cultural landmarks. The natural barrier created by the Santa Monica Mountains, it noted, makes traveling between the San Fernando Valley and the Westside “difficult, unpredictable and slow.” This new project would provide a 20-minute trip from end-to-end; the same trip by car often takes 40 to 80 minutes and is unpredictable because of traffic, the transit agency noted.

The agency last summer released a Draft Environmental Impact Report (DEIR) evaluating five different build alternatives. The Board selected Modified Alternative 5 as the LPA based on technical evaluation and community and stakeholder input. This is a modified version of one of three heavy rail alternatives in the DEIR; also under consideration were two monorail alternatives. (Download project Fact Sheet below.)

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Modified Alternative 5 is underground between the Van Nuys Metrolink Station and E Line Expo/Sepulveda Station and modified to connect to the Van Nuys G Line Station and future East San Fernando Valley Light Rail station at the G Line at Van Nuys Boulevard. (Download LACMTA Board report below.) According to LACMTA, it “incorporates key elements of Alternative 5, including automated vehicles in a single-bore tunnel, a terminus at the E Line Expo/Sepulveda Station and 2.5-minute frequencies during peak travel times.” Additionally, it “leverages the strengths of Alternative 5—high ridership, high frequencies, and shorter station construction sites—while avoiding construction of a ventilation shaft in the Santa Monica Mountains.” It also offers “the connectivity benefits of Alternative 6 along Van Nuys Boulevard instead of Sepulveda Boulevard, which reduces the project’s overall length and is anticipated to reduce cost.”

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The “monorail alternatives didn’t meet the DEIR goals as well as Modified Alternative 5, particularly with regards to mobility benefits, including ridership and travel times, and cost-effectiveness,” according to LACMTA.

In 2021, LACMTA entered into Pre-Development Agreements with two private-sector teams to design the alternatives: LA SkyRail Express (LASRE) developed Alternatives 1 and 3 (monorail), while Sepulveda Transit Corridor Partners (STCP) designed Alternatives 4 and 5 (heavy rail). Alternative 6 (heavy rail) was prepared by LACMTA’s environmental consultant, HTA Partners.

According to LACMTA, staff recommended phasing construction of the Sepulveda Transit Corridor Project so that segments can be built as funding becomes available. Staff propose focusing first on an Initial Operating Segment between the G Line in Van Nuys and the D Line on the Westside; this would allow riders to make direct transfers from multiple rail and bus lines, which the transit agency said would improve transit travel times.

The preliminary capital cost estimate for Alternative 5 ($24.2 billion in 2023 dollars) will be “updated to reflect Modified Alternative 5 as design refinement progresses,” LACMTA reported. Initial funding for the Sepulveda project, it said, was in the 2008 and 2016 sales tax measures—Measure R and Measure M, respectively—both of which were approved by more than two-thirds of L.A. County voters. (This amounts to approximately $3.5 billion, according to the LA Times.) Additional funding to build the project will be required; LACMTA anticipates pursuing a combination of federal, state, and local funding, along with potential private financing through a public-private partnership (P3).

With the LPA now approved, LACMTA said staff can begin refining the project’s design, including evaluating project phasing strategies; defining an updated maintenance and storage facility approach; identifying value-engineering opportunities; further assessing a P3 delivery approach; and refining design elements to improve connectivity, including the G Line interface in Van Nuys. The environmental review process will continue, along with ongoing community outreach and additional opportunities for public input.

“A direct rail connection through the Sepulveda Pass will connect people to jobs, schools, airports and entertainment faster than ever,” LACMTA Board Chair and Whittier City Councilmember Fernando Dutra said. “This project will cut travel time, reduce air pollution and is the kind of bold, forward-looking investment that moves Los Angeles County into the future.”

“This is a historic moment for transportation in Los Angeles,” LACMTA CEO Stephanie Wiggins said. “The Sepulveda Corridor Project is one of the most ambitious transportation investments in our region’s history and will redefine how millions of people travel across Los Angeles.”

Further Reading:

• STCP Selects Stadler, Siemens for Sepulveda Transit Corridor Project Proposal

DART (Courtesy of Trammell Crow Company)

DART and Trammell Crow Company earlier this month celebrated the groundbreaking of a new 500-space subsurface parking garage for DART riders and a 394-unit apartment community that will be integrated into the existing shopping center and DART’s SMU/Mockingbird Station.

The transit agency on Jan. 22 reported that the apartments and underground garage are the first phase of redevelopment of 16 acres of DART-owned land adjacent to the light rail station at the intersection of Twin Sixties Drive and Worcola Street. Built on the site of a former DART parking lot, the seven-story apartment building will feature a mix of studios and one- and two-bedroom units, as well as a swimming pool, outdoor areas with fire pits and grilling stations, a fitness center, club room, co-working spaces, electric vehicle (EV) chargers, a dog park, and a sky deck overlooking the Downtown Dallas skyline.

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“The expanded development around SMU/Mockingbird Station is a true partnership between DART and Trammell Crow, with both parties actively working to reconfigure the site through the Covid-19 pandemic and inconsistent economic conditions to ensure a viable TOD [transit-oriented development] opportunity remained near downtown Dallas,” DART reported. “The transformation of the existing land will afford residents and visitors convenient access to DART’s 93-mile light rail system, multiple bus routes, walkable retail, and Dallas’ extensive urban hike-and-bike trail network. Trammell Crow’s future development plans include an office tower, retail, and hotel, adding to the existing retail, dining and living experience available at the SMU/Mockingbird Station area.”

The buildout of the entire site will be completed in phases, DART said, with the second phase focusing on the office tower and hotel. Construction of the SMU/Mockingbird Station TOD is supported by the City of Dallas TOD Tax Increment Financing (TIF) District and funds programmed by the Regional Transportation Council.

“Developments like these promote the economic and social activity that underpins vibrant and prosperous communities, all centered on a critical regional mobility hub,” DART President and CEO Nadine Lee said.

In December, DART and Integral Group hosted the grand opening of the EVIVA Trinity Mills Station apartments and Esplanade Park, the first phase of redevelopment of a 25-acre site that once housed a big box home improvement store and the former DART Carrollton Transit Center.

TOD within a quarter mile of DART light rail stations has generated $18.1 billion in direct economic impact to North Texas over the past 25 years, according to the University of North Texas (UNT) Economic Research Group, DART reported in November. This includes a $1.0 billion direct impact from 2022 to 2024 based on 37 development projects.

Denver RTD (Courtesy of RTD)

RTD on Jan. 22 reported that Transit Police and contracted security officers conducted nearly 5 million fare checks on its rail system (commuter and light rail) in 2025.

Officers scanned 252,677 mobile passes and checked almost 591,000 total transit passes (mobile, paper, or other) for light rail services. According to RTD, 7.28% of individuals did not pay the fare before boarding. Similarly, officers scanned 1,849,856 mobile passes and checked more than 4.2 million total transit passes (mobile, paper, or other) for commuter rail services; 4% of individuals boarded without paying the fare in advance.

“For rail services systemwide, officers scanned more than 2 million mobile passes and checked more than 4.8 million total transit passes (mobile, paper, or other),” RTD reported. “Of these, officers were able to recover fare from 208,722 customers and issued more than 14,664 warnings and 712 citations systemwide for those who did not pay fare.”

(Courtesy of RTD)

RTD reported that fare checks in August 2025 had increased by more than 500% from May 2024. In 2026, with directed RTD Transit Police Department officer patrols across the system’s rail services, fare checks are expected to increase, according to RTD Chief of Police and Emergency Management Steve Martingano.

“Fare checks are an essential safeguard to ensure public transportation remains fair, sustainable, and accessible for everyone who relies on it,” Martingano said. “An increased presence of police and security not only supports this effort, it also helps reinforce a safe and welcoming transit environment, consistent with RTD’s commitment to its customers.”

According to the transit agency, fare payments became more accessible and convenient in 2025 with the launch of Tap-n-Ride , which allows customers to pay the fare at any validator with a tap of their Visa or Mastercard bank or credit card. (Customers who prefer to pay via cash can now load cash value onto a MyRide card or MyRide account for payments at validators.)

The RTD Transit Police Department has 105 sworn officers as of January 2026. Fare checks are just one part of the department’s four-step security plan. Implemented in 2024, the plan focuses on “improving officer presence supported by 24/7 patrolling, educating customers to treat one another with respect, using enhanced technology, such as real-time video feeds for safety observations, and ramping up fare enforcement to support customers and RTD employees,” according to the transit agency.

Further Reading:

• Denver RTD Earns ‘Stable Outlook’ From Three Credit Agencies
• Denver RTD Tabs Tran as CPO
• For Denver RTD, FY26 Budget Tops $1.5B
• Denver RTD Releases 3Q Financial Results

The post Transit Briefs: LACMTA, DART, Denver RTD appeared first on Railway Age.

Among the next steps in the $134 million development will be connection of electrical power service, expected by the end of January. This, GPA says, will allow the Authority to fully commission the terminal’s seven all-electric rubber tire gantry cranes in February. The RTGs are completely assembled and have been tested using generators.

“We’re excited to see the progress at our new Gainesville facility, and what it will mean for the State of Georgia,” said Georgia Ports President and CEO Griff Lynch. “Having a rail connection in the region will enhance Northeast Georgia as an attractive location for businesses that rely on global logistics.”

Direct rail service via Norfolk Southern (NS) between Northeast Georgia and Savannah will provide a new option to a long-haul truck move of around 600 miles roundtrip, “reducing highway congestion, cutting emissions and avoiding costly empty container moves to or from the coast,” according to GPA.

“Norfolk Southern is proud to support the launch of the Blue Ridge Connector, a powerful new gateway coming online to serve the Northeast Georgia market. This facility will enhance supply chain flexibility, improve access to global markets, and create new opportunities for importers and exporters moving freight through the region,” the Class I wrote in a LinkedIn post.

Because the rail terminal links directly to the Port of Savannah’s extensive global shipping network of 39 ships per week, companies in Northeast Georgia—from poultry producers to manufacturers of heavy equipment and forest products—will be able to move goods to and from international markets with greater efficiency, GPA noted.

By bringing global market access to the doorstep of local businesses, port officials, GPA says, “expect the inland terminal to act as a magnet for job creation.”

“Our role at Georgia Ports is to support economic development and prosperity across the state,” Lynch said. “Our Appalachian Regional Port has played a key role in attracting firms to Northwest Georgia that choose locations based on logistics infrastructure. The Blue Ridge Connector will do the same for Northeast Georgia.”

To reduce the new rail yard’s traffic impact to local residents, GPA contributed $4.8 million to Hall County projects eliminating an at-grade crossing, rerouting White Sulphur Road and surfacing Cagle Road. The new White Sulphur route south of the inland terminal, GPA says, ensures free access for emergency vehicles and avoids traffic disruption from trains. Cagle Road resurfacing offers an improved alternative for residents. Both projects were completed in late summer 2025.

The post GPA: Blue Ridge Connector 95% Complete appeared first on Railway Age.

CSX posted 4Q25 operating income of $1.11 billion and net earnings of $720 million, or $0.39 per share, compared to   $1.11 billion and $733 million, or $0.38 per share, in 4Q24. Excluding a pre-tax, non-cash goodwill impairment charge, adjusted operating income was $1.21 billion and adjusted net earnings were $815 million, or $0.42 per share, in 4Q24. Fourth-quarter 2025 operating income and earnings per share include approximately $50 million and $0.02, respectively, in “expenses related to severance and rationalization of specific technology investments.” (Download 4Q25 Financial Report below)

4Q25 Financial Highlights

• Revenue totaled $3.51 billion for the quarter, decreasing 1% year-over-year, “as the effects of lower merchandise volume and reduced export coal revenue offset higher pricing in merchandise and intermodal, an increase in intermodal volume, and higher fuel surcharge revenue.”
• Operating income was $1.11 billion, compared to adjusted operating income of $1.21 billion in the prior year. The operating ratio (OR) was 68.4%, compared to 68.7% and adjusted OR of 65.7% in the fourth quarter of 2024. 
• EPS was $0.39, compared to adjusted EPS of $0.42 in the prior year.
• Fourth quarter operating income and EPS include $50 million and $0.02, respectively, in “severance and technology rationalization expense.”

Full-Year 2025 Financial Highlights

• Revenue totaled $14.09 billion. 
• Operating income was $4.52 billion, and adjusted operating income was $4.69 billion, excluding a $164 million “goodwill impairment charge” in the third quarter. CSX’s OR was 67.9% for the full year; adjusted OR was 66.8%.
• EPS was $1.54, and adjusted EPS was $1.61.

“Our quarterly results reflect the subdued industrial demand environment and actions taken to adjust our cost structure,” said Steve Angel, President and CEO. “CSX has a strong operational foundation, and we are positioned to deliver improved financial performance in 2026 as we focus on driving productivity, cost control, and capital discipline while continuing to provide safe and reliable service.

“We’ve finished a challenging year for the industry, marked by subdued market demand, and we’re committed to delivering stronger financial performance in 2026. Service levels have remained high, and we’re taking thoughtful actions to control costs and improve capital efficiency with a focus on profitability and cash flow. CSX’s total volume was slightly higher this quarter, driven by our intermodal franchise that achieved a 5% year-over-year increase in volume. We’ve been winning new intermodal business as we’ve brought faster transit times and more connectivity to our customers. As we plan for 2026, we do not anticipate any meaningful improvement in macroeconomic conditions. We will stress execution of our own initiatives and will be ready when the market finally turns. We maintain a solid pipeline of growth initiatives, including nearly 600 industrial development projects, and continue to benefit from consistent infrastructure activity in our key regions. Our guidance for the upcoming year is for modest revenue growth, solid margin expansion, and a substantial increase in free cash flow.”

TD Cowen: Margins in Focus in ’26 Amid Soft Top-Line Expectations

By Wall Street Contributing Editor Jason Seidl, Elliot Alper and Uday Khanapurkar

CSX’s 4Q25 met expectations, though 2026 guidance assumes low-single-digit top-line growth due to continued industrial softness. CSX plans to drive productivity initiatives for margin growth despite persistent rail inflation. The magnitude of the approaching winter storm remains a 1Q26 bogey, but management is confident the network is in a much better position compared to prior “weather events.”

CSX reported 4Q25 EPS of $0.41 (excluding $0.02 one-time charges related to severance) in line with our and Street estimates. Top line of $3.51 billion was slightly below our estimate, but the OR was slightly better. CSX repurchased $112 million in shares in 4Q25, bringing the annual total to ~$1.4 billion.

CSX had little to add on the ongoing UNP/NSC merger saga yesterday as management remains focused on business fundamentals. We continue to believe BNSF is unlikely to make a bid for the foreseeable future.

Industrial end-market projections are modest for CSX with continued softness expected in housing, auto and chemicals. The low-single-digit revenue growth guide embeds a flat industrial production assumption as management attested to “no major catalysts” for the industrial economy. Soft expectations for this group tracks with panelists on our recent railroad roundtable. Forest products and metals could see some support despite soft core demand as CSX laps plant closures this year. CSX’s Southeast infrastructure build was the sole bright spot on the industrial side.

Intermodal was strong in 4Q25 on 5% carload growth driven by business wins that came on mid-to-late 2025. CSX expects wins to drive further intermodal carload growth in 2026, suggesting the Class I is not accounting for significant share return to Norfolk Southern. The Howard Street Tunnel project is on track to support double-stack intermodal cars in 2Q26 and customer bidding on this service has commenced, though CSX refrained from sizing the total opportunity, noting that full utilization of this capacity will take a few bid cycles to realize.

Coal carloads +1% masked robust 6% domestic tonnage growth as utility demand was strong in 4Q25 and sees further runway in 1Q26 given the impending winter storm and a sharp natural gas price rally (natural gas futures have climbed more than 70% in two days). CSX could be set up for a strong year for coal as two short-term mine closures are lapped. CSX cautioned on 2026 scheduled closures but acknowledged that these are likely to be delayed, suggesting near-term support at the least. Export coal benchmarks weakened off soft levels in 4Q25 and could somewhat mitigate domestic strength (domestic/international tonnage split is roughly equal for them).

Low single-digit revenue growth guidance for 2026 was below our 5% forecast. We had expected more optimism on the 2026 volume opportunity given plant closures in 2025, double stack opportunity and industrial growth, though CSX is expecting flat industrial production, modest GDP growth and additional plant closures. A 250 basis point of margin expansion guidance should be primarily focused within labor and PS&O; CSX expects persistent 3.0-3.5% inflation for the year. Long-term guidance was pulled as CSX evaluates its long-term opportunities given persistent weakness in industrial demand and a potentially changing U.S. Class I landscape.

We maintain our 2026 and 2027 EPS estimates. Our 19.5x multiple remains unchanged, keeping our $40 price target and Buy rating intact.

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Josie Curtis is joining Patriot Rail Company as Vice President of People Strategy. She will provide leadership across talent acquisition and development, employee relations, compliance, compensation and benefits, performance management, and the total employee experience, according to the company that operates 31 short lines and four excursion railroads, and provides rail-related services.

She will also serve as an advisor to executive leadership, ensuring that HR policies and programs strengthen workforce effectiveness, enhance employee engagement, and support the company’s long‑term growth and organizational resilience, Patriot Rail said in its Jan. 22 announcement.

A 2023 Railway Age Women in Rail honoree, who has served as a Railway Age/RT&S Women in Rail Conference speaker, Curtis has nearly two decades of industry experience. She has held key human resources leadership roles at R.J. Corman, with a focus on enterprise-wide HR strategy, compliance, and safety.

“In prior roles, Curtis oversaw HR operations for more than 1,400 employees across 23 states and supported more than a dozen subsidiaries in a highly regulated, safety‑sensitive environment,” Patriot Rail reported. “Her experience includes implementing company-wide HRIS platforms, designing scalable HR workflows, directing compliance and risk‑mitigation efforts, and partnering cross‑functionally to align people strategy with business performance while enhancing the employee experience.”

“We are delighted to welcome Josie to our team as our Vice President of People Strategy,” Patriot Rail Company CEO Brandy Christian said. “She brings industry and organizational development experience to drive our core strategy—the Patriot Way—a culture of collaboration and innovation. Our people make the difference, and investing in our people strategy ensures employees grow together with us as a company and as a team.”

“Her strategic approach and commitment to building strong, engaged teams will be instrumental as we continue strengthening our people and culture,” added Brad Gordon, Chief Legal Officer of Patriot Rail Company.

Further Reading:

• Patriot Rail Celebrates Excellence Across Network
• Patriot Rail Unveils Fourth Excursion Train
• Anthony Evett Joins Patriot Rail

The post Curtis to Lead ‘People Strategy’ at Patriot Rail appeared first on Railway Age.

As a proud partner of American Rail 200, RSI had the chance to chat with B&O Railroad Museum’s Executive Director Kris Hoellen about the creation of the website, the impact of rail on the greater American fabric and opportunities to join in on the celebration. 

What inspired the B&O Railroad Museum to take the initiative in celebrating 200 years of American rail?  

The B&O Railroad Museum is the birthplace of American railroading. Our campus contains the first mile of commercial track ever laid in the country, Mt. Clare Station – the first train station – plus the beautiful 1884 Roundhouse, among other historic buildings. We are literally on the grounds of the B&O yards. Our archival collection contains the very first stock ledger ever issued, the full set of board of directors’ minutes and over 30 million archival documents of railroad history. With over 200 pieces of rolling stock in our care, telling the story of railroading’s first two centuries is central to our mission. 

Celebrating the bicentennial of American rail is not just a milestone for us — it’s a responsibility. Railroading emerged only decades after the founding of the nation and became one of the most powerful forces shaping American innovation, labor and growth. As the country currently celebrates 250 years of America, this moment provides a meaningful bridge between the ideals of the nation’s founding and the infrastructure that helped knit those ideals into a continental reality. As part of this national reflection, the Museum is proud to connect American Rail 200 with the broader America 250 commemoration, including our recent restoration of the American Freedom Train No. 1 as a symbol of railroading’s enduring role in the American story. 

We encourage everyone to join us in commemorating railroading’s legacy and to be part of the chapter of its history for the bicentennial in 2027. 

How has the railroad infrastructure transformed American society, culture, and economy?  

The railroad was born only 50 years after the birth of the country and consequently shaped American life dramatically – it was essentially the internet of its time. Our time zones came from the railroad; the telecommunications industry owes its birth to the railroads; Americans’ favorite fruit – the banana – was spread throughout the country via refrigerated cars; field trauma surgeons sprung from the railroads; color blindness was diagnosed by railroad doctors; the journey from slavery to civil rights is completely intertwined with the railroads. There is almost no element of society past, present and future that was not or is not touched by the railroads.  

What types of exhibits or interactive experiences at the B&O Railroad Museum can visitors expect in the Innovation Hall, and how will these exhibits bridge the story of rail’s past, present and future?  

The museum’s new Innovation Hall will be housed in the newly restored South Car Works building, which is the oldest continuously operating railroad repair facility in the country, spanning from 1869 to 1990. The Innovation Hall will focus on the present and future of railroading technology. We are dedicating approximately 14,000 square feet to showcase how the present and future of railroading will be safer, faster and smarter. We will have three galleries within the space dedicated to these areas. We will showcase a railcar of the future outfitted with sensors, a touch table depicting a smart yard, different propulsion technologies, a digital race using the technologies and so much more! All exhibits will be interactive, to both educate and engage the public. The general public wants to understand these technologies, and this is an opportunity to highlight rail advancements and build public confidence in the industry. We receive visitors annually from all 50 states and 40 countries.  

How is the museum working to ensure that American Rail 200 and the central hub website represent the full diversity of railroad heritage across different regions and communities nationwide?  

Americanrail200.org is the central convening hub for the 200-year anniversary. To ensure a nationwide celebration, we are recruiting partners to join us in the celebration and to place their logo on the website, which has already amassed an amazing array of partners from multiple disciplines and geographies! Becoming a partner simply means your organization commits in 2027 to amplify the 200-year anniversary of American railroading within your sphere of influence. It could be something as simple as a series of social media posts to adding a railroad theme to an existing event or activity in 2027, to creating something completely new, such as placing labels/stickers on products, engaging schools in an essay competition or creating a community/employee fair, etc. We are happy to help anyone brainstorm activities and encourage everyone to join the celebration. We have also created an evergreen logo to be used in partnership with one’s own organizational logo. Lastly, as an organization identifies its activities, there is a section of the website dedicated to listing events so that everyone’s efforts can be uplifted. The goal is to move from a business-to-business celebration, though the industry as a whole should be aware and proud of its history, to a business-to-consumer celebration. The rail industry is often unheralded and this is an opportunity for the Americans to appreciate the contributions of rail – past, present and future. 

What have been the most rewarding outcomes so far from collaborating with industry and cultural institutions as partners, and how will those partnerships enhance visitor experience during the bicentennial of American rail?  

We have been amazed at the outpouring of support to celebrate this industry! We are very thankful to the leadership RSI has shown in supporting the bicentennial and connecting us to member companies whose technologies can be exhibited in the Innovation Hall! Partnerships can be large or small. Examples of partnerships include Art with a Heart in Baltimore, which creates large sculpture mosaics and will create one of a locomotive in 2027, our partnership to create a Monopoly version focused on rail, “RAILOPOLY”, and so much more! At the museum, we plan to unveil the contents of the first stone on July 4, 2027; the stone was laid as a time capsule and has never been opened. Join us to create a time capsule for the next 200 years! 

If an organization is interested in joining B&O Railroad to partner for American Rail 200, what would that entail? And, how can they get started?  

Reach out and contact us via 200thpartners@borail.org to start the discussion! We are happy to make presentations to organizations, engage in brainstorming for activities and share what others are doing to celebrate the industry that is the backbone of our country, past, present and future!  

The post Celebrating American Rail 200: A Conversation with B&O Railroad Museum’s Executive Director  appeared first on Railway Age.

Together with Prairies Economic Development Canada and the Province of Manitoba, the Arctic Gateway Group (AGG), Winnipeg Airports Authority (WAA), and CentrePort Canada Inc. on Jan. 20 reported signing a Memorandum of Understanding (MOU) that is intended to “strengthen Manitoba’s trade network, further diversify Canadian trade routes, and provide better access for businesses to global markets.”

Under the agreement, called the “Ports Manitoba Project,” AGG, which owns and operates the Port of Churchill and Hudson Bay Railway; WAA, an international cargo airport; CentrePort Canada Inc., a trimodal inland port; and the government partners “commit to developing an integrated, resilient supply chain that moves goods and people more efficiently across air, land, and sea.” Additionally, the agreement “emphasizes shared goals of expanding access to international markets, increasing trade capacity, attracting international investment, and leveraging Manitoba’s central location and maritime access through Hudson Bay.” 

The group reported that AGG’s northern transportation network will be “strategically linked” with the airport’s year-round air cargo capabilities, and the rail, road, and industrial land infrastructure at CentrePort Canada Inc. in Winnipeg, which has access to CN, Canadian Pacific Kansas City, and BNSF. CentrePort Canada is slated to “play a central role in supporting companies seeking streamlined access to multiple modes of transportation.”

“Building one Canadian economy means working with key partners to strengthen the trade corridors that bring Prairie products to domestic and global markets”, said Eleanor Olszewski, Minister of Emergency Management and Community Resilience and Minister responsible for Prairies Economic Development Canada. “This initiative advances that work and build on our government’s recent investments in Arctic Gateway Group, the Port of Churchill and CentrePort, which have improved supply-chain efficiency, reduced barriers to interprovincial trade, and advanced trade diversification.”

“Manitoba sits at the center of the country and now we’re building our place at the center of trade,” commented Jamie Moses, Minister of Business, Mining, Trade and Job Creation for the Province of Manitoba. “With partnerships like this—and initiatives like the Manitoba Crown-Indigenous Corporation—we’re working alongside our transportation sector partners and Indigenous nations to make sure major projects deliver real benefits for Manitobans. That’s how we create jobs, grow the economy, and strengthen Manitoba’s role in global trade.”

“Canada needs new routes to global markets, and Manitoba is primed to step up and deliver,” AGG President and CEO Chris Avery said. “By bringing together the Port of Churchill, Winnipeg’s international airport, and CentrePort, we’re aligning Canada’s Arctic Trade Corridor with its largest inland port and its premier cargo airport to build something far greater than the sum of its parts.”

“Companies around the world are looking for reliable, resilient supply chains, and Manitoba is ideally positioned to deliver exactly that,” pointed out Carly Edmundson, President and CEO of CentrePort Canada Inc. “By working together, we catalyze Manitoba’s trade-enabling infrastructure to allow goods to move more easily throughout Canada, and enhance our connections with global markets.”

“This MOU is about strengthening how Manitoba’s trade and transportation assets work together,” added Nick Hays, President and CEO of WAA. “Improved multi-modal coordination enables a more integrated and resilient trade network. This in turn supports long-term economic opportunity for the province and for Canada.”

Further Reading:

• For Canada’s HBRY, Port of Churchill, another C$175MM
• For HBRY, Port of Churchill, an C$80MM Infusion
• AGG Partners with Invest Tisdale, Sakku Investments on Arctic Trade Corridor
• For HBRY, Port of Churchill, a $C60MM Investment
• Canada Investing C$18.6MM to Boost Supply Chain Fluidity
• Canada, Manitoba Partner to Support Hudson Bay Railway
• Winnipeg Rail Park Project Moving Forward

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MDOT MTA

The MDOT MTA on Jan. 21 announced the launch of a new student discount program that will save students 50% on a one-way or monthly MARC Train ticket.

Students enrolled in a high school, vocational/trade school, formal technical training program, college or university, including undergraduate and graduate programs, can take advantage of the MARC Student Saver program, which the agency says, “reflects its commitment to connecting students to educational institutions, jobs and opportunities throughout the region.”

(Image Courtesy of STV)

“The MARC train is a tremendous asset for our region, and we’re excited to welcome new student riders to the system,” said Maryland Transit Administrator Holly Arnold. “This program ensures that students, regardless of income, can access education, internships, jobs, and community events without transportation being a barrier.”

Eligible students must complete the registration process and confirm enrollment in a qualifying educational institution. Once registered, students will be able to purchase tickets through CharmPass, the agency’s official mobile ticketing app, for trips taken on any of MARC Trains three lines: Penn, Camden or Brunswick. Students must register annually and provide updated documentation to continue participating in the program. Detailed instructions and FAQs on how to register for the program are available here.

The MARC Student Saver program, MDOT MTA says, “will make it easier for students to travel throughout the region and state, and expands on the agency’s ongoing efforts to enhance rider connectivity.” In August 2024, the agency established a cross-honor program with Virgina Railway Express (VRD) and in 2025 released the MARC Growth and Transformation (G&T) Plan and began construction to modernize the Martin Maintenance Yard, “a key component to delivering more frequent service that better serves markets as outlined in the G&T plan.”

DART

DART on Jan. 21 announced that it has agreed to hold off on issuing new debt until after November elections, following a formal request from the agency’s Board of Directors Chairman Randall Bryant. “The promise comes amid pending elections on May 2, where voters in five DART member cities are expected to decide the fate of the agency in their city,” the agency noted.

“In an effort to address the concerns raised by DART member cities, I have directed our President & CEO, Nadine Lee, to ensure that no long-term debt issuance requests are brought for DART Board consideration until after the November 2026 election date,” said Bryant. “We welcome feedback from our partners on solutions that benefit all cities while ensuring DART continues to provide critical public transportation services for our residents and communities.”

By law, DART says it “will continue to collect sales tax from cities whose voters choose to leave DART until the city’s portion of its statutory obligation is recovered.”

“DART will agree to hold off on issuing more debt as North Texas residents head to the polls to vote on DART. Our priority has been to our riders from the outset of this process, and this allows us to release some of the urgency our member cities feel as they make decisions in the coming months.” said Lee. “This will delay some of the scheduled and promised updates the DART staff has been working on, but as good-faith partners in these negotiations, we will honor this compromise.”

DART has received formal requests from three of the five cities with elections on the calendar. Before elections were called, DART, member cities and the North Central Texas Council of Governments (NCTCOG) engaged in mediation to find a solution to a series of previous requests from the cities. The next step of that process is for DART to complete a rate study that explores and explains the all-in costs by mode of providing transit services, according to the agency.

PRT

PRT on Jan. 20 announced a new tool to increase accessibility for riders across Allegheny County. Beginning yesterday, Deaf and hard-of-hearing riders can connect instantly with a live ASL interpreter through the new Aira ASL app, “making PRT one of the most accessible transit systems in the nation,” according to the agency.

With just a tap, riders can launch the Aira ASL app and be connected in seconds to a professional ASL interpreter. Using the caller’s smartphone camera and microphone, interpreters help bridge conversations in real-time—whether riders are purchasing fares at the Downtown Service Center or communicating with others. The service is available anywhere in PRT’s transit network 24/7/365 with no advance scheduling required.

This launch, the agency says, “builds on PRT’s existing partnership with Aira, which already powers Aira Explorer, an on-demand visual interpreting service for blind and low-vision riders. With the addition of Aira ASL, PRT becomes the first public transit system in the country to offer both on-demand visual and ASL interpreting services.”

“This is another step toward our commitment to equitable and inclusive transit for all,” said PRT CEO Katharine Kelleman. “By teaming up with Aira and embracing this innovative technology, we’re making it easier than ever for riders of all abilities to travel confidently and reach the destinations that matter most.”

“Aira is proud to partner with PRT as they expand their on-demand interpreting offerings,” said Henri Grau, Director of Deaf Community Engagement at Aira. “The addition of Aira ASL at PRT means Deaf and hard of hearing riders can count on smoother communication, improved experiences, and access to information whenever the need arises.”

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House and Senate Appropriations Committee Leaders on Jan. 20 unveiled H.R. 7148, the Consolidated Appropriations Act, 2026, which represents a “bipartisan, bicameral” agreement on Fiscal Year (FY) 2026 appropriations legislation. The legislation includes the Transportation, Housing and Urban Development, and Related Agencies Appropriations Act, 2026 (Division D) (THUD Appropriations Act).

The final, bipartisan THUD Appropriations Act (download below) “provides the overwhelming majority of public transit and passenger rail investments authorized in the Infrastructure Investment and Jobs Act (IIJA), according to the American Public Transportation Association (APTA), which strongly support the legislation.

Specifically, the THUD Appropriations Act, together with the IIJA’s advance appropriations, provides a total of $21.1 billion for public transit in FY 2026, an increase of $168 million from the FY 2025 enacted level. In addition, the THUD Appropriations Act and IIJA provide $15.9 billion for passenger and freight rail in FY 2026, a decrease of $298 million from the FY 2025 enacted level.

According to APTA, the House of Representatives is slated to vote on H.R. 7148 in the next couple of days, and the Senate plans to consider the legislation next week, before the Jan. 30 deadline.

BILLS-119hr7148ihDownload Public Transit

The THUD Appropriations Act and IIJA provide $21.1 billion for public transit in FY 2026, an increase of $168 million from the FY 2025 enacted level. This total appropriation is $1.2 billion less than the amount authorized in the IIJA.

The THUD Appropriations Act fully funds the public transit contract authority of $14.6 billion, as provided by the IIJA, which allows the Federal Transit Administration (FTA) to fund contract authority-backed programs, such as formula grants and bus competitive grants.

The THUD Appropriations Act, together with IIJA advance appropriations, provides $3.3 billion for Capital Investment Grants (CIG), $505 million less than the FY 2025 enacted level. The THUD Act designates this CIG funding for 21 specific projects detailed in the Joint Explanatory Statement that accompanies the legislation. The legislation funds 10 New Start, two Core Capacity, and nine Small Start projects.

 The THUD Appropriations Act also provides an additional $211.4 million for specific initiatives, including:

• $25 million for passenger ferry grants under the Urbanized Area Program (including $4 million for low- or zero-emission ferries) and $20 million for ferry service in rural communities;
• $15 million for operating costs to improve public safety, reduce crime, and increase security for the 10 public transit agencies with the highest ridership in FY 2024; and
• $147.9 million for Congressionally Directed Spending (earmarks) on designated public transit projects.

In addition, section 166 provides $100.3 million for planning, operating, and capital grants to public transit agencies in cities hosting the FIFA World Cup. The funding, APTA says, is distributed by a formula that considers stadium seating capacity and the number of matches in each host city. The Federal share is up to 100%.

Similarly, section 165 provides $94.3 million for transportation assistance, including planning, operating, and capital assistance, to support the 2028 Olympic and Paralympic Games. The Federal share is generally up to 80%. For the supplemental public transit bus system, the Federal share is not less than 90%.

Finally, the Act includes several important public transit policy provisions that have been included in prior THUD Appropriations Acts. “Section 163 blocks the Rostenkowski Test, preventing a possible across-the-board cut of FY 2026 transit formula funds to each public transit agency. Section 164 prohibits the U.S. Department of Transportation (DOT) from impeding or hindering a project from advancing or approving a project seeking a CIG Federal share of more than 40%. Section 193 prohibits DOT from enforcing a mask mandate in response to the COVID-19 virus in FY 2026.”

FY-2026-THUD-Appropriations-Public-Transit-01.20.2026.v2Download Passenger Rail

The THUD Appropriations Act and IIJA provide $15.9 billion for passenger and freight rail in FY 2026, a decrease of $298 million from the FY 2025 enacted level. This total appropriation is $5.1 billion less than the amount authorized in the IIJA, according to APTA.

Specifically, the Act appropriates $2.4 billion for Amtrak grants ($1.6 billion for National Network grants and $850 million for the Northeast Corridor), which is $1 million less than the FY 2025 enacted level.

The legislation provides $137 million for Consolidated Rail Infrastructure and Safety Improvement (CRISI) grants, an increase of $37 million from the FY 2025 enacted level. The THUD Appropriations Act provides $87 million for specific CRISI projects and allows CRISI grants to be used for commuter railroad projects “that implement or sustain positive train control (PTC) systems.”

The IIJA provides $7.2 billion for the Federal-State Partnership for Intercity Passenger Rail Grants, and the THUD Appropriations Act provides an additional $65 million, a decrease of $10 million from the FY 2025 enacted level.

Finally, section 156 rescinds $928.6 million for high-speed and intercity passenger rail grants originally provided in 2010 (P.L. 111-117).

FY-2026-THUD-Appropriations-Passenger-Rail-01.20.2026.v2Download USDOT Programs

The THUD Appropriations Act and IIJA provide $1.6 billion for Better Utilizing Investments to Leverage Development (BUILD) competitive grants (formerly RAISE, formerly TIGER) for surface transportation projects, including public transportation and multi-modal projects. The THUD Appropriations Act provides $145 million for BUILD grants in FY 2026, which is $200 million less than the FY 2025 enacted level, according to APTA. The legislation sets aside 5% of these funds for grants for historically disadvantaged communities or areas of persistent poverty.

The legislation also includes new oversight requirements on DOT grantmaking. Section 185 requires DOT to notify the House and Senate Committees on Appropriations “prior to making, withdrawing, terminating, or rescinding a discretionary grant, loan or loan guarantee, or Full Funding Grant Agreement.” In addition, the Joint Explanatory Statement directs DOT to brief the House and Senate Appropriations Committees “detailing the scope of DOT’s grant review backlog, how staffing shortfalls at the modal administrations and the Office of the Secretary may contribute to this backlog, and the Department’s plan to improve grant processing timelines and capacity.”

Finally, the Joint Explanatory Statement directs the Government Accountability Office to conduct a study on congestion pricing that includes the impact on safety, emissions, and congestion, as well as the financial impact on personal vehicle drivers, public transit users, bicyclists, and pedestrians.

Transit Security

House and Senate Appropriations Committee Leaders also unveiled H.R. 7147, the Department of Homeland Security Appropriations Act, 2026. According to APTA, the House of Representatives is expected to consider H.R. 7147 (download below) separately from the Consolidated Appropriations Act before it is combined into one bill for consideration by the Senate. The legislation provides $88.4 million for the Transit Security Grant Program (TSGP), an increase of $3.9 million from FY 2025 enacted levels.

BILLS-119hr7147ihDownload

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The final version of the six-year capital budget for transportation projects, MDOT reported, “is broadly consistent” with the draft version released last fall.

“Thanks to Governor [Wes] Moore, support from stakeholders around the State, and the Maryland General Assembly, the last legislative session resulted in new revenues dedicated specifically to transportation funding,” according to the Department. “This $22.1 billion CTP reflects this additional revenue. The new legislation provides more than $400 million per year in additional state money, which will allow the Department to match available federal funding to add nearly $700 million in total annually to the program. This money stabilizes the program allowing MDOT make smart investments to improve the safety of the transportation network, drive economic growth and preserve our transportation systems. (Download CTP below.)

FY26_FY31_CTP_Full_Report_Regular_Resolution_for_viewingDownload

The six-year Final CTP outlines capital investments in each mode funded by the Transportation Trust Fund: Maryland Aviation Administration, Maryland Port Administration, Maryland Transit Administration, Motor Vehicle Administration, State Highway Administration, and The Secretary’s Office, as well as Maryland’s investment in the Washington Metropolitan Area Transit Authority (WMATA). The Maryland Transportation Authority’s toll facilities are financed, constructed, operated and maintained with toll revenues paid by customers using those facilities and represent an additional $8 billion investment in the State’s transportation system in Fiscal Years 2026-2031.

(Courtesy of MDOT)

According to MDOT, the Final CTP includes the Department’s “core commitments” to construct US 15 and I-81 in Western Maryland, modernize the light rail system in Baltimore (includes 52 low-floor LRVs; upgrades at all 33 stations; updated traffic operations to reduce delays and increase safety; new track, power, and control systems; and maintenance facility updates), and rehabilitate the Port of Baltimore’s Dundalk Marine Terminal Berths 11-13, among others. Projects also moving to construction include complete street efforts for MD 97 in Montgomery Hills and MD 5 in St. Mary’s County, as well as key congestion reduction efforts for I-97 in Anne Arundel County​. As part of the Department’s commitment to a new project prioritization process, MDOT said the Final CTP also includes $10 million in Fiscal Years 2026 and 2027 to support feasibility studies “that will advance local and state priority highway, pedestrian, bicycle and transit projects through initial planning.”

(Courtesy of MDOT)

Following are among the freight and passenger rail-related projects included in the CTP.

Multimodal Freight Projects

“The MDOT is advancing multiple plans and programs which include freight projects in various stages of development from concept to construction,” MDOT reported in the CTP. “These projects include highway, port, air and rail improvements, maintenance, capacity expansion, and operational projects such as Intelligent Transportation Systems (ITS) and Transportation System Management Operations (TSMO) applications. The highway projects help improve safety, protect roadways from truck damage, improve access and mobility for freight vehicles, and help increase safe havens for truck drivers to obtain required rest. Investments in landside improvements and harbor dredging at the Port of Baltimore keep the inbound and outbound supply chains flowing. Partnerships with short line, switching, and Class I railroads are beneficial for increasing capacity and improving operations to provide alternatives for Maryland shippers. Major rail tunnel and rail bridge projects along the Amtrak Northeast Corridor will not only improve travel for passengers but also unlock freight bottlenecks for Class I railroad freight traffic.”

According to the MDOT, “together, with support from USDOT and CSX Transportation, the Maryland Port Administration heads towards substantial completion of the 130-year-old Howard Street Tunnel and improving the vertical clearance at 22 bridges between Baltimore and Philadelphia to create a double-stack rail corridor to and from the Port of Baltimore and the entire East Coast.” This project, it said, “unlocks immeasurable potential for Maryland’s freight rail network and increases Baltimore’s already well-positioned reach into the American heartland.” It is currently under construction with a target completion date in 2027. Double-stack service started in October 2024 on a temporary route to/from the north of the Port of Baltimore. The permanent, shorter route through the tunnel is expected to open in mid-2026.

MDOT reported that in 2026 it “will continue efforts toward the establishment of a Public Private Partnership (P3) for the long-term operations, maintenance, and state of good repair of the state-owned freight railroad lines on the Eastern Shore.” This partnership, it said, “will increase opportunities for job growth and economic growth for Eastern Shore Counties and the rail-depending customers along these lines.”

MDOT in 2026 will initiate an update to the Maryland Statewide Freight Plan that it said “contains specific policy recommendations and provides guidance for development of freight programs at the Port, on rails, highways, and in the air.” The Department will team with carriers, shippers, and freight network users “to implement the plan strategies so they continue to work for the entire transportation system and the state as a whole.”

According to MDOT, the CTP includes $5 million, over 5 years, for the “first ever” Maryland Statewide Rail Grant Program. “Rail transportation continues to be a safe and environmentally friendly way to move freight in Maryland,” the Department said. “The grant program offers state grant assistance to local jurisdictions, railroads, businesses and commercial interests, and other key agencies to help preserve railroad corridors, support economic development, and foster sustainability and innovative technologies. Projects supported by the initial round of awards will support rail rehabilitation, resilience efforts, corridor preservation and improvements for rail-served businesses.”

The list below highlights projects that MDOT said “have significant freight impacts and are funded for planning, design, and construction activities” in the CTP, for approximately $2.3 billion. It also identifies costs for Port projects by marine terminal and costs for highway- and rail freight-related projects in each county.

(Courtesy of MDOT) Maryland Transit Administration (MTA) Construction Program MARC, Freight, Light Rail, Baltimore Metro, Multi-Modal, Locally Operated Transit Systems (Courtesy of MDOT)

Among the primary constriction projects included in the CTP are:

• MARC Maintenance, Layover, & Storage Facilities: “Planning, environmental documentation, design, and construction of maintenance, layover, and storage facilities. Includes design and construction of storage tracks, replacement track switches, high-level platforms, and yard electrification at MARC Martin State Airport facility. Also includes the construction of the MARC Riverside heavy maintenance building, including two new natural gas and diesel burners, and pavement repair. Each of these facilities support equipment that is used across all MARC lines.”

• MARC Improvements on Penn Line: “Ongoing improvement program to ensure safety and quality of service along the MARC Penn Line. Program is implemented through Amtrak construction agreements that are required in order to provide MARC service on the Amtrak-owned rail corridor. Amtrak efforts include projects such as passenger upgrades at Baltimore Penn and Washington Union Stations, interlocking work, and other track improvements along the Northeast Corridor.”

• MARC Coaches – Overhauls and Replacement: “Minor overhaul of 63 MARC III coaches, the overhaul of MARC IV railcars and truck components, and the overhaul or replacement of MARC multi-level railcars. MARC coaches are used interchangeably across all MARC lines.”

(Courtesy of MDOT)

• MARC Locomotives – Overhauls and Replacements: “Overhaul eight diesel SC-44 locomotives, overhaul six GP39H-2 diesel locomotives, complete mid-life overhaul for 26 MP36PH-3C diesel locomotives, develop specifications for new locomotive procurements, and replace six electric locomotives. Diesel locomotives are used interchangeably across all MARC lines, while electric locomotives are used only on the Penn line. This project will include the procurement of an electric locomotive power solution to allow for electric operations of the Penn Line when required by Amtrak on the NEC, after the completion of the Frederick Douglass Tunnel Project.”

• Freight Rail Program: “The MTA Freight Rail program supports inspection, design, maintenance, and rehabilitation projects for state-owned freight rail lines, structures, and grade crossings. Projects include regular inspection and rehabilitation of freight railroad bridges in compliance with Federal regulations, grade crossing inspection and repair, and track improvements.”

• Metro and Light Rail Maintenance of Way: “Provide annual maintenance to major systemwide rail infrastructure to keep vital guideway elements in a state of good repair. Such elements include but are not limited to aerial structures and stations, girders, motor operated switches, ballast, concrete and timber ties, trackwork. Also support emergency response services as well as program management along the roadway as well as at rail yards.”

• Light Rail Vehicle Overhaul: “Perform a mid-life overhaul of Light Rail vehicles. A 15-year inspection and overhaul of the major and sub-assemblies of the vehicles will be performed. The effort will also involve identifying and replacing obsolete parts to improve vehicle performance. This project also supports ongoing overhauls of systems to ensure reliability and safety.”

• Light Rail Systems Overhauls and Replacements: ”Includes the replacement of key systems throughout Light Rail including train control signals, grounding replacement, power systems, switches and switch heaters, substations, wide area network systems, suspension systems, and overhead catenary wire.”

• Light Rail Trackwork Overhauls and Replacement: ”Repairs and replacements of trackwork throughout the Light Rail system including switch ties, grade crossings, interlockings, and restraining rail curves.”

• Metro Railcar and Signal System Overhauls and Replacement: ”Replacement of Metro railcars and repair of critical equipment such as traction motors, gearboxes, axles, and wheels as well as repair and replacement of signal system and associated components. A Communications-Based Train Control system will be installed.”

• Metro Tunnel Repairs and Improvements: ”Address various rehabilitation and repair projects throughout the metro tunnel system while performing regular inspections of tunnel infrastructure. Work includes but is not limited to addressing active leaks, repairing tunnel vent shafts, replacing outdated station doors, pressure testing and repairing dry standpipe, managing storm water management filters and remediation, actively cleaning tunnels of corrosive materials and unsightly debris, and street grate replacement at 19 vent shafts.”

• Fare Collection System and Equipment Replacement: ”Complete replacement of the current fare system including ticket vending machines, faregates, fareboxes and smart card/mobile app readers, back-office software and other related components as well as on-going overhaul and replacement of system components as needed for the core services including Bus, Light Rail, and Metro.”

• Purple Line: ”The Purple Line is a 16-mile double track light rail line that will operate between Bethesda in Montgomery County and New Carrollton in Prince George’s County. The Bethesda to Silver Spring segment will include a parallel hiker/biker trail. The line will include direct connections to Metrorail in four locations, all three MARC Train lines, and Amtrak. The project includes track, stations, railcars, and two operation and maintenance facilities. The project is being delivered as a public-private partnership for the design, construction, financing, operation, and maintenance of the facility.”

• Frederick Douglass Tunnel: ”Replace the existing 1.4-mile B&P Tunnel, which dates from the Civil War era. At nearly 150 years old, it is the oldest tunnel Amtrak inherited and a single point of failure for MARC’s Penn line and the Northeast Corridor. Led by Amtrak, MDOT and MTA are coordinating design and phasing plans to replace the tunnel to meet the needs of the 9 million MARC and Amtrak customers who rely on it annually. The project also includes a new ADA-accessible West Baltimore MARC Station.”

• Penn Station Investments: ”Multimodal access improvements at and around Baltimore Penn Station, funded by a RAISE grant and Congressionally Designated Spending managed as a grant. The project will include the addition of a full-time dedicated bus lane on Charles Street, new curb extensions, bus stop improvements, real-time sign information, and pedestrian and bicycle access improvements all around or connecting to Penn Station in order to improve access to that station. State funding will be used to match two Federal funding sources ($5M in Congressionally Designated Spending and $6M in a RAISE grant).”

• Light Rail Modernization Program: ”The purpose of the project is to replace its entire existing aged fleet of Light Rail vehicles serving the Baltimore region; upgrade the stations and the maintenance facilities to accommodate the new vehicles, replacement of the Howard Street rail, and other necessary improvements to modernize the Light Rail system. MTA’s existing fleet includes 52 standard, 95-foot rail cars dating back to the system’s launch in 1992. All vehicles have reached the end of their useful life or are approaching the end of their useful life. Each project within this program is a Project Labor Agreement candidate.”

• Susquehanna River Bridge Replacement: ”Amtrak will lead design efforts to replace the Susquehanna River Bridge.”

• WMATA Capital Improvement Program: ”The program provides Maryland’s share of the funding for the Washington Metropolitan Area Transit Authority’s (WMATA) Capital Improvement Program (CIP). It includes Maryland’s share of matching funds to federal formula funds received directly by WMATA as well as Maryland’s share of additional state and local funds for WMATA capital projects.”

“The Final CTP builds on the Moore-Miller Administration’s goals to make transportation across the state safer, more reliable and more efficient while also increasing affordability, accessibility and resiliency,” MDOT Acting Secretary Katie Thomson said. “This program will get transportation priorities back on track and rev up Maryland’s economy.”

According to MDOT, the FY 2027 budget by the Governor requires approval by the Maryland General Assembly during the 2026 Legislative Session.

Further Reading:

• MDOT MTA to Expand, Modernize MARC Storage Facilities at Martin Maintenance Yard

• Purple Line Vehicles Arrive in New Carrollton

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Canadian Pacific Kansas City (CPKC) and Norfolk Southern (NS) are advancing their locomotive fleet modernization programs through acquisitions of new Tier 4-compliant road units from Wabtec and Progress Rail.

CPKC

CPKC’s acquisitions are part of an ongoing, multi-year $800 million investment program and are part of a previously announced multi-year capital plan. Having completed purchase of 100 Wabtec Evolution Series ET44AC Tier 4 locomotives built at the company’s manufacturing facility in Fort Worth, Tex., the railroad expects to take delivery of an additional 70 this year. The first two are expected to arrive this month.

Progress Rail EMD® SD70ACe-T4 demonstrator units. Progress Rail photo.

CPKC also expects to take delivery in second-half 2026 of 30 new Progress Rail EMD® SD70ACe-T4 Tier 4 locomotives manufactured at the company’s Muncie, Ind. plant. These locomotives are part of an order for 65. “This latest generation of EMD® Tier 4 locomotives provides improved reliability, serviceability and fuel efficiency, delivering an estimated 5%-7% improvement in fuel economy compared to the first-generation Tier 4 units, while continuing to meet EPA Tier 4 emissions standards without after-treatment,” Progress Rail said. “The locomotives will feature Progress Rail’s Talos energy management system, certified by the EPA to deliver a 12.3% efficiency gain—an industry-leading benchmark for fuel savings and reduced emissions. Powered by artificial intelligence, Talos optimizes in-train forces and has logged more than four million miles without a break-in-two, setting a new standard in safety across the rail industry.” The SD70ACe-T4 offers 4,500 brake horsepower and up to 200,000 pounds of starting tractive effort.

“Our purchase of additional new Tier 4 locomotives, proudly made in the U.S., continues CPKC’s commitment to renew our locomotive fleet through a more-than $800 million investment in [U.S.] manufacturing capacity,” said Mark Redd, CPKC Executive Vice President and Chief Operating Officer. “We are investing in our road locomotive fleet for growth and to maintain our industry-leading service for our customers and the North American economy, powered by a fleet with improved reliability and fuel efficiency.”  

Norfolk Southern

Norfolk Southern is acquiring 40 new Evolution Series ES44AC locomotives from Wabtec, marking its first new locomotive purchase since 2022. Delivery, expected in second-half 2026, will occur at NS’s Chattanooga, Tenn., shop. The lTier 4-compliant locomotives “will provide significant fuel savings, lower operating costs, reduced emissions, enhanced reliability and crew comfort,” NS said. “They represent unparalleled reliability in today’s freight transport. Built to Norfolk Southern specifications, they feature the newest generation of control systems, which enable real-time remote diagnostics and live operational views, like an IT-department-accessible computer screen. This innovation will help reduce delays by spotting potential issues before they become larger problems.” And, “by retiring older units, we will continue to create momentum gained from its industry-leading DC-to-AC modernization program.”

“We are leveraging emissions credits it has earned with Wabtec to facilitate the acquisition of the new locomotives,” said Kriss Beudjekian, NS Senior Director, Enterprise Resources. “With about 1,600 high-horsepower locomotives currently active, this investment ensures Norfolk Southern remains highly competitive and continues delivering on customer goals efficiently.”

“As we continue to enhance North America’s most modern fleet, the new locomotives will provide the industry’s best hauling power and reduced fuel consumption—ultimately benefiting customers and the environment,”  added Ryan Stege, NS Senior Director Locomotive Operations & Maintenance.

“These locomotives feature some of the latest advancements in rail technology, blending sophisticated control systems with real-time remote diagnostics to support efficient operations,” said David “Woody” Woodman, Wabtec Group Vice President, Global Locomotive Platforms. “Equipped with a network of advanced sensors, Norfolk Southern gains unparalleled visibility and reliability. These capabilities not only enhance operational performance, but also drive progress toward long-term sustainability in freight rail.”

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Gettysburg & Northern Railroad (GET) has been named Patriot Rail’s 2025 Railroader of the Year. This recognition, the company says, “reflects GET’s consistent commitment to safety leadership, operational discipline, and meaningful employee engagement. Through strong leading-indicator performance, hands-on safety activities, and follow-through on action items, the GET team continues to set the standard for leading from the front.”

(Pictured left to right): Donald Talbert, Will Jones, Josh Haufle, Fred Bowne, Sam Bistline, Pierce Trujillo, Matt Glaser, Zach Hoverter. (Not pictured) Brandon Bittinger, Bill Huston, Ray Soderberg.

Additionally, Hydra Merced (HYMC) has been named as Patriot Rail’s 2025 Service Company of the Year. HYMC’s performance, the company says, “reflects excellence in both safety and service, demonstrated through proactive training, hands-on engagement, and consistent completion of critical due-outs—strengthening operations across our network.”

(Pictured left to right) Rebecca Labhard, Dave Chambers, Jerry Hall, Angel Gomez, Abram Chavez Torres, Jorge Gomez, Jeff Fletcher. (Not pictured) Cesar Mendez Mendez.

“These teams represent what’s possible when people are empowered, engaged, and committed to doing things the right way—every day. Thank you for raising the bar and setting a powerful example across Patriot Rail,” the company wrote in a LinkedIn post.

Award certificates were presented by Patriot Rail and local leadership, recognizing the teams’ dedication and commitment to excellence.

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ATP 15_ALR_FEIS_Record_of_Decision_January_2026Download

ATP on Jan. 16 reported that the Federal Transit Administration (FTA) has issued a Record of Decision for Austin Light Rail’s Final Environmental Impact Statement (FEIS). (See above.) This federal action officially affirms compliance with the National Environmental Policy Act (NEPA); signifies that the federal government has formally accepted the project’s environmental analysis, community engagement, and technical planning to date, “demonstrating project readiness, strong federal partnership, and continued progress toward federal funding”; and allows ATP to continue in the federal funding process, as well as progress with more detailed project work, such as advanced design and early construction activity for utilities. 

The FEIS confirms recommendations for the project previously shared during a formal review period of the Draft Environmental Impact Statement, according to ATP. These include a new downtown station near Wooldridge Square, a bridge across Lady Bird Lake incorporating a bike and pedestrian connection, and an elevated Waterfront Station to improve system reliability and rider experience. On East Riverside, refined station locations are located within an urban greenway. (Download FEIS Appendix C below for project maps.)

19_ALR_FEIS_Appendix_C_Project_Design_May_2025pdfDownload

According to ATP, the Record of Decision milestone was reached in less than two years, “aligning with the current FTA administration’s goal to streamline and improve how large public infrastructure projects are delivered.” Other “mega projects” in comparison have often taken between five and seven years to advance through the NEPA process with FTA, it said, with some requiring more than a decade.

“Completing the FEIS and earning the FTA’s Record of Decision in under two years is a major achievement for ATP and the community we serve,” ATP CEO Greg Canally said. “We’re grateful for the FTA’s partnership and guidance throughout this process and proud of the work our team has done to deliver a thorough environmental review on an accelerated timeline. This has established a best practice that can be replicated for other mega projects.”

“This is a big, important step for Austin and our city’s future affordability and mobility,” Austin Mayor Kirk Watson said. “I deeply appreciate the FTA’s work and partnership. I also want to recognize the work ATP and our community have done to move this project ahead. This milestone keeps the voter-mandated Austin Light Rail moving forward and will strengthen our economy, create more jobs for Texas, and deliver safer, more reliable transit for our community.”

ATP reported that it is set to reach “another critical milestone” with the scheduled award next month of the Austin Light Rail construction contract, which will cover the transitway, tracks, systems, stations, bridges, traffic signals, utilities, drainage structures and streetscape.

BART (Courtesy of BART)

San Francisco Bay Area riders can now plan and book short Uber trips—ranging from two to seven miles—to and from BART stations within the BART App.

The transit agency on Jan. 20 reported partnering with Uber Transit to “fully integrate seamless end-to-end journey planning and payment all within the BART app.” Riders will no longer need to use multiple apps to plan their BART trip and plan and pay for an Uber ride.

Uber Transit will help riders whose starting location or destination is too far to comfortably walk to a BART station or bus stop or is underserved by frequent rail or bus service. 

BART Map (Courtesy of BART)

“Embracing technology to help people leave their cars at home and reduce congestion is a shared value within the Bay Area,” BART General Manager Bob Powers said. “Collaborating with Uber will help attract new riders and will simplify the process for those who take Uber to and from BART stations. This partnership will also expand access options as we build more housing in place of parking lots at stations.” 

“Uber Transit is proud to partner with BART to bridge the crucial first/last mile challenge, helping transit agencies close gaps that too often keep people from getting where they need to go,” added Chris Margaronis, Head of Transit Partnerships at Uber. “By integrating Uber rides directly into the BART app, we’re simplifying travel, expanding access, and making public transit a more flexible, reliable option for everyone—especially those in underserved areas. Together, we’re reimagining how people move across the Bay Area.”  

“No longer having to use multiple platforms to plan, book, and pay for a trip involving BART and Uber is a game changer for our riders,” BART Chief Information Officer Ravi Misra commented. “Providing this simple option on the BART app shows how innovation can improve access to BART and increase ridership.” 

(Courtesy of BART)

The BART and Uber partnership includes a special, limited time $5 Uber trip discount at the launch of the program for trips starting or ending at the following 10 BART stations: 

1. Antioch 
2. Bay Fair 
3. Concord 
4. Daly City 
5. Fruitvale 
6. Lake Merritt 
7. MacArthur 
8. Richmond 
9. Walnut Creek 
10. West Oakland 

Riders can take advantage of the special $5 discount up to six times over seven calendar days. 

According to BART, these stations were selected “based on locations where people may not live on a bus line and in a way to ensure bus ridership is not significantly impacted.”

In addition to Uber trips, BART’s multimodal Trip Planner continues to include walking and biking options, as well as other transit, bike-share, and scooter-share options for getting to and from BART stations. Riders can also customize preferences such as walking and biking speeds for planning their trips. To improve regional transit coordination, BART’s Trip Planner includes the schedules for regional rail service, such as Caltrain, Capitol Corridor, and ACE, as well as buses, ferries, and cable cars. During times when BART is experiencing major service disruptions, transit riders can plan itineraries that don’t include BART as an option to help them get around.

Separately, BART and 23 regional transit partners launched an electronic fare payment system in December.

Further Reading:

• California Investing $97MM in Rail Transit Projects
• MARTA, BART Budgets Approved for FY26

Denver RTD (Courtesy of RTD)

The RTD’s “strong credit ratings” have been affirmed by Moody’s, S&P Global Ratings, and Fitch Ratings, according to the transit agency, which provides light rail, commuter rail, bus, on-demand, paratransit, airport, and special event services in eight Colorado counties. These ratings, it reported Jan. 20, “reflect confidence in RTD’s proactive financial management and recognize the need for its essential role as a transit provider across the Denver metro area.”

On Jan. 15, Fitch Ratings reported that RTD maintained its AA+ rating on RTD’s FasTracks revenue bonds and AA on certificates of participation (COPs) with stable outlooks across all categories. Similarly, on Dec. 17, 2025, Moody’s affirmed that RTD maintained its ratings of Aa2 on FasTracks revenue bonds and A1 on COPs with a “stable outlook.” On Feb. 24, 2025, S&P Global Ratings affirmed its AA+ rating on RTD COPs with a “stable outlook.”

“The credit rating agencies recognize RTD’s proactive and conservative financial management and policies and RTD’s support from voter-approved sales and use taxes that enable RTD to provide transit services for 3.1 million customers across the 2,345 square-mile district,” RTD said. “The sales and use tax also enabled RTD to maintain a healthy financial position during and after the COVID-19 pandemic.”

Voters approved a ballot measure in November 2024 for RTD’s sales and use tax to remain exempt from TABOR limits, signifying community recognition of RTD services being essential, according to RTD, which provides transit service in an area that represents more than 50% of Colorado’s total population.

(Courtesy of RTD)

“RTD’s strong credit profile is bolstered by its adequate liquidity position, strong debt service coverage on FasTracks bonds, and direct payment of pledged sales and use tax revenue,” RTD said. “The agency defeased certain debt before fiscal 2026, reducing debt service payments by approximately $57 million to provide additional expenditure flexibility. While RTD is operating at a deficit, a challenge facing transit agencies nationwide, RTD maintains sufficient reserves and is addressing the structural imbalance for long-term financial sustainability. Credit agencies expect RTD’s disciplined approach to financial management will maintain adequate reserves by strengthening revenue and adjusting expenditures to provide sufficient debt service coverage.”

Heading into 2026, RTD said it will continue to focus on “maintaining adequate reserves and judiciously managing operating costs while conducting planned and necessary maintenance to protect the long-term integrity of the system.”

For more information about RTD’s financials and investor information, including budget documents, bond issuances and disclosure statements, visit the RTD’s website at Financial Performance | RTD-Denver.

Further Reading:

• Denver RTD Tabs Tran as CPO
• For Denver RTD, FY26 Budget Tops $1.5B

Alto 

The planned 621-mile (1,000-kilometer)Toronto-Québec City HSR (high-speed rail) project, dubbed Alto, “will include tunnels in Montreal and possibly Toronto,” according to a Jan 20 report by The Canadian Press.

In a website update, Alto reported that “it plans to burrow from just north of the river that rims Montreal’s north side to downtown in a north-south corridor that would exceed 10 kilometres,” Canada’s national news agency said.

“‘To reach Montreal, the current hypothesis involves building a tunnel under the Rivière des Prairies and Mount Royal to access downtown directly, reducing integration challenges in a dense urban setting,’ states Alto’s preamble to an online survey about the proposed railroad,” according to The Canadian Press. Additionally, Alto is “considering tunnels or elevated tracks to reach downtown Toronto ‘from the north or the east,’ terminating at either Union Station or a nearby location.”

Benoit Bourdeau, an Alto spokesman, “stressed [to The Canadian Press] that while a tunnel demands a bigger investment up front, it can prove cheaper over its life cycle.”

“A surface alignment in a dense urban area like Montréal would require costly expropriations, relocations, utility diversions and long‑term operational constraints — all of which accumulate into substantial recurring costs over decades,” Bourdeau said in an email to the news agency. “A tunnel, by contrast, provides a protected, unconstrained corridor with a lifespan exceeding 100 years, offering predictable maintenance costs, high performance and the ability to scale service without triggering new surface impacts or political resistance.”

“The tunnel would also allow for a more direct route that would shave 30 minutes off of a trip to or from Montreal, he said,” according to The Canadian Press.

While the Canadian “government has not yet made a final decision approving funding for the entire rail line,” according to The Canadian Press, construction of the approximately 124-mile (200-kilometer) first segment between Ottawa and Montreal is slated to begin in 2029.

Alto also reported on its website that “it is weighing two possible corridors between Ottawa and Peterborough, Ont.,” according to The Canadian Press. “One is a more direct line between the two cities and the other curves south, closer to Lake Ontario.”

The planned HSR network would offer stops in Québec, Trois-Rivières, Laval, Montréal, Ottawa, Peterborough and Toronto (see map, top). Alto, a Crown Corporation, said in December that it is “weighing several options for the location of a future HSR station in Toronto [including Union Station],” according to a TorontoToday report.

Alto and Cadence in March 2025 signed a development agreement that includes detailed design work, land acquisition, environmental assessments, and consultations with nearby residents, including Indigenous communities.

Instead of VIA Rail Canada’s HFR (High-Frequency Rail) service revealed first by Railway Age Canadian Contributing Editor David Thomas in 2016, outgoing Canadian Prime Minister Justin Trudeau in early 2025 said Alto would be dedicated electrified HSR, with trains running up to 186 mph (300 kph); it would be implemented as a DBFOM (design-build-finance-operate-maintain) project.

The project is slated to create more than 50,000 jobs during construction, “generate productivity gains that could reach up to C$35 billion annually,” and contribute to cutting greenhouse gas emissions, according to Alto and Cadence, the consortium of Quebec pension fund’s CDPQ Infra, AtkinsRéalis (formerly SNC Lavalin), Keolis, SYSTRA Canada, Air Canada, and SNCF Voyageurs.

On Nov. 18, Alto and Cadence reported that outreach to the steel industry was expected “in the coming weeks.” The goal: “to shape a procurement approach that prioritizes Canadian suppliers.”

Guided by the government’s intent to Buy Canadian, the partners said that key components of the future rail network—including “several hundred thousand tons of steel for high-speed [track], structures, facilities and electric infrastructure”—will be sourced from Canadian suppliers “to the greatest extent possible.”

Alto and Cadence said they would meet with leaders across the Canadian steel industry “to better understand current production capabilities, scaling potential, and opportunities for modernization.”

“Building Canada’s first high-speed rail network will require more than 4,000 kilometers [2,485 miles] of steel rails in addition to massive quantities of structural beams, catenaries, and other core materials,” the partners reported in November. “Few infrastructure projects in modern Canadian history have generated an industrial demand of this magnitude. This scale of procurement presents a rare opportunity for Canada’s steel and manufacturing sectors to expand capacity, accelerate investment, and innovate to position themselves for the opportunities ahead. By sourcing locally where possible, Alto aims to strengthen domestic supply chains, support Canadian jobs, and ensure that the economic ripple effects of this nation-building project are felt across the country.”

Alto and Cadence said the government of Canada has identified the project as “a transformative strategy for the country” that will receive support from the Major Projects Office, enabling the start of construction in four years; pre-procurement activities for project components will commence in 2026.

Further Reading:

• Canada Dumps VIA Rail Brand for Private ‘Alto’ HSR
• VIA HFR: How Viable? How Close?
• Red-Over-Green for VIA Rail’s High-Frequency Corridor
• Canadian HFR: From Proposal to Project

The post Transit Briefs: ATP, BART, Denver RTD, Alto appeared first on Railway Age.

The 2026 edition of Railway Age’s Next-Gen Freight Rail (NGFR) conference, March 10 at the Union League Club of Chicago, brings together many stakeholders involved with the proposal to create the first coast-to-coast transcontinental U.S. railroad. The “fireside chat” format will be the only rail industry conference to date with all six North American Class I railroads represented, plus the Surface Transportation Board, which is undertaking one of its most consequential tasks in its history—deciding on a major merger transaction under rules that will be applied for the first time.

“The proposed merger of Union Pacific and Norfolk Southern is the biggest topic in the rail industry today,” notes Railway Age Editor-Chief William C. Vantuono. “The leaders at the heart of this merger—Union Pacific CEO Jim Vena and Norfolk Southern President and CEO Mark George—open the conference, and we’re looking forward to engaging with them in an open forum. We’re also keen to discuss viewpoints with the other Class I railroads, and hear from the STB’s leaders on the challenges of navigating through the application making a decision based on many factors, not the least of which is the mandate that the proposed merger, under the new rules, must enhance competition, not merely preserve it.”

In addition to Jim Vena and Mark George, the NGFR speaker lineup also includes Norfolk Southern Executive Vice President and COO John Orr, Railway Age’s 2026 Railroader of the Year; Patrick Fuchs, Chair, and Michelle Schulz, Vice Chair, Surface Transportation Board; Canadian Pacific Kansas City President and CEO Keith Creel; CN President and CEO Tracy Robinson, BNSF Executive Vice President and Chief Marketing Officer Tom G. Williams; CSX Senior Vice President and Chief Commercial Officer Maryclare Kenney; RailPulse LLC General Manager David Shannon; Littlejohn & Company Partner Farrukh Bezar; and CSX Vice President Engineering, C&S, PTC and Dispatch Systems and Railway Track & Structures 2025 Engineer of the Year Carl Walker. The luncheon will honor Railway Age’s 2026 25 Under 40 “Fast Trackers.” 

Railway Age’s Next-Generation Freight Rail conference takes place March 10, 2026, from 8:00 AM to 4:30 PM at the Union League Club of Chicago. A unique opportunity to discuss the freight rail industry’s future, the conference brings together top executives and thought leaders to discuss topics ranging from business strategy to the latest technological innovations and increasing safety and reliability. The conference also features a luncheon honoring the 2026 recipients of Railway Age‘s Fast Trackers 25 Under 40 award.

REGISTER NOW TO SAVE $150 WITH EARLY BIRD RATES!

The post NGFR 2026: All Railroads Lead to Chicago appeared first on Railway Age.

For the week ending Jan. 17, 2026, there were 224,783 carloads, rising 3.9% from the same week in 2025, and 280,602 intermodal containers and trailers, dipping 1.1% from 2025, according to the AAR.

In comparison, for the first week of 2026 (ending Jan. 10), U.S. Class I railroads carried 232,803 carloads, up 16.7% compared with the same week in 2025, and 277,654 containers and trailers, up 4.4% compared with 2025. Cumulative volume was 510,457 carloads and intermodal units, up 9.7% from the same point in 2025.

Three of the 10 carload commodity groups posted an increase for the week ending Jan. 17, 2026, compared with the same week in 2025. They were grain, up 5,070 carloads, to 25,786; nonmetallic minerals, up 3,612 carloads, to 28,232; and metallic ores and metals, up 2,285 carloads, to 19,973. Commodity groups that posted declines included chemicals, down 750 carloads, to 33,412; motor vehicles and parts, down 448 carloads, to 13,306; and coal, down 403 carloads, to 58,641.

For the first two weeks of 2026, U.S. railroads reported cumulative volume of 457,586 carloads, up 10.0% from the prior-year period; and 558,256 intermodal units, up 1.6% from last year. Total combined U.S. traffic for the first two weeks of this year came in at 1,015,842 carloads and intermodal units, an increase of 5.2% compared with 2025.

North American rail volume for the week ending Jan. 17, 2026, on nine reporting U.S., Canadian, and Mexican railroads totaled 327,894 carloads, rising 2.6% from the same week last year, and 367,278 intermodal units, virtually flat at 0.2% compared with last year. Total combined weekly rail traffic in North America was 695,172 carloads and intermodal units, up 1.3%. North American rail volume for the first two weeks of 2026 was 1,391,656 carloads and intermodal units, a 4.4% gain over 2025.

For the week ending Jan. 17, 2026, Canadian railroads reported 90,331 carloads, down 1.9%, and 71,246 intermodal units, down 2.6% from the same week last year. For the first two weeks of 2026, they reported cumulative rail traffic volume of 319,802 carloads, containers, and trailers, a decrease of 2.5%.

Mexican railroads reported 12,780 carloads for the week ending Jan. 17, 2026, a 13.8% increase from the prior-year period, and 15,430 intermodal units, a 60.9% boost over last year. Their cumulative volume for the first two weeks of 2026 was 56,012 carloads and intermodal containers and trailers, a 43.7% gain over the same point last year.

* Editor’s Note: For rail traffic purposes, a week that bridges two different years is assigned to the year in which most of the days of that week fall. The week ending Jan. 3, 2026, had most of its days in 2025, so it is assigned to 2025. Because of the way the calendar fell in 2025, the week ending Jan. 3, 2026, was week 53 of 2025. A year having 53 weeks happens every few years. Rail traffic comparisons are always made to the corresponding period 52 weeks earlier. This means the comparison week for a week 53 is Week 1 of the same year. To ensure comparability across years, Week 53 is ignored when computing annual totals. Instead, annual totals are always weeks 1-52. The first week of 2026 ended Jan. 10.

The post U.S. Rail Traffic Uptick Continues in Week 2 appeared first on Railway Age.

The MTA Long Island Rail Road (LIRR) is requesting information from potential firms regarding the lease of up to 26 Diesel Locomotive Hauled Passenger Coaches for the 2026 summer season. All interested parties are invited to obtain a copy of the Complete RFEI by contacting Maxine Achille, Senior Contract Administrator, via email at maxine.achille1@mtahq.org. Interested firms should submit their responses to this RFEI no later than February 12, 2026.

The post The MTA Long Island Rail Road Request for Information appeared first on Railway Age.

Tri-Rail regional/commuter rail service operator South Florida Regional Transportation Authority (SFRTA) has ordered seven Charger diesel-electric locomotives from Siemens Mobility as additions to its fleet. Expected to enter service in 2029, these locomotives will be Tri-Rail’s first Siemens Chargers and are expected to enable full access to MiamiCentral Station.

The new units will replace SFRTA’s aging fleet of six EMD GP49H-3 units, “enabling Tri-Rail to retire older equipment and enhance service quality for riders,” the agency said. They will be operating along the 73.5-mile corridor linking Miami, Fort Lauderdale and West Palm Beach, as well as the additional 8-mile stretch on the Florida East Coast (FEC) Corridor to access MiamiCentral which “requires rail equipment that meets specific operational and compliance requirements to access the station.”

Tri-Rail EMD GP49H-3 in the Hialeah Railyard. Wikimedia Commons/ClearLightPR.com.

The procurement, funded through the Federal Transit Administration (FTA), “recognizes Siemens Mobility as the only manufacturer capable of providing locomotives that comply with SFRTA’s operational needs and regulatory requirements,” SFRTA said. “The Charger (equipped with a Cummins QSK-95 prime-mover) is EPA Tier 4 compliant and recognized as the diesel-electric locomotive with the lowest emissions in North America. By modernizing its fleet, SFRTA is reinforcing its role as a vital complement to South Florida’s intercity rail network, offering an affordable, dependable, and modern transit alternative for commuters.”

“These new locomotives represent a major step forward in modernizing Tri-Rail’s fleet and strengthening the reliability of our service for the riders who depend on us every day,” said Dave Dech, SFRTA Executive Director. “This investment supports our long-term vision for safer, more efficient commuter rail system, and positions Tri-Rail for continued growth.”

“On behalf of the entire Siemens Mobility team, we are honored that SFRTA has chosen our … technology to power Tri‑Rail’s next chapter,” said Tobias Bauer, CEO of Siemens Mobility North America, who dubbed the locomotives as “American Made.” “With our Charger locomotives, riders will benefit from modern performance and improved access, including service into MiamiCentral.” The Buy America-compliant locomotives will be built at the Siemens Mobility rail manufacturing hub in Sacramento, Calif. SFRTA, Siemens added, “joins the more than 35 transit agencies across North America benefiting from Siemens Mobility’s portfolio of rail vehicles, locomotives, components and automation systems. [U.S.] cities also rely on Siemens to provide traction-power substations and electricity transmission, as well as signaling and control technology for freight and passenger rail and transit systems.”

The post SFRTA Charges Ahead with Siemens Motive Power appeared first on Railway Age.

Mangione joined HNTB four years ago and most recently served as Regional Sales Officer for the firm’s East Region, where he provided “strategic guidance and leadership” across client programs and pursuits in key market sectors, including departments of transportation, transit and rail, aviation and tolling. “His expertise includes a focus on strengthening partnerships, driving business development and supporting major infrastructure programs,” HNTB noted.

“Mike is known for his strategic leadership and ability to build strong relationships with our clients and foster high-performing groups capable of delivering complex programs,” said HNTB Northeast Division President Gary Bua. “He has a national reputation for leadership in market strategy, growth and talent development. This, paired with his deep familiarity with our clients, strategy and people, has prepared him to step seamlessly into the office leader role.”

Mangione’s portfolio includes supporting major initiatives such as the New York City Department of Design and Construction (NYC DDC) East Side Coastal Resiliency Project; statewide programs for the New York State Department of Transportation (NYSDOT); and key New York Metropolitan Transportation Authority (MTA) projects, including the Second Avenue Subway Phase 2, Systemwide Open Road Tolling Conversion and the Bronx Whitestone and Henry Hudson Bridge Approaches Replacements.

“I’m honored to lead HNTB’s New York office and continue building on our strong foundation of delivering innovative solutions for our clients,” Mangione said. “Our team is committed to advancing critical infrastructure that improves mobility and resilience for communities across the region.”

The post HNTB Names Mangione New York Office Leader appeared first on Railway Age.

The proposed merger of Class I’s Union Pacific and Norfolk Southern is unlikely to significantly improve the fortunes of North America’s rail freight market, writes Railway Age Contributing Editor Jim Blaze in his assessment for International Railway Journal of recent trends and the outlook for 2026.

The fundamental drivers of the U.S. rail freight business have not changed. It is a private-sector environment, moving products because there is demonstrable market demand. Laying new tracks and ordering more rolling stock creates additional market capacity. That’s the supply function of the business.

So, what has been happening with market side demand? It has not been growing, except in selected geographic locations. Over much of the past decade, market volume and rail’s market share against other modes, including road and pipelines, has been stagnant at best and deteriorating at worst.

Comparing the rail sector with the broader picture of North American industrial productivity shows that volumes are still large, but growth rates are not high.

It is clear that carload traffic has been hit by the long-term decline in the volume of freight offered to railroads. The more-flexible intermodal freight market still allows shippers a 15% cost saving on longer hauls, but volumes have been in decline since around 2018. What it might take to re-energize the high growth rates seen in the mid-1990s and early-2000s is an open question.

What is disappointing is that despite some surges in 2020-21, 2024, and the first half of 2025, the healthy sustainable growth forecast by some has so far failed to materialize.

To obtain market insight, many of my previous clients preferred to examine four-weekly, quarter-to-date, and year-to-date traffic reports. The weekly numbers often change too much to provide much strategic insight.

The data and analysis from other experts suggest that the numbers for 2025 will pan out as follows: Total U.S. rail freight traffic will be less than national GDP growth, caroad traffic will end up slightly down or flat for most types of freight, while intermodal volumes will rise by between 1% and 2% over those seen in 2024.

If these predictions turn out to be true, and I am 90% confident they will, the market will be back to volume levels recorded seven years ago. That is well and good, as no one back in 2018 could have reasonably expected the disruption to markets caused by the COVID-19 pandemic and the more recent imposition of global tariffs on goods entering the United States by the POTUS 47 Administration.

The market outlook for 2026 looks to be rough in terms of lower intermodal and carload volumes into the first and second quarters, unless the overall economic outlook picks up in the U.S.

The Journal of Commerce and others (Railway Age among them) continue to report and comment on overall economic indicators that are flashing warnings. The manufacturing purchasing managers’ index (PMI) has fallen to a four-month low of 51.9, a disappointing number, when anything below 50 suggests the economy is contracting. Other economic indicators are similarly gloomy.

Railcar Fleet

Since around 2020, the combined North American railcar fleet has seen some new purchases to increase capacity and continued long-term maintenance. But annual railcar orders and deliveries appear to be trailing the figure calculated to maintain a steady-state fleet size. That could lead to shortages if a growth surge should develop, something that appears to have not been fully factored in.

Anyone thinking that railway mergers might help matters over the next couple of years should think again. The proposed UP-NS transcontinental merger is unlikely to result in traffic growth. Any positive impact will not emerge until between 2027 and 2030, assuming the merger is approved. But there is little to no evidence to suggest why shippers will change to moving more by rail simply because a large merger might take place. The filing that UP and NS will now have to resubmit to the Surface Transportation Board (STB) following its rejection due to incompleteness should give the market a better understanding of possible changes as the merged business seeks out new opportunities toward 2030.

Yet, there are some positives ahead. U.S. freight railways are still among the best-performing in the world for general carload productivity costs and pricing. They require no taxpayer funding as they work in an unsubsidized private-sector business model. That model is not failing. Based on data published in 2025 by the Class I railways, none are likely to experience the financial and physical asset collapse that saw the Penn Central file for bankruptcy in 1970, the largest corporate insolvency in U.S. history until the collapse of Enron in 2001.

However, over the next two decades, there might be major loss of market share to highways. That has been a possible long-term outcome, as foreseen by Oliver Wyman and discussed openly at North American rail industry events since about 2017. But it is not yet a certainty. And, importantly, not a complete collapse. Trucking will continue to compete, so if rail wants to succeed it will, somehow, need to up its game.

The post U.S. Rail Freight Struggles to Compete appeared first on Railway Age.

Sierra Northern Railway (SNR) is officially celebrating the 250th anniversary of the United States of America with a specially painted locomotive. Locomotive No. 250 is adorned in the railroad’s latest blue, white, and gold scheme with a unique flag motif on its flanks.

The 250 was originally built as an EMD GP7 for the Santa Fe Railway in the early 1950s and later served the Burlington Northern Railroad as its 1324. Purchased by the Yolo Short Line, the unit eventually became Sierra Northern 135. It was rebuilt by SN shop forces into a Railpower RP20BD genset in 2014 as the railroad’s 52.

“Railroads and railroading are part of our country’s fabric, and we are proud to celebrate its enduring legacy,” said Ken Beard, CEO of Sierra Northern, which currently operates approximately 75 miles of track in northern California and 30 miles of track in southern California, including through several prime industrial areas, and serves a wide variety of customers while interchanging with BNSF and Union Pacific (UP).

The post SNR Celebrates USA’s 250th Anniversary With Specially Painted Locomotive appeared first on Railway Age.