Railway Age magazine

The Railroads for National Defense (RND) Program within the U.S. Army Transportation Command has submitted comments in response to the Surface Transportation Board’s (STB) decision last month proposing what it called “a significant pro-competitive action” to repeal 49 C.F.R. part 1144, which governs the prescription of reciprocal switching, through routes, and through rates.

The STB’s Jan. 7 Notice of Proposed Rulemaking “would promote market forces in the freight rail industry.” According to the Board, the NPRM “would remove regulatory barriers that limit options for American businesses critical to our economy, including both shippers, such as manufacturers, utilities, and agricultural companies, and railroads seeking to innovate and compete.” In removing these regulations, the Board said it “would employ reasoned case-by-case approaches.”

The RND Program in its Feb. 24 comments (download below) requested “consideration of military equities in the application of reciprocal switching agreements on a case-by-case basis.”

It explained that on behalf of the Department of War (DoW) and U.S. Transportation Command, the RND Program “has an ongoing interest in America’s rail network to ensure that it supports military readiness capability requirements for both defense deployment and peacetime needs.” Rail transportation, it said, “is extremely important to DoW. Heavy tracked vehicles, high-volume movements of wheeled vehicles, and other defense materiel rely on rail to meet contingency deployment timelines between inland installations and seaports of embarkation (SPOEs). The economy of scale offered by domestic freight rail transportation is a strategic advantage.”

According to the RND Program, “[w]ith the current reciprocal switching rules under 49 C.F.R. § 1145 now vacated [by the U.S. 7th Circuit Court of Appeals], the additional repeal of the anticompetitive conduct standard under 49 C.F.R. § 1144 would empower the Board to consider a prescription of reciprocal switching agreements on a case-by-case basis under the applicable statutory standards.” This “flexibility,” it said, “would allow the Board to evaluate petitions based on authority under 49 U.S.C. § 11102(c)(1), which permits the Board to require rail carriers to enter into reciprocal switching agreements when such agreements are ‘practicable and in the public interest’ or ‘necessary to provide competitive rail service.’ Establishment of competitive rail service through the application of reciprocal switching orders is necessary for the public interest and safeguarding of national defense by increasing flexibility and resiliency to deploy critical military units via rail during peace and wartime.” The RND Program told the STB that it “would strongly consider advocating for reciprocal switching agreements at critical defense activities which currently rely on a single rail carrier for service.” Such agreements, it said, “would provide DoW with necessary operational flexibility and network resiliency to proactively address any service challenges at rail dependent installations by enabling the choice of alternative carriers based on current performance, network capacity, operational efficiency needs per deployment requirements, or other constraints.” According to the RND Program, this “enhanced adaptability would significantly bolster the resilience of military operations and strengthen the homeland’s ability to project power, granting military commanders enhanced decision space in times of war or national emergency where hours in deployment delays could affect overall mission success.” Also, “the added resilience to network operations creates additional dilemmas for potential adversaries by adding infrastructure, routing, and service provider options that have been ideally exercised well beforehand,” it said. “Importantly, the RND Program would consider petition and implementation of such an order solely where it is reasonable, practicable and in the best interest of national defense. This would include an evaluation that potential service from an alternative rail carrier would be safe, reliable, and efficient to meet required timelines and other mission needs.”

The RND Program pointed out that under 49 U.S.C. § 11102(c)(1), “the Board has discretion to order reciprocal switching agreements when it determines such arrangements are either ‘practicable and in the public interest’ or ‘necessary to provide competitive rail service.’” Last July, the United States Court of Appeals for the Seventh Circuit “determined that meeting the first statutory standard requires a finding of ‘inadequate service,’” the RND Program continued. “While traditional metrics for determining inadequate service may not apply to DoW’s varied and unscheduled shipments, the adequacy of rail service to a military installation could and should be defined by its overall reliability, resiliency, and flexibility to meet military needs during times of national emergency.”

The RND Program urged “the Board to consider the unique needs of national defense when evaluating reciprocal switching petitions under a ‘case-by-case’ basis pursuant to the applicable statutory standards or under future proposed rulemaking.” Ensuring rail service “flexibility, resiliency, and reliability,” it concluded, “is critical to safeguarding military readiness, national security, and the public interest.”

• Midtec’s Demise; Competition’s Rise
• Reregulation Hidden in Shipper Tapestry
• Clean Slate on Switch Rule. Now What?
• Reciprocal Switching: Not Quite Done
• STB Finalizes Reciprocal Switching Rule

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CSX recently announced that it has reduced cargo theft incidents by more than 80% year over year through “a targeted task force and operational changes focused on the Memphis rail corridor.”

The task force was formed in 2024 after CSX identified a sharp increase in cargo theft in the Memphis area during the COVID-era surge in criminal activity. The rise in theft, the Class I says, “posed a growing concern for customer shipments, employee safety and surrounding communities, prompting the company to take a more focused, localized approach.”

“Cargo theft is both a security issue and a policy issue,” said CSX Assistant General Counsel Drew Sutter. “On the ground, it requires tactical solutions. Over the long term, it requires sustainable policies that address the broader impact on communities, employees and customers.”

The Memphis effort brought together multiple groups, including local law enforcement and CSX operational teams, in what company leaders described as “a highly collaborative process.” The focus centered on activity near CSX’s Leewood Yard, where trains were particularly vulnerable when stopping for extended periods.

To reduce risk in high traffic areas, CSX upgraded security around its Memphis facilities “with enhanced fencing, lighting, and access controls, including roughly 14,000 feet of high security fencing and an additional 5,000 feet east of Leewood Yard.” The company also added 30 surveillance cameras to support real time monitoring and investigations, “strengthening security without disrupting operations.”

One of the task force’s key challenges was finding ways to keep trains moving through the area without unnecessary stops. To address that risk, CSX implemented two major operational changes. The company introduced two direct trains running from its Leewood Yard in Memphis to Fairburn, Ga., “reducing dwell time in high-risk areas.” CSX also coordinated arrival and departure windows to limit exposure when trains entered and exited facilities.

Those changes, the Class I says, “produced immediate results, contributing to the year-over-year reduction in cargo theft incidents,” according to Sean Douris, CSX Chief of Police, Public Safety, and Infrastructure Protection.

CSX leaders said the Memphis initiative has become “a blueprint for addressing similar issues elsewhere on the network.”

“As we see incidents like this start to develop into trends, we’ll be able to apply this template going forward,” Douris said. “The goal is to address these problems early, before they reach a larger scale.”

Cargo theft has been an ongoing concern across the transportation industry, with impacts extending beyond financial losses to include employee safety and community well-being, the Class I noted. CSX said its Memphis task force “demonstrates how coordinated operational and policy-driven approaches can deliver measurable results.”

NS has expanded the Thoroughbred Trading Post, a mobile application that “modernizes how surplus assets are documented, reviewed, and sold while helping teams maintain safer and more orderly yards and field locations.” The platform was designed and developed in-house, which, the Class I says, “sets it apart as a unique and innovative solution within the rail industry.” It supports equipment, machinery, tools, facility items, and other operational materials.

With a quick photo and brief description, NS employees can initiate a disposition request to remove, auction, recycle, or reassign items from anywhere.

Key benefits include:

• “Safety: Removing unused equipment reduces hazards, keeps yard areas clear, and supports safer daily operations.
• “Automation: Faster response times and consistent data make asset disposition more accessible and efficient.
• “Transparency: No more email chains or spreadsheets. All information lives in a single and easy-to-use app.
• “Stewardship: Responsible handling ensures assets are credited, managed, and routed appropriately, including direct-to-auction for high value items.
• “Revenue Generation: Larger assets route directly to auction partners, improving returns for NS.”

“We built the Thoroughbred Trading Post in-house because we wanted a solution that truly fits the way our teams work. It empowers employees, streamlines asset disposition, and helps us all work safer by removing what is no longer key to our operations or necessary. This is NS problem solving at its best,” said NS Senior Manager, Agile Business Solutions Jonathan Anthony.

This new solution reflects the culture of ingenuity across Norfolk Southern. It ensures every asset is handled responsibly and supports the safety, efficiency, and orderliness of our work environment. It shows how NS is leading with practical and innovative solutions in an area where many railroads face the same challenges,” said NS Sr. Category Specialist, Asset Disposition Paris Stroud.

“The app makes the asset disposition process go smoother and acts as a one‑stop shop instead of having to go through multiple steps. It also keeps me in the loop in real time on where an item is in the process, which is a tremendous value‑add,” said NS Sr. Supervisor Work Equipment – Engineering Teddy Lowry.

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Ports of Indiana has appointed Joshua Webb as Director of Government Affairs to lead legislative strategy and advocacy efforts at the state and federal levels.

Webb brings more than a decade of experience in Indiana politics, public policy, and government operations. Most recently, he served as State Director for Americans for Prosperity-Indiana, where he led grassroots advocacy efforts, political operations, and government affairs. His career also includes service as Deputy State Director for United States Senator (now Governor) Mike Braun and work for former Congressman Luke Messer, where he held positions as both policy advisor in Washington, D.C., and District Director in Indiana.

“We’re pleased to have someone with Josh’s extensive experience lead our government affairs efforts at this critical time for the maritime industry,” said Jody Peacock, CEO of Ports of Indiana. “As we strive to expand our economic value to the state and advance critical infrastructure priorities, Josh’s leadership will be instrumental in building strong relationships and advancing new policy initiatives involving America’s Maritime Action Plan, shipbuilding, economic development, and global trade.” 

“I am excited to join the extraordinary team at Ports of Indiana and build upon the critical mission the organization serves for the people of Indiana. I look forward to helping advance key policies and developing strong partnerships that bolster Indiana’s world-class port system, generate sustained economic growth and enhance trade connectivity for Hoosiers,” said Webb.

A native of East Central Indiana, Webb earned his bachelor’s degree in political science and government from Ball State University and completed a graduate certificate in Public Management from Indiana University Indianapolis. He currently resides in Noblesville with his wife, Natalie, and their two sons and daughter.

Congresswoman Nanette Barragán recently honored Otis Cliatt II, President of PHL, with the Black History Month Trailblazer of the Century Award “in recognition of his leadership and commitment to a more sustainable San Pedro Bay region.” The award was presented during the Congresswoman’s Annual Black History Month Commemoration, celebrating 100 years of Black History Month.

Under Cliatt’s leadership, PHL piloted the first zero-emission locomotive in the San Pedro Bay port complex, which is part of its commitment to lower emission technology. For almost three decades, PHL says it has “consistently demonstrated its focus on modernizing operations through cleaner, lower-emission solutions that strengthen sustainability and drive regional innovation.”

The recognition event took place on Saturday, Feb. 21, at the Michelle Obama Neighborhood Library in Long Beach, where community leaders gathered to honor trailblazers making a lasting impact.

“Otis’s leadership reflects a deep commitment to innovation, operational excellence, and environmental responsibility,” said Peter Gilbertson, CEO of Anacostia Rail Holdings, PHL’s parent company. “He is a key member of a team at PHL that has not only transformed rail operations within the port complex but has also delivered meaningful environmental benefits to Long Beach and Los Angeles.  We are incredibly proud of his commitment.”

This recognition, the company says, “underscores PHL’s continued dedication to building a more sustainable future while also strengthening the economic and environmental vitality of the San Pedro Bay region.”

Monica Deoras has been appointed, effective Feb. 9, as an attorney-advisor to Thomas Jayne, the Management Member of the U.S. RRB, an independent federal agency headquartered in Chicago. In this role, she will advise and counsel on a variety of financial, management, and legal issues affecting the RRB’s benefits and programs.

Prior to her appointment, Deoras was the Senior Counsel for Nuclear, Security & Environmental at the Bechtel Corporation for three years. In this capacity, she worked on business and project development involving nuclear plants in the Czech Republic, Bulgaria, Sweden, the United Kingdom, as well as the United States. She was also involved in key support activities for the Terrapower Natrium advanced-reactor project.

Before working for Bechtel, Deoras was Assistant General Counsel at True Commerce, a private equity firm specializing in cloud computing applications, for 11 months, and more than 12 years at Westinghouse Electric Company. At Westinghouse, she served in a Senior Counsel capacity for about nine years, working on various domestic and international projects dealing with nuclear energy. She then spent her last three years at the company as Assistant General Counsel, serving as lead attorney for global compliance issues.

Earlier in her legal career, she served as General Counsel for two information technology firms, worked as an associate at international law firm Reed Smith LLP, and served as a judicial clerk for two Pennsylvania state court judges.

Deoras earned a Master of Laws degree from Chicago-Kent College of Law and her Juris Doctor from the University of Pittsburgh School of Law. Her undergraduate degree was a Bachelor of Business Administration in Finance from the University of Texas. She has also served as an adjunct instructor at the University of Pittsburgh School of Law and is currently a board member for the Western Pennsylvania Chapter of the Association of Corporate Counsel.

She replaces Erin Brandenburg, who left the RRB after almost two years to accept a position with the Judicial Conference of the United States.

The post People News: Ports of Indiana, PHL, RRB appeared first on Railway Age.

TETL on Feb. 25 announced that it has completed a 2,000-foot track expansion at its Big Spring, Texas, transload terminal, “increasing terminal capacity and strengthening its rail-served logistics infrastructure to support continued growth in energy and industrial commodity volumes.”

The expansion, TETL says, brings the terminal’s total rail footprint to more than 37,000 feet of track. The facility is served by UP and operates 24/7 with in-house switching and material handling capabilities. The additional track capacity increases throughput for pipe and oversized materials while maintaining flexibility to handle a diverse mix of commodities, the company noted.

“With this expansion, we are increasing our ability to efficiently manage higher car volumes, improve velocity through the terminal, and provide our customers with more reliable, scalable transload capacity,” said TETL President Andy Branaugh. “Big Spring is a strategic location for our network, and this investment positions the terminal to support long-term customer growth.”

The expanded infrastructure, TETL adds, “provides customers with greater flexibility for transloading, reducing congestion, and improving coordination across first- and last-mile logistics.” The project is part of TETL’s broader strategy to “invest in rail infrastructure, expand terminal capacity, and enhance service reliability across its network.”

UP’s partnership with Heartland Co-op reached recently reached a major milestone as the new grain shuttle facility in Millerton, Iowa, is now fully operational and handling its first train loads. This state-of-the-art site, the Class I says, “strengthens service for farmers in south central Iowa and expands access to key domestic and export markets across UP’s network.”

This achievement reflects close collaboration between Heartland Co‑op and UP teams across Operating, Marketing and Sales, Service Design, Network Economic and Industrial Development, Real Estate and Public Projects, the Class I noted. “The Millerton facility represents a shared, long‑term investment in Iowa agriculture and continued growth across the region’s grain market,” UP said.

“Heartland Co‑op’s investment alongside Union Pacific underscores our shared commitment to long‑term growth,” said UP Director, Marketing and Sales Emily Peters. “This new site strengthens our presence in the region and deepens our grain origination foundation.”

The NCRR announced Feb. 26 that it will invest up to $600,000 to build critical rail infrastructure for US Forged Rings Inc.’s new manufacturing facility in Hertford County. The company plans to invest $875 million for the three-phase project and create 625 full-time jobs with an average annual wage of $80,500.

The project, NCRR says, will connect the site to freight rail through a newly constructed spur designed for the company’s daily operations and long-term growth. US Forged Rings will focus on large-scale metal fabrication for the energy industry, producing steel piping and specialized components for industrial customers across the country.

“This investment is about more than track. We’re building opportunity in Hertford County, we’re strengthening North Carolina’s manufacturing footprint and we’re making sure this state is ready for long-term growth driven by freight rail,” said NCRR President and CEO Carl Warren.

The rail project will include ballast, ties and rail turnouts along with engineering, drainage, signal work and other improvements necessary to serve the site. Once operational, US Forged Rings will use the rail line to receive and distribute at least 1,825 rail cars each year.

Through NCRR Invests, the NCRR uses private revenue, not taxpayer dollars, to fund rail projects that attract new employers and expand existing industry to keep North Carolina competitive.

In addition to the Office of Governor Josh Stein, the NCRR supports this project along with the North Carolina Department of Commerce, the Economic Development Partnership of North Carolina, the North Carolina General Assembly, the North Carolina Community College System, the North Carolina Departments of Transportation and Environmental Quality, CSX Transportation, Dominion Energy, Hertford County and its Board of Commissioners and the Hertford County Economic Development Department.

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Infosys on Feb. 24 reported completing a major data modernization program for CSX that was “built using Infosys Topaz, an AI-first set of services, solutions and platforms using generative AI technologies, Microsoft Fabric, and Microsoft Purview.”

Infosys said it led the end-to-end modernization effort, consolidating CSX’s “fragmented data landscape into a unified cloud-native platform.” The initiative replaced legacy systems with “a single, governed data environment designed to improve decision-making, accelerate reporting and reduce operational costs,” the company explained. “Automated metadata governance was achieved across 28 domains with 170-plus data products created for adoption with AI accelerators, self-serve analytics, and Azure monitoring.”

Through this modernization, CSX achieved “significant annual infrastructure savings and established a foundation for predictive analytics, logistics optimization and enterprise-wide operational intelligence,” according to Infosys, which noted that the initiative was supported through its long-standing collaboration with Microsoft, including joint participation in design and architecture planning and early access to Microsoft Fabric features.

“Collaborating with Infosys Topaz and Microsoft has enabled CSX to fundamentally transform our data landscape,” said John Maio, AVP, Enterprise Data and Analytics for CSX. “By modernizing our reporting and analytics platform with Microsoft Fabric, we’ve consolidated more than 50,000 legacy reports into just 1,200 actionable insights, empowering our teams with real-time intelligence and AI-driven decision-making. This transformation not only saved us thousands of hours through automation but also laid the foundation for a data-driven culture across our organization. We’re now equipped to unlock new opportunities in predictive maintenance, logistics optimization and operational efficiency—truly Making Data Talk® for CSX.”

“CSX’s journey with Infosys Topaz exemplifies the power of Microsoft Fabric to unify and modernize enterprise data estates at scale,” noted Arun Ulag, President, Azure Data, at Microsoft. “By leveraging Microsoft Fabric’s intelligent, agentic data platform and robust governance capabilities, CSX has accelerated time-to-insight and enabled real-time analytics across critical business domains. We’re proud to see how our collaboration is helping CSX become AI-ready, driving measurable business impact and setting a new benchmark for innovation in transportation and logistics.”

“Our strategic collaboration with CSX and Microsoft reflects Infosys’ commitment to helping enterprises become AI-first,” added Karmesh Vaswani, EVP and Global Head, Consumer, Retail and Logistics for Infosys. “By leveraging Microsoft Fabric and our Infosys Topaz offerings, we delivered a unified, governed data platform that empowers CSX to anticipate disruptions, optimize operations, elevate customer experience and improve employee productivity. This transformation demonstrates how data and AI create measurable business impact at scale.”

• For CSX, $670MM Power Upgrade Order
• CSX Trains Thousands of First Responders in 2025 (part of Class I Briefs)
• CSX Spotlights its AESS System (part of Class I Briefs)

Congratulations to the Winnipeg, Manitoba, yard for winning Terminal of the Year!

In 2025, the Winnipeg Terminal delivered strong and consistent safety and operational performance.

The impressive commitment to safety, service, and efficiency earned the team this important… pic.twitter.com/iSbV8nnkJS

CPKC on Feb. 24 celebrated its Winnipeg, Manitoba, yard as Terminal of the Year with special social media posts that included video tributes (see above).

“At a vital junction where railroaders manage traffic from across the network, the Winnipeg Terminal is an important location that offers unique services, including building and repairing End of Train Units,” the Class I reported. “In 2025, they delivered strong and consistent safety and operational performance. The impressive commitment to safety, service, and efficiency earned the team this recognition.”

According to CPKC, the Terminal of the Year award is one of its CEO Awards for Excellence, “marking an exemplary operational accomplishment.”

• CPKC: ‘Exceptional Execution in Challenging Market’
• CPKC, NS Advance Locomotive Modernizations

NS has extended its partnership with Georgia Tech’s ATDC, committing $250,000 per year over the next two years to “continue powering ATDC’s Sustainability Tech vertical,” the railroad reported Feb. 26.

“Launched in 2023 with initial support from Norfolk Southern, the ATDC Sustainability Tech vertical has become one of the fastest growing and largest verticals at ATDC,” NS said. “Over the past three years, the program has supported more than 35 sustainability focused portfolio companies and engaged additional startups across ATDC’s broader portfolio. Today, the vertical comprises 29 active companies spanning industries such as renewable energy, circular economy technologies, energy efficiency, water tech, ag tech, and climate data solutions.”

According to NS, its partnership with Georgia Tech’s ATDC:

• “Supports one-on-one startup coaching, sustainability focused programming, and specialized resources designed to guide founders from ideation through commercialization.
• “Builds a pipeline of innovators across Georgia.
• “Enhances the state’s economy.”

In 2024, sustainability portfolio companies generated more than $15 million in revenue and created or saved 114 jobs, NS reported. The program, it continued, “has also produced two acquisitions, including ClimeCo’s 2023 acquisition of Ampliphi, which enables companies to combat plastic pollution, and Quest Renewables, a solar canopy solution provider that was acquired by Bravo in 2023.”

“ATDC remains at the forefront of cleantech innovation in Georgia,” said Josh Raglin, Chief Sustainability Officer for NS. “Norfolk Southern and ATDC share a clear vision for developing and deploying technology to help businesses meet their sustainability goals, which is why extending this partnership is so meaningful.”

“We are so pleased to continue our partnership with Norfolk Southern for another two years to support our sustainability technology vertical which spans critical sectors that work to improve climate sustainability, energy resiliency, and other research areas that have a tangible impact on human wellbeing,” added John Avery, Director of ATDC. “With their support and partnership, we plan to build an even bigger pipeline of founders who are laser focused on creating meaningful business that address today’s challenges.”

• UP-NS Release Merger-Application Refiling Date
• STB Rejection of UP-NS Merger: A Delay, Not a Judgment
• NS 2025: $7.7B in Industrial Development
• NS: ‘Reliable Service, Measurable Safety Gains’
• NS Issues 2025 Safety Report

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

Amtrak on Feb. 26 announced a revised long-distance fleet replacement strategy that “prioritizes fleet standardization, broadens competition among potential carbuilders, reduces program risk, and accelerates the replacement of its aging passenger cars.” All long-distance routes will transition to a “universal single-level fleet,” replacing today’s mix of bi-level and single-level equipment, according to “America’s Railroad.”

“Today’s announcement reflects extensive analysis of the challenges associated with operating a hybrid fleet,” Amtrak said. “It also incorporates industry feedback received during the previous request for proposals on new bi-level trains, along with findings from a joint Amtrak-Federal Railroad Administration review that identified the most effective path forward.”

Amtrak said it will soon issue a formal request for suppliers to bid on the new long-distance fleet replacement contract and cancel the bi-level procurement. Once a selection is made, Amtrak said it will work with the selected car builder to finalize the delivery schedule to replace its aging long-distance fleet.

Amtrak in late 2022 sent a Request For Information to potential suppliers “defining and describing the scope of the railroad’s overnight train fleet,” including Superliner I and II, Viewliner I and II and Amfleet II railcars, and solicited input from manufacturers regarding the replacement of this equipment. Multiple suppliers responded in early 2023. Later that year, the railroad issued a Request for Proposals, and projected that fleet deliveries would begin in the early 2030s.

Many of Amtrak’s current long-distance railcars were delivered more than 40 years ago. The railroad said it will continue to evaluate the condition of the existing fleet, assess the remaining service life, and “determine any life extension measures necessary to ensure safe and reliable operations until the new long-distance fleet enters service.”

“This new approach will deliver a more consistent and accessible customer experience across the Amtrak network while maintaining our commitment to introduce the first new long-distance cars in the early 2030s,” Amtrak President Roger Harris said. “Thanks to support from FRA Administrator David Fink and the entire Federal Railroad Administration team, Amtrak’s long-distance fleet replacement is moving forward more effectively and efficiently than originally planned.”

“With these new cars, Amtrak will finally replace its aging fleet and provide American travelers with the world class rail service they deserve, helping usher in Secretary [Sean] Duffy’s vision for a new Golden Age of travel,” U.S. Deputy Transportation Secretary Steve Bradbury said. “These new cars won’t just benefit American train passengers, but workers too by supporting good paying domestic manufacturing jobs.”

“The FRA stands ready to work with Amtrak on behalf of [POTUS 47] and Transportation Secretary Duffy to update Amtrak’s aging passenger rail fleet with modern American made cars,” FRA Administrator David Fink said.

“These cars have carried the country for more than 40 years,” Rail Passengers Association President and CEO Jim Mathews added. “It’s long-past time to replace them. Issuing this new Request for Proposals is about not only reliability for passengers but about continuing the steady rebuilding of America’s passenger-rail manufacturing base that we’ve seen with the Airo fleet and the NextGen Acela. When we maintain that momentum, we don’t just buy trains: we rebuild capability and set the stage for creating the world-class service all of us want and that American passengers deserve.”

The new strategy follows a 2024 report by Amtrak’s internal yet independent Office of Inspector General on Phase 1 (of four) of the railroad’s Long Distance Fleet Replacement program, defining the $7 billion initiative as “high risk” and identifying “shortcomings” that could create additional delays and cost increases.

According to Amtrak, its new strategy for procuring new long-distance passenger cars represents one piece of its broader systemwide fleet modernization program. It continues to receive new Siemens ALC-42 locomotives for long-distance service, with 79 of 125 units delivered to date. Also, new NextGen Acela trains from Alstom launched last fall, and the new Airo fleet from Siemens Mobility will begin service on Amtrak Cascades this year, followed by the Northeast Regional and other short- and mid-distance routes in the coming years.

• Amtrak 2025: The Rest of the Story
• Multiple Factors Impacting Amtrak Long-Distance Trains
• Amtrak Cancellations: More Than Just ‘Weather’
• Amtrak ‘High Risk’ Long Distance Fleet Replacement Program: Off the Rails?
• Amtrak OIG: Long Distance Fleet Replacement Program ‘High Risk’
• Amtrak Takes First Step to Re-Equip Long-Distance Network
• Amtrak Issues RFP to Replace Long-Distance Fleet
• Ending a 50-Year Embargo in the FRA Amtrak Long-Distance Study
• Amtrak Applies for FRA Grants to Upgrade Long-Distance Network, NEC Infrastructure
• Amtrak Takes First Step to Re-Equip Long-Distance Network
• FRA Kicks Off Amtrak Daily Long-Distance Service Study
• Amtrak Debuts Long-Distance Train Improvements

SEPTA on Feb. 24  rolled out its newest CBTC digital signaling system upgrade on the Media–Sharon Hill Line, according to Hitachi Rail, which provided the system that will help modernize one of the last remaining interurban trolley systems in the United States.

The upgrade will serve approximately 11.9 miles of light‑rail trolley service from the 69th Street Transportation Center to communities in Media and Sharon Hill. The system will utilize overhead electrification and trolley‑gauge tracks, while also replacing aging signal systems, Hitachi Rail said. The supplier in May 2024 completed its $1.8 billion acquisition of Thales’ Ground Transportation Systems business, which included the SelTrac CBTC system. Hitachi Rail systems also include those of such predecessor companies as Union Switch & Signal and Ansaldo STS.

According to Hitachi Rail, the upgraded SelTrac technology used on the Media–Sharon Hill Line:

• Provides “higher system capacity with improved performance state-of-the art data analytics, lower capital investment and lifecycle costs, and flexible and scalable architecture.”
• Offers “new automatic train protection and automatic train supervision technology, designed to enforce operational speed limits and prevent unsafe train movements for real‑time monitoring.”
• Offers built-in wayside transponders and onboard sensors that are equipped with “high‑resolution vehicle location, supporting vital processes and ensuring reliable on-board operations.”

“This modern upgrade to SEPTA’s trolley system is a testament to Pennsylvania’s continued investment in transportation revitalization,” said Joseph Pozza, President of Hitachi Rail in the USA. “Our advanced technology will help to deliver modern and reliable onboard operations, that will meet passenger needs for decades to come. Our partnership with SEPTA and the state of Pennsylvania is yet another example of Hitachi Rail’s commitment to advancing transportation across the United States.”

Massimo Esposito, Senior Director, Technology Management at Hitachi Rail in North America, added: “Hitachi’s state-of-the-art SelTrac technology will truly aid in revolutionizing operations for SEPTA’s Media -Sharon Hill line – enhancing passenger experience, ensuring reliable journeys for daily passengers from start to finish.”

• Hitachi Rail Invests C$30MM in New Canadian Headquarters
• From Expo 86 to Everyday Essential: SkyTrain Marks 40 Years
• Hitachi Rail Releases 2025 Sustainability Statement
• Hitachi Rail Adopts New NVIDIA IGX Thor Solution for Real-Time AI
• Hitachi Opens $100MM ‘Digital’ Hagerstown Plant
• Hitachi Rail Acquires Omnicom
• SFMTA Taps WSP-PGH Wong JV for CBTC
• SelTrac G9 Development Under Way

The post Passenger Rail News: Amtrak, SEPTA appeared first on Railway Age.

The Massachusetts Bay Transportation Authority (MBTA), in coordination with the Maryland Transit Administration (MTA) under a consortium framework, on Feb. 25 issued a Request for Proposals (RFP) for new battery electric and low-emissions locomotives.

The procurement, the MBTA says, “advances the agency’s broader efforts to modernize its rail fleet and position Regional Rail for long-term improvement.” An award contract is planned for summer 2026.

For riders and communities, the new locomotives “will bring clear, measurable improvements to Regional Rail service,” the agency said. “Battery-electric locomotives produce zero tailpipe emissions and are significantly quieter than traditional diesel trains, improving air quality and reducing noise along rail corridors. By replacing aging equipment that is more prone to mechanical failures, the new trains will also help reduce delays and improve day-to-day reliability. Battery-electric locomotives accelerate faster than diesel trains, supporting smoother trips, more consistent schedules and the potential for more frequent service on key lines.”

The MBTA is leading the joint procurement of battery-electric locomotives and Tier-4, low-emissions diesel locomotives “to ensure reliable service for current and future passengers.” The T will procure 10 battery-electric locomotives for initial deployment on the Providence Line, which has existing electric power infrastructure, and 10 Tier-4, low-emissions diesel locomotives for lines without electric infrastructure. 

Both locomotive types, the MBTA says, “will significantly reduce emissions, noise and vibrations for passengers and abutters.” This procurement includes options for up to 50 additional locomotives to support future expansion of Regional Rail modernization, as funding and infrastructure allow.

“A modernized and reliable regional rail system has been talked about for a long time, and now we are taking action with this significant first step of procuring battery-electric locomotives,” said Interim MassDOT Secretary and MBTA General Manager Phillip Eng. “Under the Healey-Driscoll Administration’s leadership and with the strong support of the Legislature, investments in transit are making this procurement possible. Critical to not only continuing to deliver the levels of service needed today, this procurement also helps us build a system that can meet the needs of future generations. Supported by a determined MBTA workforce, the new locomotives will enhance the rider experience and help bring the Commonwealth closer to reaching climate, accessibility, and economic development goals.” 

“This joint procurement represents regional partnership in action,” said Maryland Transit Administrator Holly Arnold. “By working together, we are strengthening our individual transit systems while reinforcing the larger, interconnected transportation network along the Mid-Atlantic and Northeast.”

The procurement builds on recent and ongoing investments to modernize Regional Rail service, including:

• “Fairmount Line Battery-Electric Service: Battery electric trains and related facilities and power infrastructure will support bidirectional service every 20 minutes on the Fairmount Line. 
• “Bi-level Coach Procurement: The MBTA is procuring 80 new bi-level coaches to replace the single level cars currently in service. This $395 million investment will increase capacity, improve rider comfort, and support a more reliable fleet.” 

The post MBTA Issues RFP for New Battery Electric, Low-Emissions Locomotives appeared first on Railway Age.

The Port of Long Beach (POLB) on Feb. 25 reported kicking off 2026 with its “second-busiest” January on record. Cargo volume declined 11% from January 2025—the Port’s best January and second-busiest month in its 115-year history—following a “record-setting 9.9 million TEUs [Twenty-Foot Equivalent Units] moved in 2025, when uncertainty prompted shippers to move goods before tariffs and reciprocal tariffs were implemented last spring,” POLB said.

Dockworkers and terminal operators moved 847,765 TEUs of cargo containers last month; imports came in at 409,818 TEUs, down 13.1%; and exports were 99,478 TEUs, up 0.8%, according to POLB. Empty containers moving through the Port were down 11.5% to 338,470 TEUs.

“We are leading the nation in trade, and providing a safe harbor in the sea of tariff and trade uncertainty for our customers and the goods movement industry,” POLB CEO Dr. Noel Hacegaba said (watch his Feb. 25 media briefing above). “No matter what happens with cargo volume, the Port of Long Beach has the capacity, infrastructure, and workforce to move goods quickly, efficiently, and reliably.”

“Our cargo numbers show the Port of Long Beach continues to be the ‘port of choice’ for our customers,” added Long Beach Harbor Commission President Frank Colonna. “We are well on our way to another busy year for cargo.”

Hacegaba “anticipates continued uncertainty following the U.S. Supreme Court’s ruling last week declaring two-thirds of tariffs imposed last year under the International Emergency Economic Powers Act, or IEEPA, unconstitutional,” according to POLB.

“While this decision ruled on the legality of the IEEPA tariffs, it did little to remove the uncertainty we’ve seen—and continue to see—across the global supply chain,” Hacegaba said. “Our customers are seeking clarity on whether tariffs already paid will be refunded, and consumers are seeking relief from higher prices.”

Hacegaba on Jan. 15 gave his first State of the Port address, following the retirement of Mario Cordero, and he projected that POLB will move 20 million containers annually by 2050. He noted that the $1.8 billion Pier B On-Dock Rail Support Facility project is on track for completion in 2032. Aimed at tripling the volume of cargo moved by on-dock rail to 4.7 million TEUs, the project will help move cargo containers from ships to trains in less than 24 hours and improve connectivity with inland destinations.

The ports of Long Beach and Los Angeles in 2025 extended their agreement with Anacostia Rail Holdings’ Pacific Harbor Line to provide railroad operating and maintenance services within the San Pedro Bay ports complex. Union Pacific and BNSF move cargo in and out of the complex.

For complete POLB cargo statistics, click here.

• Port of Los Angeles: January Cargo ‘Eases’ Compared to ‘Elevated’ 2025 Levels
• POLB: Cargo Volumes ‘Steady’ Through October
• POLB Experiences Cargo Dip in September
• POLB: Second-Busiest August on Record
• POLB Releases Pier B On-Dock Rail Support Facility Draft Supplemental Study
• For Ports of LA, Long Beach, ‘Record’ July Cargo
• Jacobs Tapped for POLB Pier B On-Dock Rail Support Facility

The post POLB Logs ‘Second-Busiest’ January Amid ‘Economic Uncertainty’ appeared first on Railway Age.

The American Short Line and Regional Railroad Association (ASLRRA) will present Michigan-based Lake State Railway Company (LSRC) with the 2026 Green Spark Award for environmental achievement at its annual conference, to be held April 12-14 in Minneapolis. 

The ASLRRA Green Spark Award—formerly known as the Environmental Award—honors “an outstanding short line railroad that demonstrates exceptional commitment to environmental stewardship, sustainability and innovation,” according to the Association.

“Overall, LSRC’s accomplishments, both big and small, demonstrate a commitment to reducing the environmental impact of its operations without compromising service and growth,” ASLRRA reported in the Feb. 25 edition of its Views & News email newsletter. “Its effort truly shows size is no barrier to impact.”

The Association noted that it is a challenge for small railroads to replace older locomotives—generally a primary source of their emissions and expensive to replace—and to improve efficiency and reduce fuel consumption and cost. But LSRC “took a huge leap forward in this area,” with the recent purchase of four SD70ACe-T4 locomotives from Progress Rail, it said. The acquisition allowed LSRC to retire five locomotives that were more than 40 years old, “transforming the railroad’s fleet into one of the youngest and most environmentally friendly in the short line industry,” according to the Association.

Along with being more fuel efficient, these new Tier 4 units, which are also LSRC’s first AC traction locomotives, will enable the railroad to reduce the total number of locomotives needed on several key long-haul routes.

LSRC, Railway Age’s 2018 Short Line of the Year and 2021 Regional of the Year, has taken other steps to reduce its environmental impact, according to ASLRRA. Among them:

• “LSRC is continually adding idle-reduction technology to its fleet, installing automatic engine shut down/start up systems (AESS), auxiliary power units (APUs) and plug-in technology”—all of which, ASLRRA noted, help reduce fuel and engine maintenance costs, extend engine life, and decrease emissions.
• LSRC “works to take care of its locomotives in an efficient way, keeping its large locomotive facility warm during the winter by using a heating system powered by the railroad’s waste oil.”
• “LSRC has a proactive recycling program for all materials and disposes of used railroad ties at a cogeneration facility, also known as a combined heat and power plant, which converts biomass and other organic waste into energy.”
• LSRC “uses best practices and proactively manages waste and pollution via third-party consultants and a full-time properties manager.”
• LSRC is “active in national environmental initiatives, in part as a member of the Environmental Protection Agency’s (EPA) SmartWay Program”; it is “one of only a handful of ASLRRA members to be a part of the program independent of a large holding company.”
• LSRC Chief Mechanical Officer Roger Fuehring has been working “with the EPA to write regulatory compliance guides for railroads,” and “also advised development of current and potential emissions regulations to help ensure they are effective and realistic for small business railroads.”

LRRC operates on a route structure of approximately 375 track-miles with six connecting interchanges. The company maintains headquarters and shop facilities in Saginaw and terminals in Plymouth, Flint, Midland, Bay City, Gaylord and Alpena. Annual freight volume is approximately 60,000 carloads serving a diversified mix of end markets, among them automotive, aggregates, cement, agriculture, forest products, metals and chemicals. Since 2022, LSRC has been owned by Antin Infrastructure Partners, a private equity firm focused on infrastructure investments in Europe and North America, with offices in New York, London and Paris.

• LSRC Debuts Pere Marquette Heritage Locomotive
• IHR, LSRC, Pan Am, R.J. Corman Earn ASLRRA Business Development Awards

The post LSRC to Receive ASLRRA’s Environment Achievement Award appeared first on Railway Age.

The committee will consist of 25 members representing the FRA’s major stakeholder groups, such as railroads, labor organizations, suppliers, manufacturers and others. The group provides information, advice and recommendations on rail safety issues to the secretary of transportation and FRA administrator.

Individuals can nominate themselves or be nominated by another individual or organization. Packages must include a letter of support, short biography and affirmative statement saying why the nominee’s organization should be considered for RSAC membership. All materials combined should be two pages or less. They can be submitted via online portal or by mail or hand delivery. Nominations are due March 26.

RSAC, which was first created in 1996, was scrapped in August 2025 by the FRA only to be restored less than six months later. A Jan. 13 Federal Register notice said RSAC’s “charter renewal will be effective for two years.”

The post FRA Opens Nomination Period for RSAC appeared first on Railway Age.

The CSX Mechanical department has introduced its first owned and operated locomotive service truck in the Toledo Zone in Ohio (watch video above). The mobile unit allows the Class I to service locomotives directly on the line of road, eliminating the need to send them to a central service center.

“This approach has transformed routine engine servicing, enabling mechanical employees to complete tasks in the field in about an hour,” CSX said. “By avoiding the time-consuming process of routing locomotives to a shop, CSX has significantly reduced downtime and improved productivity.”

The benefits extend beyond efficiency, according to the railroad. Previously operated by a contractor, the truck is now staffed by Toledo Zone mechanical employees, supporting 16 line of road locations and the Northwest Ohio terminal. This insourcing effort has “enhanced service flexibility and generated millions of dollars in annualized savings across the CSX network,” the railroad said.

“Employee ingenuity played a key role in the truck’s success,” CSX reported. “Mechanical employees at the North Baltimore yard redesigned the truck’s internal layout, making it safer and more efficient. The modifications eliminated the need to climb into the vehicle to access pumps and valves, reduced the truck’s overall weight, and removed the requirement for a CDL operator or hazmat endorsement.”

CSX machinist Sean Killian commented: “This truck changed the way our team operates. We control when the engines are serviced. Everything is going out more on time, and we can focus on working to get these engines down the track efficiently.”

According to the railroad, the Transportation team has also embraced the change, with Toledo Zone mechanical leaders reporting positive feedback on improved coordination and operational flexibility.

• For CSX, $670MM Power Upgrade Order
• CSX Trains Thousands of First Responders in 2025 (part of Class I Briefs)
• CSX Spotlights its AESS System (part of Class I Briefs)

We’re thrilled to partner with @RAHFoundation & CK Hui Heart Centre to strengthen Western Canada’s leading heart hospital! As this year’s @cpkcwomensopen community charity partner, CK Hui Heart Centre will use funds to improve patient care. #CPKCHasHeart https://t.co/YTzGkQL3LT

The Royal Alexandra Hospital Foundation (RAHF) on Feb. 23 announced that its CK Hui Heart Center has been selected as the community partner for the 2026 CPKC Women’s Open, to be held at the Royal Mayfair Golf Club in Edmonton, Alberta from Aug. 19-23, 2026.

As the community charity partner, funds raised through the CPKC Women’s Open this year will support the CK Hui Heart Center, which provides specialized cardiac care to patients from across Alberta and Western Canada. CPKC will be matching donations up to a total of C$250,000.

“We are thrilled to collaborate with the Royal Alexandra Hospital Foundation and the CK Hui Heart Center to strengthen Western Canada’s leading heart hospital,” said Chad Becker, CPKC Chief of Staff. “As this year’s community partner for the CPKC Women’s Open, CK Hui Heart Center will use the funds to purchase vital equipment, enabling them to double the number of valve replacement procedures and significantly improve patient care.”

“Minimally invasive cardiac procedures have transformed how we care for patients,” noted Dr. Ben Tyrrell, Chief of Cardiology at the CK Hui Heart Center. “These procedures mean less trauma, faster recovery, and better outcomes. That’s especially important for women, who on average face more complications and longer recoveries after traditional open-heart surgery. With this support, we can help more patients receive life-saving care sooner.”

On Feb. 2, CPKC announced that Stollery Children’s Hospital Foundation was chosen as the 2026 CPKC Women’s Open charity partner with the goal of raising more than C$3.9 million to support their pediatric cardiac program.

In 2025, CPKC raised C$4.5 million for cardiac healthcare at the CPKC Women’s Open; it presented the funds to MacKids, the arm of Hamilton Health Sciences Foundation dedicated to fundraising for McMaster Children’s Hospital (C$4 million), and to Trillium Health Partners (C$502,000).

• CPKC: ‘Exceptional Execution in Challenging Market’
• CPKC, NS Advance Locomotive Modernizations

UP’s Big Boy No. 4014, the world’s largest operating steam locomotive, is readying for the western leg of its coast‑to‑coast tour to celebrate America’s 250th birthday with 27 whistle-stops and four public display days scheduled during its journey.

“The tour honors the crucial role railroads have played in building and unifying America while highlighting more than a century of industry innovation,” UP reported Feb. 24 during its whistle-stop announcement. “Since 1862, when President Abraham Lincoln signed the Pacific Railway Act and created Union Pacific, railroads have connected the nation, driven industrial growth and helped to spark new industries.”

The Big Boy will leave its home base in Cheyenne, Wyo., on March 29, traveling across Wyoming, Utah, Nevada, and California, where it will stop near historic Mile 0, the site where Central Pacific Railroad laid the first rail ties for the transcontinental railroad in 1863 (see map above).

Whistle-stops, which last generally 15 to 30 minutes, will take place in:

Wyoming

• March 29 – Laramie
• March 29 – Medicine Bow
• March 30 – Wamsutter
• March 31 – Rock Springs
• April 1 – Green River
• April 21 – Green River
• April 23 – Point of Rocks
• April 23 – Wamsutter
• April 24 – Medicine Bow
• April 24 – Laramie

Utah

• April 2 – Morgan
• April 2 – Salt Lake City
• April 20 – Morgan

Nevada

• April 4 – Wells
• April 6 – Carlin
• April 6 – Battle Mountain
• April 7 – Gerlach
• April 14 – Lovelock
• April 15 – Carlin
• April 15 – Elko
• April 17 – Wells
• April 17 – Montello

California

• April 9 – Oroville
• April 9 – Marysville
• April 9 – Lincoln
• April 12 – Colfax
• April 12 – Truckee

Public display days will be held in Roseville, Calif., on April 10-11 and in Ogden, Utah, on April 18-19. Display days offer an up‑close look at this 1.2‑million‑pound locomotive, along with the “Experience the Union Pacific” railcar, described as an immersive walk-through exhibit that highlights American railroading.

In addition to public stops, UP employees and their families will be invited along the route for special family-day events. UP noted that there will not be any passenger excursions offered on the western leg of the tour.

Details for tour’s eastern leg will be released later, according to UP.

ALCO manufactured 25 Big Boys for UP, 20 in 1941 and five in 1944, to haul heavy freight during World War II. They saw service until their fires were dropped for the last time in 1961. Eight survived; UP re-acquired No. 4014 in 2013 from the RailGiants Museum in Pomona, Calif., and meticulously restored her to operating condition. No. 4014 returned to service in 2019 and is the only functioning Big Boy.

Railway Age reported on the 1941 debut with an extensive technical article (download below).

• UP: Big Boy, Lincoln Locomotive Unite for Tour
• Big Boy to Make Two Whistle-Stops in Colorado During Limited 2025 Excursion
• Once in a Lifetime: UP Honors Four Employees With Big Boy Ride-Along
• Big Boy Upgraded With Self-Contained PTC
• Railway Age, October 4, 1941: UP’s “Big Boy” debuts
• Big Boy 4014 is back: UP restores, runs iconic train
• UP: A return to steam for Big Boy 4014

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

The Massachusetts Bay Transportation Authority (MBTA), in partnership with Maryland Transit Administration (MTA),  is seeking proposals from qualified manufacturers for the procurement of new diesel and battery electric locomotives. This procurement supports fleet modernization efforts and advances the Authorities’ transition toward cleaner, more efficient propulsion technologies.

Key Details:

• Scope includes the design, manufacture, testing, and delivery of new diesel and battery electric locomotives, along with associated technical support and documentation. 
• Interested firms must demonstrate prior experience in locomotive manufacturing, integration of advanced propulsion systems, and the successful delivery of complex rail vehicle programs.
• Proposals must be submitted in accordance with the requirements outlined in the RFP by June 10th, 2026, at 2:00 PM EDT.

Interested firms can access the full RFP document at the Commonwealth of Massachusetts bid platform: https://www.commbuys.com – there is no cost for suppliers, though registration is required.

The URL for the RFP is – https://www.commbuys.com/bso/external/bidDetail.sda?docId=BD-26-1206-40000-40000-125513&external=true&parentUrl=close

The post Request for Proposals (RFP) No. 187F-25: Procurement of New Diesel and Battery Electric Locomotives appeared first on Railway Age.

Notice to interested parties: The MBTA is seeking companies to participate in an upcoming RFP.

If you are a manufacturer or distributor that can provide fixed-place systems that apply materials directly to the rail, the MBTA would like to hear from you.

All interested parties should contact Steven Pelczar at spelczar@mbta.com.

Companies that respond will be notified of the RFP issue date, which will be posted on the Massachusetts e-procurement platform – COMMBUYs.

The post MBTA – Massachusetts Bay Transportation Authority – Traction Gel Applicator Systems to improve rail traction and friction management appeared first on Railway Age.

Results for Week 6 were similar. Total U.S. rail traffic rose 6.2% for the week ending Feb. 14, 2026.

U.S. Class I railroads hauled 507,712 carloads and intermodal units for the week ending Feb. 21, 2026, according to the AAR. Total carloads came in at 227,124 up 17.6%, and intermodal volume was 280,588 containers and trailers, up 5.8% from the same week last year.

For the week ending Feb. 21, 2026, nine of the 10 carload commodity groups posted an increase compared with the same week in 2025. They included coal, up 10,972 carloads, to 58,828; grain, up 8,121 carloads, to 24,463; and nonmetallic minerals, up 5,365 carloads, to 28,181. One commodity group posted a decrease compared with the same week in 2025: forest products, down 137 carloads, to 8,242.

For the first seven weeks of 2026, U.S. railroads reported cumulative volume of 1,524,373 carloads, up 5.3% from the same point last year; and 1,912,503 intermodal units, down 0.8% from last year. Total combined U.S. traffic for the first seven weeks of 2026 was 3,436,876 carloads and intermodal units, an increase of 1.8% compared to last year.

North American rail volume for the week ending February 21, 2026, on nine reporting U.S., Canadian and Mexican railroads totaled 330,836 carloads, up 15.6% compared with the same week last year, and 364,182 intermodal units, up 9.3% compared with last year. Total combined weekly rail traffic in North America was 695,018 carloads and intermodal units, up 12.2%. North American rail volume for the first seven weeks of 2026 was 4,730,362 carloads and intermodal units, up 2.6% compared with 2025.

For the week ending Feb. 21, 2026, Canadian railroads reported 90,075 carloads, an increase of 14.0%, and 68,824 intermodal units, an increase of 22.8% compared with the same week in 2025. For the first seven weeks of this year, they reported cumulative rail traffic volume of 1,106,192 carloads, containers, and trailers, up 2.0%.

Mexican railroads reported 13,637 carloads for the week ending Feb. 21, 2026, down 2.8% from the prior-year period, and 14,770 intermodal units, up 24.5%. Their cumulative volume for the first seven weeks of 2026 was 187,294 carloads and intermodal containers and trailers, up 23.5% from the same point last year.

The post Rail Traffic Uptick Continues for Week 7 appeared first on Railway Age.

BART ridership growth is starting the new year on a positive note, with January counts showing continued growth, including several weekdays that surpassed 200,000 trips, the agency recently reported. While ridership continues to bounce back, BART says it is “still far off from its pre-pandemic ridership, largely due to hybrid work patterns.”

The January 2026 Monthly Ridership Snapshot (download below) reports nearly 4.6 million paid exits, a 10.7% increase compared with January 2025. Average weekday ridership reached 182,487 trips, “reflecting consistent demand and building on the gradual recovery seen over the past years.”

BART also saw significant ridership increases during major events, including on Jan. 17 for the Bob Weir public memorial at Civic Center and the TWICE concert at the Oakland Arena, for which BART ran longer trains. 

• Total exits: 4.6 million
• Average weekday: 182,487
• Year-over-year growth: +10.7%
• Busiest day: Jan. 28 with 207,343 trips

Tap and Ride usage grew 15.5% in January compared to December, as more riders used contactless bank cards or mobile wallets to pay at the fare gates. In all, 14% of total BART trips were taken using Tap and Ride in January. 

Usage of Clipper START, the 50% fare discount for low-income riders, rose 32.6% year over year in January. 

Even with encouraging ridership gains, fare revenue is not enough on its own to stabilize BART’s finances, the agency noted. “Like many transit agencies nationwide, BART faces a structural budget deficit as remote and hybrid work patterns reduce weekday commute trips, which is historically the system’s largest source of fare revenue. While individual riders have returned to BART, they are riding less frequently.”

The MBTA on Feb. 24 announced that critical signal modernization work is taking place on the Red Line at Columbia Junction near JFK/UMass station while crews complete testing and cutover to the new, digital signaling system in this area.

This work, the MBTA says, “will bring important upgrades that will strengthen Red Line service reliability for riders, providing the ability to route trains more quickly, turn trains around faster, and recover from unplanned disruptions more efficiently.” To accomplish this work, four phases of temporary evening service changes will begin on Feb. 28 and continue through April. 

“The long-overdue work at Columbia Junction completes signal updates that should have been accomplished after the 2019 Red Line derailment. We’re taking the time now to do the work correctly, modernize the system, and improve the Red Line’s reliability long-term,” said Interim MassDOT Secretary and MBTA General Manager Phillip Eng. “By doing this work in a phased evening approach instead of a full shutdown, we’re also delivering essential improvements while minimizing disruption for riders. I thank riders for their patience while we accomplish this critical work.”

Columbia Junction is the complex area of track just north of JFK/UMass that merges the Ashmont and Braintree branches and connects the Red Line’s main passenger track to the Cabot Yard Maintenance Facility where the majority of the Red Line fleet is stored and maintained. 

The signal system in this area was significantly damaged following the major derailment of a Red Line train in 2019. Initial repairs restored service at that time, but signal and switch operations have continued to be limited, according to the MBTA. The work taking place beginning Feb. 28, which could have been completed in 2019, fully corrects these issues, restoring full system functionality. “Operations will have the ability to quickly reroute trains as needed, turn trains around faster, and quickly recover after unplanned service changes, ultimately providing a better transit experience for riders, the agency said. The work also follows through on the MBTA’s commitment to complete major signal upgrades on the Orange and Red lines prior to the FIFA World Cup matches this summer. 

Testing of the new system began in mid-February. More than 100 track circuits are within the Columbia Junction area, and most track circuits have 12 tests that need to be performed. With more than 1,200 tests to complete during this phase of the project, the MBTA says it is “closely monitoring, analyzing, and documenting the results of each test, understanding that adjustments will need to be made as the work progresses.”

The post Transit Briefs: BART, MBTA appeared first on Railway Age.

The MARS Winter Meeting set a record with more than 980 attendees and included the introduction of the 2025 Executive Committee.

Elected officers are President, Steve Blinn; First Vice President; Luke Jones, GATX Corporation; and Second Vice President, Monica Freeman, CHS, Inc. The Immediate Past President is Matt O’Kray.

“I am honored to move into my new role,” says Blinn. “Over the years MARS has evolved with the changing market to become a leading venue for railroads and shippers to work together in open and constructive relationships. Our upcoming Summer Meeting promises more productive communications at one of the Midwest’s premier meeting locations.”

New members of the MARS Executive Committee are:

• Elie Dakhoul, Senior Manager, Contracts & Compliance, CN
• Kristin Dixon, Director, Rail Operations, Third Coast Commodities
• Bess Jones, Director Sales, Union Pacific
• Shelly Nowlin, Director Transportation & Logistics, Grain Craft
• Aaron Williams, Senior Sales Manager, Ag & Food, CSX

The next gathering will be the Summer Meeting on July 8-9 and will be held in conjunction with the MARS Scholarship Golf Outing at the Grand Geneva Resort in Lake Geneva, Wis. To accommodate the Independence Day holiday weekend, the golf outing is scheduled for Tuesday 7/8, and meetings will occur on Wednesday 7/9 this year. More information is available here.

The SLSI on Feb. 24 announced the promotion of Jill Medeiros to Chief Administrative Officer.

“Over the past decade, Jill has strengthened and enhanced the processes that ensure SLSI operates at an exceptionally high level. From managing an expanding grant portfolio and improving team onboarding, to overseeing our accounting and auditing functions and coordinating workflow with legal counsel, her contributions have been both wide-ranging and invaluable. There is virtually no process within the organization that has not benefited from Jill’s insight, leadership, and execution,” said Tom Murta, Executive Director, SLSI. “In addition, Jill’s grant management expertise is consistently recognized by our funding partners as best in class. This well-deserved promotion reflects both the significant contributions she has made to the organization and the expanded scope of her leadership.”

Reporting to the Executive Director, the Chief Administrative Officer will be responsible for compliance with the Federal Code of Regulations, part 200 and the entire lifecycle of federal grant awards, from application to close-out. In addition, Medeiros will oversee the day- to-day operations of the SLSI, including developing and improving policies and procedures to ensure smooth operations, financial reporting, and grant compliance.

“The Short Line Safety Institute provides a critical service to the industry by focusing on improving railroad safety through strengthening safety culture. It has been a pleasure to be part of a team that has impacted more than 25,000 railroaders through Safety Culture Assessments and supported 1,000 organizations with Hazardous Materials Training. I look forward to continuing to advance our impact,” said Medeiros.

The SJRRC Board of Commissioners has re-elected Lodi City Council Member Lisa Craig-Hensley as Chair and Ripon City Council Member Leo Zuber as Vice Chair.

During her tenure as Chair, Craig-Hensley has played a key role in enhancing multimodal connectivity, and advocating for transportation investments that improve mobility, economic opportunity, and environmental sustainability across the region, SJRRC noted. As Chair, she will continue to guide the Commission’s strategic direction, regional partnerships, and advancement of passenger rail service throughout the San Joaquin Valley and Northern California.

“I am honored to continue serving the communities of the San Joaquin Valley and Northern California,” said Chair Craig-Hensley. “Our Commission remains committed to delivering safe, reliable, and accessible rail service while planning responsibly for future growth.”

As Vice Chair, Zuber will continue serving in his leadership role at the Commission, supporting Board priorities and Commission oversight and helping advance board priorities focused on enhanced connectivity, expanded special event service, and identifying opportunities to improve passenger access.

“I appreciate the opportunity to continue working with my fellow Commissioners and staff,” said Vice Chair Zuber. “Together, we will keep advancing transportation solutions that connect residents to jobs, education, and opportunity.”

The re-election of Chair Craig-Hensley and Vice Chair occurred by unanimous votes of SJRRC’s Board of Commissioners at its Feb. 6, 2026, meeting.

“Chair Craig-Hensley and Vice Chair Zuber bring exceptional experience, dedication, and regional understanding to the Commission,” said SJRRC CEO Chris Orlando. “Their leadership has been instrumental in expanding access to rail, improving reliability, and strengthening collaboration with our partner agencies. We are grateful for their continued service.”

The post People News: MARS, SLSI, SJRRC appeared first on Railway Age.

Starting this spring, Rogers Business customers will be able to “seamlessly track critical assets like trailers, containers and equipment across the country, whether they’re connected to our 5G+ network or in areas where traditional cell coverage is not available,” Rogers Business President Tom Turner said.

GO Anywhere Plus hardware from Geotab, which has headquarters in Oakville, Ontario and Atlanta, Ga., will be powered by Rogers Satellite to extend the visibility of assets “where traditional cell coverage is not available, giving Rogers Business customers near real-time location of critical assets wherever they operate,” according to Rogers Communications Canada Inc.

Applications include fleet and asset tracking along remote highways and rail corridors, as well as powering automated sensors for sectors like forestry and mining.

Only 18% of Canada is covered by traditional wireless networks, the Canadian communications and entertainment company said. “Using low-earth orbit (LEO) satellites and Rogers national wireless spectrum, Rogers Satellite enables existing IoT devices to switch seamlessly between Rogers wireless network and satellite-to-mobile service, keeping IoT devices connected in some of the most remote regions of the country,” it explained.

“Working with Rogers and their coast-to-coast IoT satellite-to-mobile coverage allows us to deliver an asset tracking solution to Canadian businesses that performs where other cellular networks cannot,” Geotab CEO Neil Cawse said. “This partnership provides our customers with the visibility and confidence they need to manage their most important assets, regardless of where they operate.”

• GBXLE, Amsted Team on Condition-Based Maintenance Initiative
• For European Railcar Lessor, New Load Health, Tracking Tech
• Telematics: Slow, But Steady
• Amsted Recognized as ‘RailPulse Certified Vendor’

The post Rogers, Geotab Team on Asset Tracking in Canada appeared first on Railway Age.

On Feb. 5, 2024, a CPKC freight train was proceeding westward on the Brooks Subdivision (see map, top) when a train-initiated emergency brake application occurred, according to the TSB, which is an independent government agency that investigates air, marine, pipeline, and rail transportation occurrences, and like the National Transportation Safety Board in the United States, aims to advance transportation safety and does not assign fault or determine civil or criminal liability. Upon inspection, it was determined that the trailing head-end locomotive had derailed, as well as the first 17 intermodal railcars; there were no injuries reported, and no dangerous goods were released, the TSB said.

“The investigation determined that the train had to be stopped in Ontario the day before due to smoke emanating from one of the trailing head-end locomotive’s traction motors,” the TSB said in an announcement of the investigation report’s official release (download R24C0012 below). “In consultation with the supervisor mechanical (locomotive) (SML), the locomotive engineer cut out the affected traction motors and their associated speed sensor. The locomotive engineer was instructed to monitor the issue and the train continued on its trip. However, when recording the traction motor issue neither the locomotive engineer nor the SML made mention of the speed sensors in their respective fault logs. The next day, after several crew changes, the axle seized with the resulting damage to the wheelset causing a track failure and the subsequent derailment.”

“The investigation also found that cutting out the speed sensor removed an important line of defense to protect against locked axle conditions,” the TSB said. “However, neither the locomotive engineer nor the SML fully understood the implications of this action. In this case, the SML was still completing his training modules and had not yet received training on the mechanical aspects of locomotives, which covers essential information for troubleshooting. Without this specific technical knowledge, he was unaware of the potential consequences of cutting out speed sensors.

“Additionally, in 2014–2015, … [Canadian Pacific, which in 2023 merged with Kansas City Southern to form CPKC] eliminated the central locomotive specialist position, which required in-depth knowledge of all major locomotive systems and many years of hands-on troubleshooting and repair experience. When the position was eliminated, SMLs assumed many of the responsibilities, however, their role is broader. When specialist duties are transferred to a position occupied by an individual that is not specialized in those duties, unless technical training, mentoring, and operational experience are provided to bridge the gaps between the two positions, there is an increased risk that these duties will not be performed to meet safe railway operations.”

CPKC on Feb. 7, 2024 issued a mechanical locomotive bulletin to all locomotive facilities. According to the TSB, this bulletin explains the “critical role of traction motor speed sensors in monitoring motor functions and detecting locked axle conditions, specifying that speed sensors must not be cut out when dealing with traction motor issues.” Additionally, the bulletin indicates that “traction motor speed sensors can only be disabled in specific cases, such as when a dummy wheelset (i.e., a wheelset without the motor) has been applied in that position, or when the traction motor had its pinion cut and the speed sensor has been disconnected or removed,” the government agency noted. “Affected locomotives must be monitored for proper wheel rotation and noise, and the Crew Information Form must be updated as necessary.” The bulletin also “details the use of toggle switches for traction motor and speed sensor cut-outs, accessible through the locomotive control monitor, and advises to only disable speed sensors under mechanical guidance.”

According to the TSB, CPKC implemented a Mechanical Locomotive Support Desk, described as “a dedicated five-person team of operations support coordinators, which has taken over the locomotive troubleshooting responsibilities previously held by supervisors mechanical (locomotive).” This team’s sole responsibility, it said, is to respond to locomotive service interruption calls from Canada and the United States. The change became effective April 2024.

The post TSB Issues Investigation Report for 2024 CPKC Train Derailment appeared first on Railway Age.

The North American railway industry in large part is driven by influential leaders, people whose mantra is making a difference, and who are committed to service. Railway Age subscribers may now nominate an individual they believe is the single-most influential active (non-retired) man or woman in the industry. The top 10 will be featured in Railway Age’s May 2026 issue.

• A nominee can be from a Class I, II or III freight carrier; a switching and terminal railroad; a regional/commuter, intercity, rapid transit or light rail passenger railway; a supplier, contractor or consultant; a trade association; or a government agency with jurisdiction over the industry (i.e., FRA, STB, FTA).
• Nominees must be part of the North American (U.S., Canada or Mexico) rail industry.
• Self-nominations will not be considered.

Complete this nomination form for the 2026 Railway Age Subscribers’ 10 Most Influential Industry Leaders poll.

Who were the top 10 picks of Railway Age subscribers in previous years? Read about them here:

• 2025: Readers’ Influential Leaders and Redefining Leadership
• 2024: Forward Focus
• 2023: Exemplary Executives
• 2022: Leadership Defined
• 2021 Railway Age Readers’ Influential Leaders
• 2020 Railway Age Readers’ Most Influential Leaders

Join Railway Age on March 10, 2026, for our “Next-Gen Freight Rail Conference” at the Union League Club of Chicago. Among the confirmed speakers are John Orr (NS; a Railway Age 2025 Influential Leader and the 2026 Railroader of the Year), Mark George (NS), Keith Creel (CPKC), Jim Vena (UP), Tracy Robinson (CN), Tom G. Williams (BNSF), and Patrick Fuchs and Michelle Schultz (STB).

The post Nominations Open for Railway Age ‘10 Most Influential Industry Leaders’ appeared first on Railway Age.

After the first of four weeks of temporary schedules on New Jersey Transit’s (NJT’s) rail lines due to the cutover from the old Portal Bridge to the new Portal North Bridge over the Hackensack River, it appears that the operation went well, except for the first two days. We reported on Jan. 16 that the change was coming, and that different schedules would be in effect for a four-week period while the agency and Amtrak run a single-track operation on the segment of Amtrak’s Northeast Corridor (NEC) between Newark Penn Station and Secaucus Junction Station.

At that time, we reported on NJT’s view: “‘We understand that this work will disrupt the way our customers travel during the cutover period, which is why every element of our service plan was designed to keep people moving as safely and efficiently as possible,’ [President and CEO Kris] Kolluri said. ‘While the disruption is temporary, the benefits, including a far more reliable and resilient commute along the Northeast Corridor, will last for generations.’”

The biggest change affects riders on the Morris & Essex (M&E), Montclair, and Gladstone lines, all of which trace their heritage back to the Lackawanna Railroad and are now owned by NJT. In effect, the agency revived an operation for all trains on those lines that was in effect before June 10, 1996. At that time, it initiated Midtown Direct service, over a new track connection between the M&E and New York Penn Station that allowed M&E and other trains to go directly to Midtown Manhattan for the first time. In addition to the New York trains, most Gladstone trains, some Montclair trains and some M&E trains (via Morristown) still serve Hoboken at the historic terminal where connections are available to other NJT rail lines, several bus lines, PATH trains, and ferries to Manhattan on weekdays. The big change is that all trains on those lines now run to or from Hoboken and passengers bound to or from Midtown must change at Hoboken for the duration. Transfers are available for PATH trains, New York Waterway’s Midtown ferry, and NJT’s #126 bus to the Port Authority Bus Terminal. NJT tickets reading “Hoboken” are also valid for the segment to or from Manhattan. That gives passengers a break on the fares, because New York fares are higher than Hoboken fares from the same points of origin. Trains on the M&E still run directly to or from Penn Station on weekends with hourly service, but the schedule is different from the customary one.

There are also some temporary service cuts on NJT lines that go through Newark Penn Station, and Amtrak implemented its own reductions, most notably many Keystone Corridor trains to Harrisburg that previously originated at New York now run only from Philadelphia and vice-versa. Still, the biggest change is that longtime M&E riders are getting a taste of the ride that they customarily took until 30 years ago, while others are dealing with a new inconvenience. That is the length of time required to travel between New Jersey and Manhattan, which varies with the connecting transit mode.

On Saturday, February 14, the agency ran its normal weekend schedule. Sunday the 15th was the first day of the new schedule, with similar levels of service, but with trains running at different times to accommodate the single-tracking. It was not a good day on the railroad, with 89 alerts from the agency, 46 of which concerned M&E or Montclair trains, mostly in the afternoon and evening. Monday, February 16 was a holiday, with essentially the weekend schedule and a few additional trains, such as a “mini-peak” on the M&E and other lines that would soon be diverted to Hoboken on weekdays. It was also not a good day on the railroad, with 74 alerts, although many of them were on NEC trains between Trenton and New York. The M&E operation ran more smoothly on Monday than it had the day before.

Larry Higgs reported for NJ Advance Media that the agency had cancelled 27 trains that Sunday: “NJ Transit officials issued an apology to riders after cancelling 27 trains Sunday on the first day of a month-long rail service reduction to put one track of the new Portal Bridge in service. Most trains were canceled Sunday morning, with a few canceled in the afternoon, according to NJ Transit alerts.” Those alerts blamed “originally scheduled crew availability at the time of departure” for the trains that did not run. Higgs also reported: “In an apology to riders posted on X and Facebook, NJ Transit officials blamed the cancellations on the contractual process locomotive engineers use to select new assignments which happens when rail schedules change. This time, the issue is all schedules of all engineers, trainmen and conductors have to be changed for the cutover, said NJ Transit CEO Kris Kolluri.”

According to Higgs, engineers and conductors have 48 hours prior to a schedule change to pick their new assignments, but the schedules currently in effect represent a sweeping change that affects essentially the entire railroad. Only the Atlantic City Rail Line, which runs between that city and Philadelphia, is not affected by the change. Higgs reported: “Brotherhood of Locomotive Engineers and Trainmen union officials said they offered to start the assignment selection process early.”

NJ Transit started somewhat tentatively on Tuesday morning but did better as the week went on. This writer took three trips from to New York that week, starting with a one-way trip on Tuesday morning. It took 45 minutes, about 15 minutes longer than under the “normal” schedule, to get from South Orange to Hoboken. While there is enough capacity at Hoboken and on the segment of the railroad that approaches the terminal, that capacity is only used under special circumstances, rather than under normal operation. Employees, including managers and customer service agents, were out in force to help riders get oriented on the first day of the return to what some riders remembered as the way they traveled until 1996, and which other riders would not remember at all. The object was to get to Penn Station using the ferry and a connecting shuttle bus, both of which are operated by NY Waterway. The operation was time-consuming, and it took one hour longer to get to Penn Station than it would have taken under the normal schedule.

My Thursday afternoon trip included a PATH train from Hoboken. One turnstile on the PATH platform at Hoboken was used for NJT’s “cross-honoring” and an employee was there to keep a count of customers who used it. PATH ran the regular weekday schedule, and it felt somewhat nostalgic to recreate the two-seat ride that many passengers had taken thirty years ago or more. On the way back, an employee checked for “cross-honoring” at the 33d Street PATH station (which is located at 32d Street now), and the late-afternoon train to Hoboken was crowded, as they were “back in the day.” Taking PATH and changing at Hoboken adds about 20 minutes to the one-way trip, but riders appeared to take the longer travel time in stride. A mitigating factor was that all trains on the schedule originate at Hoboken during the alternate service period: both trains that customarily originate at Hoboken and trains that normally originate at New York Penn Station but are diverted to Hoboken for the month.

While PATH trains and the #126 bus run full spans of service, the ferries between Hoboken and NY Waterway’s midtown terminal run only during peak-commuting hours on weekdays. Despite the limited schedule, the ferry company offers an interesting connection to go elsewhere in Manhattan, and I tried in on Friday. Along with the ferry ride, NY Waterway includes a shuttle bus that makes city bus stops between the ferry terminal and the East Side (and also serving most of the West Side).

Most of the shuttle routes go to the East Side of Midtown, on 57th Street, 49th and 50th Streets, 42d Street, and a route that makes a wider loop. That one goes east on 34th Street, south on Third Avenue, west on 23d Street, and north on Seventh Avenue before, taking 34th Street west to the terminal. The fifth route proceeds downtown along the waterfront to Pier 11, near Wall St., in the Financial District.

I chose the 57th Street route. It got me to the end of the line at 47th Street and Lexington Avenue in a mere 16 minutes, apparently a result of the Congestion Pricing toll that began last year for vehicles traveling in Midtown Manhattan or south of there. Coming back took significantly longer, due in large part to just missing the shuttle bus and then missing a boat at the ferry terminal. The boat ride was quicker than the one the previous Tuesday. It was the next-to-last run of the “evening peak” to Hoboken Terminal, and there were only a few passengers on board at that time.

While the route can be tricky, especially for the uninitiated, I did not find many reports of problems. There were only a few alerts on the NJT website, and employees seemed pleased with the way things were going with the operation, even though their opinions, albeit knowledgeable, were unofficial. After getting used to the operation on Tuesday, it appeared that the employees and the riders both got the hang of it, and it appeared to go smoothly for the rest of the week. At this writing, it has 14 days to go.

Also at this writing (Monday, Feb. 23), NJ Transit is not running any trains at all. A severe blizzard pounded much of the Mid-Atlantic region severely for almost 24 hours, beginning on Sunday afternoon, and knocked out most of the area’s transit, but that’s a different story.

The post For NJT, a Relatively Smooth Portal North Cutover Startup appeared first on Railway Age.