Railway Age magazine

MTC RegionalNetworkIdentityDesignGuide260217Download TransitStopSignageDesignGuide260217Download

The Regional Network Management (RNM) Council on Feb. 23 approved the first set of transit wayfinding design guides to help Bay Area transit agencies establish a uniform look for signs and maps used everywhere from individual bus stops across the region to major hubs where multiple systems connect (see above). “These design guides are intended to make it easier for riders to identify information and use transit by delivering information that is clear, predictable and consistent across service areas and county lines,” according to the Council, which comprises the Executive Director of MTC, the regional transportation planning, financing and coordinating agency for the nine-county Bay Area; and General Manager-level representatives of such transit agencies as San Francisco Bay Area Rapid Transit District (BART), San Francisco Municipal Transportation Agency (SFMTA), Alameda-Contra Costa Transit District (AC Transit), Santa Clara Valley Transportation Authority (VTA), Caltrain, Golden Gate Bridge, Highway & Transportation District, and San Mateo County Transit District (SamTrans).

The approval finalizes the region’s new transit network identity and offers transit stop sign guidelines that MTC and agencies can use in the near-term while guidance for all transit stops and stations is refined and finalized, the RNM Council said.

The Regional Network Identity Design Guide is said to define a consistent “look and feel” for the Bay Area transit network, finalizing designs first introduced in January 2024 and used throughout the test locations at El Cerrito del Norte BART station (see photograph, top) and the Santa Rosa Transit Mall and Santa Rosa downtown SMART station. According to the Council, the Network Identity Design Guide includes specifications for the colors and symbols that should be used, as well as the hierarchy of how information should be presented, across all transit wayfinding materials.

The Transit Stop Signage Design Guide provides guidance for designing, installing, and maintaining transit stops—typically bus stops—using a new regional design that works across rural, suburban, and urban environments while accommodating stops with many routes, special services, or multiple transit agencies, the Council reported. Consistent signage at the Bay Area’s approximately 21,000 transit stops, it noted, is expected to improve legibility for riders and is intended to reduce long-term design, fabrication, and maintenance costs for transit agencies.

According to the RNM Council, MTC will use these two design guides for future pilot locations around the region. It noted that SFMTA already used the designs to make signage improvements at the Castro Muni Metro station, and other agencies with time-sensitive sign replacement projects are also considering using the new guidelines in the near term, with assistance from MTC as needed. These prospective projects include:

• BART: installing bus bay numbers at transit hubs.
• County Connection with WestCAT and Tri Delta Transit: testing new sign designs at three-agency shared stops in Martinez.
• SolTrans and WestCAT: installing new signage for 2026 service restructures.

An update to the comprehensive regional transit connections map, which is said to enable riders “to discover key destinations” they can reach on the Bay Area’s extensive rail, bus, and ferry network, was also released, according to the RNM Council. 

“The Regional Mapping and Wayfinding Project is a standout example of regional cooperation,” said Bob Powers, RNM Council Chair and BART General Manager. “Putting customers’ interests first is the cornerstone of our Transit Transformation Action Plan to increase ridership by making transit faster, cleaner, more comfortable, more convenient and easier to navigate.”

Further Reading:

• First Look: Design Prototypes for Common Set of Bay Area Transit Signs (part of Transit Briefs)
• MTC Launches Regional Mapping and Wayfinding Project

DART (Courtesy of DART)

“Plano leaders have decided to call off the election to potentially withdraw from Dallas Area Rapid Transit after reaching a deal with the agency,” KERA News reported Feb. 23.

The May 2 election would have allowed voters to “decide to stay in or leave DART,” according to the media outlet. The Plano City Council, it said, also “voted to repeal an earlier resolution supporting capping DART’s tax revenue collections.”

DART operates light rail, Trinity Railway Express, regional rail, bus routes, GoLink on-demand service, and paratransit, moving more than 171,000 riders daily across a 700-square-mile, 13-city region including Addison, Carrollton, Cockrell Hill, Dallas, Farmers Branch, Garland, Glenn Heights, Highland Park, Irving, Richardson, Rowlett, Plano, and University Park. 

KERA News reported that the Plano City Council decision “follows months of negotiations between DART and several member cities that have pushed for changes in DART’s funding and governance.” Plano, it said, is one of six cities—Addison, Farmers Branch, Highland Park, Irving, Plano, and University Park—“that called withdrawal elections that would end bus and train service within their city limits.”

“As part of the new deal, DART will give $360 million back to all of its member cities over six years,” KERA News reported. “It also plans to restructure its board of directors so each city has a representative, expanding the board and reducing voting power for the city of Dallas. Plano City Council members passed a resolution Monday [Feb. 23] expressing support for the reform and ‘requesting state legislative action to implement a new governance structure.’”

DART CEO Nadine Lee “told KERA the agency will need to find other revenue streams to keep operations running,” according to the media outlet.

Lee also said: “There’s nobody who wants to improve services more than more than DART and we will endeavor to do that. If we can do that in partnership with the cities and if the cities are working with us in good faith we think that can be accomplished.”

KERA News reported that the Plano City Council, as part of the deal, “agreed to cease legislative efforts to defund DART. The city will receive more than $61 million over the next several years.”

At least three other cities—Addison, Farmers Branch, and Irving—are “considering calling off DART withdrawal elections,” according to KERA News. Cities have until March 18 to rescind the elections. If voters in any city elect to withdraw from DART, services in that city would cease  immediately after the election is canvassed.

The post Transit Briefs: MTC, DART appeared first on Railway Age.

The Alabama Port Authority on Feb. 23 reported rebranding and launching Mobile America Express (MAX), a service platform to help “strengthen the Port’s role as a catalyst for economic development statewide and promote Alabama’s strategic position in the global supply chain.” Rail-served, its Terminal Railway Alabama State Docks (TASD) provides access to five Class I’s.

(Courtesy of Alabama Port Authority)

“As Alabama’s only deep-water seaport and the gateway to a growing network of inland logistics assets, the Alabama Port Authority supports industries, communities, and jobs statewide,” it said. “From farmers in the Black Belt to manufacturers in North Alabama and distribution centers in Central Alabama, the Port connects local businesses to national and international markets. The new MAX initiative and logo will serve to emphasize not just the Port’s strengths, but Alabama’s advantages in logistics, developable properties, and workforce capabilities.”

(Courtesy of Alabama Port Authority)

MAX organizes the Port’s multimodal capabilities into a single, coordinated platform. Deep-water access in Mobile connects with rail (BNSF, Canadian Pacific Kansas City, CN, CSX, Norfolk Southern, Alabama & Gulf Coast, CG Railway, and Alabama Export), inland waterways, highways, airports and intermodal facilities. That connectivity “strengthens rural exports, supports advanced manufacturing, attracts distribution investment, and reinforces Alabama’s position as a logistics leader in the Southeast,” according to the Alabama Port Authority.

(Courtesy of Alabama Port Authority)

The Alabama Port Authority includes the Port of Mobile’s Blakeley Island Terminal in the Upper Harbor; Alabama Steel Terminals and AutoMobile International RO/RO Terminal at the Main Docks; and Cold Storage, a Container Terminal, an Intermodal Container Transfer Facility (ICTF), a Logistics Park, McDuffle Coal Terminal, and Pinto Steel Terminal in the Lower Harbor (download map below). Its Middle Bay Port includes a Liquid Bulk Terminal (download map below).

mappica-imageDownload mappica-image copyDownload

The Alabama Port Authority and CSX in early 2025 kicked off construction on the $100 million, 272-acre Montgomery Intermodal Container Transfer Facility, which is expected to open in 2027. Designed to reduce congestion at the Port of Mobile and provide an alternate shipping option for existing Port customers in central Alabama, it will offer 25,016 feet of track served by CSX Intermodal and handle 60,000 TEUs (Twenty-Foot Equivalent Units).

“Our responsibility is not limited to the waterfront in Mobile,” Alabama Port Authority Director and CEO Doug Otto said. “We are Alabama’s port—serving all 67 counties—and our infrastructure supports economic opportunity in every corner of our state. This new focus highlights our strongest assets—the deepest port in the Gulf, unparalleled connectivity through rail, highways, and inland waterways, and a workforce that can surpass businesses’ needs today and in the future.”

“Through this brand evolution and the launch of MAX, the message is clear: Alabama’s port belongs to the entire state and its benefits reach far beyond the Gulf Coast,” Otto concluded.

The post Alabama Port Authority Launches MAX appeared first on Railway Age.

HNTB

Diana Mendes, AICP, Corporate President of Infrastructure and Mobility at HNTB, has been inducted into the College of Fellows of the AICP, the organization’s highest honor. The recognition honors planners whose careers have made “transformative contributions” to communities and the planning profession. Fellows are nominated by their peers and selected based on their sustained impact on the profession and the communities they serve.

Mendes has nearly four decades of experience guiding complex transportation initiatives that “strengthen mobility, support environmental stewardship and improve how infrastructure serves communities,” the firm noted. In her role at HNTB, she leads the firm’s national efforts to advance infrastructure and mobility solutions, working with transportation agencies to enhance planning, project development and delivery.

At HNTB, Mendes has helped shape the firm’s national approach to infrastructure planning and project delivery, establishing technical guidance, training programs and operational practices “that strengthen support for clients advancing major transportation initiatives.” Her leadership, the firm says, “has helped bolster HNTB’s role in working with agencies to navigate federal requirements.” Throughout the industry, her impact extends through national policy and professional development, including her work training more than 2,000 professionals through the National Transit Institute (NTI).

“I am deeply honored to be inducted into the College of Fellows alongside so many planners whose work has shaped our communities and profession,” Mendes said. “Planning plays a vital role in helping communities grow, adapt and thrive. This recognition reflects the many partnerships and collaborations that have advanced meaningful infrastructure solutions across the country.”

Mendes will be formally recognized as part of the 2026 Class of Fellows at the American Planning Association’s National Planning Conference in Denver on April 26, 2026.

Joanna M. Pinkerton, PE, has been named HNTB’s National Practice Leader for Digital Infrastructure Solutions. With more than 30 years of experience spanning infrastructure delivery, agency leadership and technology-enabled innovation, Pinkerton will lead the firm’s strategy, growth and delivery of integrated digital solutions. In this role, Pinkerton will partner with clients to use data intelligence and advanced technologies in planning, design, delivery and operations of their transportation programs.

Prior to joining HNTB in 2024, Pinkerton served as President and CEO of the Central Ohio Transit Authority. Under her leadership, the agency launched one of the nation’s first public mobility‑on‑demand systems and tested on‑demand technology for high‑capacity transit.

“I’m excited to continue building on HNTB’s industry leading work in digital infrastructure across all modes of transportation, focused on leveraging data, advanced analytics and emerging technologies to enable better outcomes for our clients, based on the needs of their agencies and communities,” Pinkerton said.

Pinkerton holds a bachelor’s degree in civil engineering from Ohio Northern University and is a professionally licensed engineer in Ohio.

Michael Baker International

Michael Baker International on Feb. 23 announced it has named Rod Malehmir, PhD, Executive Vice President and Chief Technology Officer. In this role, Dr. Malehmir will lead the firm’s technology vision and initiative, “advancing the deployment of AI-powered digital solutions and translating advanced AI and digital capabilities into scalable, operationally embedded solutions that help clients modernize legacy environments, improve decision‑making and achieve measurable, mission‑critical outcomes in cost-efficient manners.”

These efforts, the firm says, “reflect Michael Baker’s long-standing commitment to delivering best-in-class solutions through its continuous pursuit of Technology, Differentiation, and Innovation (TDI).” In recent years, the firm has deepened its focus on and investment in technologies for the future, “methodically expanding its capabilities through internal incubation and strategic acquisitions.” As a result, the technology team now includes more than 400 top-tier professionals and continues to drive rapid growth across the firm’s technology platforms.

“Technology has always been at the heart of how we deliver excellence at Michael Baker International, and we have long embraced innovation to stay at the forefront of the AEC industry. As AI reshapes the landscape, our focus is on building advanced platforms that unlock new possibilities for our employees and create lasting impact for our clients,” said Michael Baker International CEO Brian A. Lutes. “I look forward to partnering with Rod as we embark on the next chapter of our technology journey—one that reimagines how we work, innovate and lead in service of our mission: We Make a Difference.”

As Executive Vice President and Chief Technology Officer, Dr. Malehmir will channel a “One Michael Baker” approach to advance the firm’s Vision 2030 goal of evolving into a next-generation, technology-driven engineering and consulting firm. He joins Michael Baker from Tetra Tech, where he most recently served as Senior Vice President of AI & Digital Solutions. He holds a Doctor of Philosophy degree in Physics with a focus on AI from the University of Alberta, as well as a Master of Science degree and a Bachelor of Science degree in civil engineering.

The post People News: HNTB, Michael Baker International appeared first on Railway Age.

The tentative agreement would provide retroactive pay dating to July 1, 2024, and subsequent general wage increases each year through July 1, 2029. It would also include a $1,000 retention pay bonus. The proposed deal would provide improvements to existing provisions for paid holidays, personal protective equipment, and certification and training. New provisions of the proposed deal would provide paid parental leave for the first time, and also additional paid personal leave days for new hires.

Members governed by this tentative agreement belong to BLET Division 204 (Linton, Ind.), and the CSXT-Western Railroad Lines General Committee of Adjustment. The negotiating team consisted of CSXT-WL General Chairman Keith Kerley, retired Vice President Alan Holdcraft, Vice President Randy Fannon, and Division 204 Local Chairman Kevin Jerrell.

Ballots, which were mailed out last week to INRD members, are due back to the BLET National Division by Friday, March 13.

The post BLET, INRD Reach Tentative Agreement appeared first on Railway Age.

A complete cosmetic restoration of the Santa Fe Railway diesel-electric locomotive No. 93 is well under way and expected to wrap up by spring or early summer, Wichita, Kans.-based Great Plains Transportation Museum (GPTM) reported Feb. 23. Built by the Electro-Motive Division (EMD) of General Motors Corporation in late 1967, the unit was donated to the museum by BNSF in June 1999.

Following years of fundraising, the Santa Fe No. 93 restoration campaign in June 2025 eclipsed the approximately $200,000 required to have the work completed. When the locomotive was grit-blasted down to bare metal last fall at Mid-America Car in Kansas City, Mo., more damage was revealed and GPTM commenced a GoFundMe effort to raise additional funds. The museum has now reached its goal of raising an additional $50,000.

“While the GoFundMe effort raised several thousand dollars, the majority of the $50,000 we needed was donated, or is committed, directly to our museum by generous supporters who learned of our need via publicity generated from our announcement,” GPTM President Heather Gatton said Feb. 23. “Every donation to our Santa Fe 93 cosmetic restoration project is important, and we appreciate the incredible support we received from so many people who want to see 93 in gleaming new red and silver paint.” 

BNSF Picking Up Santa Fe No. 93 at GPTM in Wichita, Kans. on Aug. 17, 2025. (Courtesy of GPTM)

Santa Fe No. 93 was transported to Mid-America Car last summer. BNSF worked on a round-trip transportation plan. According to GPTM, the Oklahoma Railway Museum, using its BNSF customer account, created the waybill necessary to move No. 93 under the reporting marks OKRX93. The Class I railroad in late July performed a mechanical inspection of the unit required for movement.

No. 93 pulled Santa Fe passenger trains between Chicago and California or Texas from 1967 to 1971 and freight trains for Santa Fe and successor BNSF from 1971 to 1998, according to GPTM, a 501(c)3 not-fot-profit educational and preservation organization. It will be restored in the red and silver Santa Fe Super Fleet scheme it has worn since 1989, when then railroad President Michael R. Haverty approved an updated version of the well-known and historic scheme used on passenger train locomotives from 1937 to 1971, the museum reported when restoration-work fundraising began in 2023.

Donations are still being accepted online via www.gptm.us or https://www.gofundme.com/f/support-santafe93, in-person at GPTM (700 East Douglas Ave., Wichita, Kans., 67202), or via phone (316-263-0944); and lithograph and canvas giclee prints of John Winfield’s “Warbonnet Renaissance” are still available for purchase in support of the effort.

“Warbonnet Renaissance” by railroad artist John Winfield. (Courtesy of GPTM)

The post Santa Fe No. 93 Restoration Under Way appeared first on Railway Age.

Railway Age proudly recognizes Union County Industrial Railroad (UCIR), a North Shore Railroad Company affiliate, and Georgia Central Railway (GC), a Genesee & Wyoming subsidiary, as our 2026 Short Line and Regional Railroads of the Year, respectively. Sierra Northern Railway (SERA) has earned Short Line Honorable Mention, and R. J. Corman Railroad Company’s Nashville & Eastern Railroad (NERR) has earned Regional Honorable Mention.

All four small roads will receive specially designed award plaques; UCIR and GC executives will be presented with them at the American Short Line and Regional Railroad Association (ASLRRA) 2026 Conference & Exhibition, to be held April 12-14 at the Minneapolis Convention Center in Minneapolis, Minn. 

“Our Honorees and Honorable Mentions are not only achieving growth through strategic investment, a collaborative approach to industrial development, and a commitment to service excellence, but also positioning themselves as technology innovators delivering value to the industry, their partners and customers, and the communities they serve every day,” Railway Age Executive Editor Marybeth Luczak said. “All of us at Railway Age congratulate them on their outstanding achievements and thank all 20-plus finalists who were part of this year’s strong program.”

The four winning railroads share their stories below.

SHORT LINE OF THE YEAR UCIR helped bring on line Country View Family Farms’s new $55 million facility, which includes a 600,000-bushel silo and an 8,250-foot loop track designed to handle unit trains. (UCIR Photograph)

Founded on March 30, 1995, the Pennsylvania-based Union County Industrial Railroad (UCIR) operates 18.2 miles of track owned by three private companies. The Class III over the past 31 years has grown almost twentyfold—from handling some 200 railcars annually to nearly 4,000 today—and achieved more than 13 consecutive years without an FRA-reportable injury. It serves customers across Milton, West Milton, New Columbia, Winfield, and Allenwood, and interchanges with Norfolk Southern (NS) and Canadian Pacific Kansas City (via haulage) in Northumberland.

UCIR’s success is rooted in focused marketing, innovative operations, and exceptional customer service—from the office to the field—delivered by Operations, Customer Logistics, Marketing, and Maintenance of Way teams alike.

Growth Through Strategic Partnerships

UCIR has experienced growth in both infrastructure and customer base over the past 15 years. The railroad constructed three new sidetracks and runarounds, including a 1,700-foot runaround (installed in 2020) and two additional runarounds (completed last year). Since 2017, it has invested more than $8 million in infrastructure.

A UCIR crew passing a new siding in 2025. (UCIR Photograph)

One of the most impactful examples of UCIR’s growth is its partnership with Country View Family Farms. In 2022, CVFF—a family-owned business and one of the top hog producers in the United States—was seeking a location for a hog feed facility capable of handling both manifest traffic and unit trains. After more than a year of unsuccessful searches elsewhere, UCIR stepped in with a creative solution. Its local marketing team identified a property not previously on the market and facilitated discussions between CVFF and the landowner. The resulting agreement allowed the former landowner to continue farming within a 115-railcar loop track built around the property. One year after groundbreaking, CVFF celebrated the $55 million facility’s launch in 2024. It includes a 600,000-bushel silo and an 8,250-foot loop track designed to handle unit trains. UCIR and NS teamed to secure new trackage rights through the Surface Transportation Board, enabling seamless unit train service without disrupting main line operations. UCIR now assists with unloading trains and manages all manifest traffic to the facility. Production ramped up in 2025. CVFF now supplies feed to farms within a 50-mile radius—enough to support nearly one million hogs. It also created 50 permanent jobs and supports 30 full-time truck drivers.

“This was the largest project I was ever involved with,” UCIR Chief Marketing Officer Todd Hunter noted, “and the railroad is extremely proud to now be a part of the CVFF family.”

UCIR’s customer growth also includes major industrial partners such as GAF, a leading North American roofing and waterproofing manufacturer with 30 U.S. locations, and White Deer Gas.

UCIR first connected with GAF in 2015, and after evaluating multiple sites, GAF chose New Columbia for its East Coast manufacturing facility. Following a $75 million investment, the plant became operational in 2018. GAF later expanded with an additional $100 million investment. It built a second 400,000-square-foot facility and two rail spurs, which UCIR began serving in 2021. The company publicly cited “excellent rail service” as a key reason for the expansion. It has brought more than 60 family-sustaining jobs to the region. Beyond rail service, UCIR has supported GAF by assisting with hiring efforts, community connections, and special events, including an inaugural railcar ribbon-cutting ceremony attended by regional leaders.

UCIR in 2017 attracted White Deer Gas to New Columbia. The company invested more than $10 million in a new transfer facility located on the railroad; it began receiving shipments in 2018 and handled nearly 200 railcars in its first year. The terminal is among the largest of its kind east of the Mississippi River.

Community Commitment

UCIR’s success extends beyond freight service. The short line is active in industry associations, economic development organizations, and local chambers of commerce, serving on boards and committees. It is also devoted to the community, donating passenger excursions for Scouting America (Boy Scouts), veterans’ organizations, community celebrations, and special-needs events. In 2024 and 2025, UCIR brought to fruition and hosted the Veterans Benefit Voyage, raising nearly $32,000 for nonprofit organizations supporting U.S. Veterans.

Veterans Benefit Voyage in Lewisburg. (UCIR Photograph)

The railroad has also hosted Toys for Tots collections in conjunction with the North American Railcar Operators Association, the day after the North Shore Railroad Toys for Tots drive. Combined, NSHR and UCIR have gathered more than 10,000 toys and raised more than $25,000 over the past seven years for this Marine Corps initiative.

Additionally, UCIR has invested heavily in public safety and infrastructure, including the complete rehabilitation of the Winfield grade crossing in partnership with the Pennsylvania Department of Transportation, and upgrades to accommodate high-and-wide dimensional shipments.

Looking Ahead

UCIR is proud to have a hand in growing Central Pennsylvania manufacturing. The projects UCIR has been involved in have brought more than 150 jobs to the area and had a positive impact on local farming and the agriculture and building and construction industries. This comes after $8 million in infrastructure and $240 million in new project investment over the past decade.

UCIR’s steady growth demonstrates that strategic investment, strong partnerships, and a commitment to customer service drive long-term success. As railcar volumes continue to rise, it remains well-positioned to serve the area’s industries, communities, and economy for decades to come.

“The communities located along the Union County Industrial Railroad were a hidden gem of Central Pennsylvania for a long time,” North Shore Railroad Company & Affiliates President and CEO Jeb Stotter said. “Over the past decade, this gem has been discovered and has enhanced the corporations that were wise enough to see the incredible potential therein. The introduction of two large corporations to New Columbia in such a short time is nothing less than phenomenal. GAF and CVFF saw the potential in this rural area and are wonderful additions to this community. It would not have made sense for these companies to take a risk on Union County if it were not for the talent and customer-focused efforts of the employees working on the UCIR. From track to train, they make UCIR what it is. They deserve this award; our crews have earned it. Thank you!”

“We are so proud of our team’s accomplishments on the Union County Industrial Railroad,” North Shore Railroad Company & Affiliates Treasurer/Controller Diana Williams noted. “We can’t wait to see what UCIR will do in 2026 and beyond. I have faith that courage will carry our team to heights they have never imagined before.”

“We are honored to receive this award, and it’s the result of many months and even years of communication, negotiations, and cooperation with many public and private partners to grow the Union County Industrial Railroad,” Todd Hunter added. “We have a great team here that makes the difficult look easy!”

REGIONAL OF THE YEAR A GC locomotive at the Garden City Terminal within the Port of Savannah. (David Blazejewski Photograph, Courtesy of GC, G&W)

Georgia Central Railway (GC) is a case study in how small roads can help boost regional economies, deliver value through strategic vision and disciplined execution, and lead the rail industry into a new chapter.

In 2025, GC positioned itself at the forefront of innovation, becoming the first freight railroad in North America to receive FRA approval to pilot test Parallel Systems’ zero-emission, self-propelled rail technology on portions of its line—positioning itself at the forefront of innovation. If the pilot proves successful, the technology has the potential to capture new container business moving to and from the Port of Savannah, as well as reinvigorate traffic on rural rail lines and revive inland ports in Georgia—all while removing trucks from the region’s roads. Two of the seven pilot phases were completed last year.

A Parallel Systems self-propelled, battery-powered bogie is tested on track in central Georgia for GC and its sister railroad, Heart of Georgia. (Parallel Systems Photograph)

That milestone is the latest chapter in the broader transformation of the 211-mile Class II. Halfway through a decade that has in large part been defined by a global pandemic and persistent market volatility, GC remains a steady bright spot in the rail industry. It has strategically invested for long-term growth, secured major industrial development wins, and delivered top safety performance and customer service in a high-growth industrial corridor that includes the booming Port of Savannah.

Recognizing the potential to grow alongside Savannah, GC carried out improvement projects over the past two decades that have enabled 286K capacity along the entire line and, through a public-private investment/FRA CRISI grant, 25 mph track speeds on more than one-third of it.

To handle present traffic demands, two new sidings totaling 20,000 feet and representing a $12 million investment were completed in summer 2025.

In addition, GC In 2022 completed a two-year initiative to overhaul its locomotive fleet by adding 14 cleaner engines that consume 23% less fuel and enhance the railroad’s overall efficiency.

Industrial Development Focus

Industrial development has been a contributor to GC’s growth. Over the past five years, customer projects totaling more than $6 billion have occurred along the line. From 2024-25 alone, a half-dozen projects came on line, adding nearly 11,000 carloads and expanding traffic across the railroad’s diverse commodity base, including new frozen potato shipments, as well as increased aggregate, pulp and paper, chemical, and fertilizer volumes. Frozen potato shipments, for example, grew more than ten-fold in those two years, while another customer’s traffic increased nearly 460%.

“Georgia Central has provided outstanding service to us and has been a strategic partner as we work to deliver refrigerated and frozen food to customers in the Southeast,” said John Ripple, Chief Development Officer at Agile Cold Storage, which ships frozen potatoes via the Class II.

These wins are on top of GC’s 2019 selection as the rail service provider for a $172 million plastic distribution facility and 2022 selection as the transportation provider for Hyundai Motor Group’s $5.5 billion electric vehicle and battery-manufacturing facility.

Meanwhile, one of the railroad’s major customers in the distillers’ dried grains sector is developing a project for 2026 that could increase GC carloads by 20% in the long term. Additionally, an aggregate customer’s expansion could generate growth, according to GC.

A GC train hauls freight through southeast Georgia. (Zane Williams Photograph, Courtesy of GC, G&W) Prioritizing Safety, Service

GC understands that with growth comes the responsibility of community stewardship. The railroad has reduced the number of reportable injuries by 80% over two years. Amid a challenging freight environment, the railroad also scored 8.8 out of 10 in overall satisfaction on its 2025 biennial customer survey.

“GC has consistently demonstrated exceptional responsiveness and reliability,” said Jason Lovett, Chief Operations Officer for GC customer DSI. “Their team maintains clear communication, promptly addresses any operational concerns, and thoroughly reviews data to ensure the highest level of accuracy in our railcar information. That unwavering customer focus and commitment to excellence have made them an invaluable long-term partner to our organization.”

Thanks to all these initiatives that have demonstrated a commitment to southeast Georgia, GC has seen traffic grow more than 36% in five years, rising from nearly 22,000 carloads in 2020 to more than 30,000 carloads in 2025. By 2032, annual carloads are expected to surpass 50,000.

“The story of the Georgia Central clearly demonstrates how investing in a railroad, hustling for growth and providing world-class service can be a recipe for success,” G&W North America CEO Michael Miller said. “The future looks bright at GC for decades to come.”

SHORT LINE HONORABLE MENTION (SERA Photograph)

The last Interstate Commerce Commission-approved short line transaction was Mike Hart’s 1995 acquisition of what is now Sierra Northern Railway (SERA) in California. Widely expected to fail, its 600 carloads were operated over 49 excepted miles of broken ties and rusty rail. Derailments were common and a lone Baldwin locomotive was firing on five cylinders.

Through an innovative “take-or-pay” agreement with Sierra Pacific Industries, freight traffic was stabilized and rebuilt by lowering rates to those charged when the railroad was constructed in 1897. Over the next 31 years, the railroad expanded, adding the Yolo Short Line Railroad (YSLR), Mendocino Railway’s “Skunk Train” (MRY), operations at the Port of West Sacramento, the Riverbank Industrial Complex, and the former Fillmore & Western trackage in Ventura County. Parent company Sierra Railroad Company also added excursion services, developed electric-assisted rail-bike operations, and maintained SERA’s reputation as the “The Movie Railroad” with more than 400 films recorded on site.

SERA, Sierra Railroad Company’s freight division, began to accelerate in 2015 under Kennan H. Beard III’s leadership. It now moves more than 15,000 carloads annually and has materially expanded system capacity through new sidings, interchanges, storage tracks and transload facilities. 

Sierra Railroad Company in 2020 acquired and developed a 116-acre inland port and unit train transload facility that serves Union Pacific and BNSF and now handles more than 7,000 carloads annually, and in 2024 constructed a West Sacramento transload that exceeds 3,000 carloads per year.

Last fall, the first of four HFC (hydrogen fuel cell)-powered, ZE (zero-emission) four-axle switchers entered service on SERA. Developed with Railpower Technologies (now a SERA subsidiary), the locomotive is described as “the first [of its type] in the United States built specifically for freight rail.” The project was made possible through a P3 (public-private partnership). The California Energy Commission awarded $4 million to design and demonstrate the prototype. In 2023, the California State Transportation Agency and the Sacramento Metropolitan Air Quality Management District provided $19.5 million for three additional locomotives. In addition to Railpower, technology partners include GTI Energy, OptiFuel Systems LLC, Ballard Power Systems, and the University of California, Riverside. Sierra Railroad Company’s energy division, founded in 2003, is producing hydrogen for the locomotives using waste feedstocks. 

In December 2025, SERA completed a 5-1/2-year FRA CRISI project installing 90,000 new ties and eight miles of 115-pound rail, and upgrading ten highway-rail grade crossings. With RRIF financing, SERA built more than six miles of new main line sidings, including an 8,000-foot unit-train interchange and fully utilized storage tracks.

SERA represents a turnaround story—from near-abandonment to sustained growth, infrastructure renewal, and technical innovation. This ASLRRA Environmental Award winner is now entering into a new phase with the sale of a majority interest to Ridgewood Infrastructure.

“Thank you to Railway Age magazine for recognizing Sierra Northern Railway with an honorable mention, a testament to our team’s dedication and innovative spirit,” said Kennan H. Beard III, President and CEO of SERA. “This acknowledgment celebrates our remarkable growth in services, from expanded freight capabilities and sustainable initiatives to enhanced customer partnerships across California. We are inspired to continue our expansion, building on this momentum to deliver even greater value to our communities and the rail industry.”

REGIONAL HONORABLE MENTION (R. J. Corman Railroad Company Photograph)

Nashville & Eastern Railroad (NERR) in Tennessee has achieved measurable, long-term economic development in the communities it serves. Leveraging an understanding of the highly competitive Nashville market, parent company R. J. Corman in 2025 worked with multiple partners to identify and develop rail-served sites along the busy I-40 corridor, providing customers with a competitive rail alternative and reducing reliance on long-haul trucking. NERR not only advanced these projects but also continued operating 12 daily roundtrips of WeGo Public Transit’s 32-mile Nashville Star commuter rail service between Nashville and Lebanon.

Annual carloads are projected to increase by approximately 2,700, a significant accomplishment for a railroad whose volumes have historically remained at 10,000 to 10,500 carloads per year.

This business expansion follows R. J. Corman’s acquisition of NERR in January 2019. With 31 customers along 145 miles of track, R. J. Corman has successfully integrated the railroad’s operations and service.

A key element of NERR’s growth strategy has been its ability to create value through the thoughtful redevelopment of existing rail-served property. The National Cement terminal in Lebanon is one example. After construction was completed on the site, which had been vacant and included an underutilized rail spur, test cars began running in fourth-quarter 2024 and full production commenced in first-quarter 2025. The terminal represents a 12% increase in NERR carloads and is forecasted to support sustained carload volumes for years to come.

“We are pleased to partner with R. J. Corman Railroad Company to transport our cement products,” said Jason K. Heathcock, Vice President-Logistics at National Cement Company of AL, Inc. “Their commitment to safety and efficiency aligns with our company values, and we are confident in their ability to meet our expanding supply chain needs.”

The development of a fly ash terminal in Lebanon reflects the same strategic approach. Eco Materials Technology, a CRH company, committed to a structured five-year volume plan, culminating in a 10% increase in annual carloads for NERR. The terminal has two tracks with capacity for 20 railcars, allowing for operational flexibility and future commodity growth.

This project required the cooperation of several partners and represented a combined $5.8 million investment. The Nashville Eastern Railroad Authority provided property and financial support, R. J. Corman/NERR facilitated facility construction, Eco Materials Technology installed equipment for unloading materials, and CSX contributed rate alignment to strengthen the competitiveness of the service offered.

“The opening of the Lebanon terminal reinforces Eco Materials’ leadership in sustainable innovation and represents another major milestone in building our national network of rail terminals dedicated to delivering low-carbon cement alternatives,” Eco Material Technologies President Grant Quasha said.

Projects like these depend on alignment across real estate owners, utilities, zoning, capital investment, customer needs, and Class I connectivity. NERR has excelled in bringing these elements together. It is committed to working with property owners and economic development partners to enhance industrial site and building inventory along its line.  

“We are incredibly proud of the work taking place on the Nashville & Eastern Railroad, and we’re grateful to Railway Age for recognizing the progress being made along the line,” R. J. Corman Railroad Group Chief Commercial Officer–Railroad Shannon Drown said. “Our team’s commitment to collaboration and thoughtful development has strengthened service for our customers and reflects the robust relationships that support this growth. The ability to bring new terminals into operation, repurpose dormant industrial sites, and grow freight service on a shared commuter corridor speaks to the dedication of our employees and partners across Middle Tennessee. We appreciate Railway Age for highlighting the significance of this work and are excited for what the Nashville & Eastern Railroad will accomplish in the years ahead.”

UCIR, the Short Line Railroad of the Year; GC, the Regional Railroad of the Year; SERA, the Short Line Honorable Mention; and NERR, the Regional Honorable Mention, will be featured in Railway Age’s March 2026 issue.

ABOUT RAILWAY AGE

In business since its establishment in Chicago in 1856, Railway Age is the transportation industry’s longest-running trade publication, covering railway technology, operations, strategic planning, marketing, equipment finance, and other topics such as legislative, regulatory and labor/management developments. What began as a weekly in the mid-19th century is, in the 21st century, an information resource incorporating digital and print publishing of a monthly magazine; a website; daily and weekly e-newsletters (Rail Group News, Innovations); webinars; social media (X, Facebook and LinkedIn); Rail Group On Air podcasts; industry conferences; and custom publishing services.

PRIOR SHORT LINE, REGIONAL HONOREES

2025
• Short Line: Rochester & Erie Railway LLC
• Regional: Railroad Development Corporation’s Iowa Interstate Railroad LLC 

Honorable Mentions:
• Short Line: Central Montana Rail Inc.
• Short Line: Genesee & Wyoming’s Columbus & Ohio River Rail Road
• Short Line: Regional Rail LLC’s Great Sandhills Railway
• Short Line: R.J. Corman Railroad Company West Virginia Line

2024
• Short Line: Mississippi Export Railroad
• Regional: Wheeling & Lake Erie Railway Company

Honorable Mention:
• Short Line: Eastern Idaho Railroad

2023
• Short Line: Napoleon, Defiance & Western
• Regional: ArcelorMittal Infrastructure Canada Railway

Honorable Mention:
• Short Line: Aberdeen, Carolina & Western Railway

2022
• Short Line: Vermont Railway
• Regional: South Kansas and Oklahoma Railroad

2021
• Short Line: RJ Corman Memphis Line
• Regional: Lake State Railway

Honorable Mentions:
• Short Line: Belpre Industrial Parkersburg Railroad
• Short Line: Grenada Railroad

2020
• Short Line: Terminal Railroad Association of St. Louis
• Regional: Reading & Northern Railroad

Honorable Mentions:
• Short Line: Delmarva Central Railroad Company
• Regional: Vermont Rail System

2019
• Short Line: Louisville & Indiana
• Regional: Rapid City, Pierre & Eastern

2018
• Short Line: Lake State Railway
• Regional: Indiana Rail Road

2017
• Short Line: North Shore Railroad
• Regional: Conrail Shared Assets Operations

2016
• Short Line: New Orleans & Gulf Coast
• Regional: Central Maine & Quebec

2015
• Short Line: Palmetto Railways
• Regional: Reading & Northern

2014
• Short Line: Coos Bay Rail Link
• Regional: Arkansas & Missouri

2013
• Short Line: Gardendale Railroad
• Regional: Montana Rail Link

2012
• Short Line: Vermont Railway
• Regional: Indiana Rail Road

2011
• Short Line: Blacklands Railroad
• Regional: Reading & Northern

2010
• Short Line: Greenville & Western Railway Co., LLC
• Regional: Northern Plains Railroad

2009
• Short Line: Pacific Harbor Line
• Regional: Wisconsin & Southern

2008
• Short Line: Twin Cities & Western
• Regional: South Kansas & Oklahoma

2007
• Short Line: R.J. Corman West Virginia Line
• Regional: Florida East Coast

2006
• Short Line: Georgia Midland
• Regional: Buffalo & Pittsburgh

2005
• Short Line: Cedar Rapids and Iowa City
• Regional: Red River Valley & Western

2004
• Short Line: Nittany & Bald Eagle
• Regional: Wheeling & Lake Erie

2003
• Short Line: San Joaquin Valley Railroad
• Regional: Indiana Harbor Belt

2002
• Short Line: Winchester & Western
• Regional: Reading & Northern

2001
• Short Line: South Buffalo Railway
• Regional: Wisconsin & Southern

2000
• Short Line: Arkansas Midland
• Regional: Bessemer & Lake Erie

1999
• Short Line: South Central Florida Express
• Regional: Providence & Worchester

1998
• Short Line: St. Lawrence & Atlantic
• Regional: Texas-Mexican Railway

1997
• Short Line: Livonia, Avon & Lakeville
• Regional: Red River Valley & Western

1996
• Short Line: Philadelphia, Bethlehem & New England
• Regional: Bangor & Aroostook

1995
• Short Line: Cedar Rapids & Iowa City
• Regional: New England Central

The post Railway Age Names 2026 Short Line, Regional Railroads of the Year appeared first on Railway Age.

Following the Alstom “NextGen Acela” rollout and the Siemens Mobility Airo debut, Amtrak has released a video on its maintenance facility program to support “next-generation” and existing trainsets.

“Here at Amtrak, we’re building a new era of rail,” Amtrak Assistant Vice President, Railyards & Facilities Martita Mullen said in the Feb. 18 video (watch below). “Not only are we launching the new fleet, but we’re also building state-of-the-art new facilities across the network that will be here for decades to come to keep the trains running smoothly.”

The facilities program includes six “level one” and approximately 18 “level two” facilities. “The level one facilities are in our major hub locations,” Mullen said. “These are larger facilities where we’ll do more extensive maintenance, and the level two facilities are in satellite locations where we’ll be performing more minor maintenance work on the fleet.”

The level one facilities are being developed in Seattle, Wash. (King Street Yard); Boston, Mass. (Southampton Yard); Queens, N.Y. (Sunnyside Yard); Philadelphia, Pa. (Philadelphia Yard); Washington, D.C. (Ivy City Yard); and Rensselaer, N.Y.

They will “allow full trainsets to be inspected and serviced together, reducing downtime and improving efficiency,” according to Amtrak. They will also help “America’s Railroad” keep equipment “in better condition, improve operational performance, and ensure trains are ready for customers every day.”

(Screen grab from Amtrak video)

“Our vision is for the equipment to come in at the end of a revenue run, get spotted within the building, protection applied, and then all of the maintenance can be done in line with that equipment where it’s spotted,” Amtrak Senior Director Intercity Trainsets Derek Maier said in the video.

“With new trainsets and these new facilities, we can expect to see less unnecessary downtime for the equipment and more efficient maintenance,” Maier continued. “By building facilities for trainsets, we can design the equipment to not need to uncouple nearly as often as we have in the past. So what that means is more reliable intercar connections, improved gangways and transitions between the cars for passengers, improved accessibility on board. …”

The Federal Railroad Administration is playing a key role in the maintenance facility program. “The team at FRA has really been a true partner throughout the facility investment process,” Mullen said. “Not only does FRA provide us with the funding to construct these projects, but FRA has really been a great resource for our team and for Amtrak in terms of providing us with guidance and support throughout the construction process.”

Further Reading:

• OIG to Amtrak: Improved Facilities Planning Needed to Support New Trains
• Amtrak Breaks Ground on Southampton Rail Yard Modernization Project in Boston
• Amtrak and Partners to Break Ground on Ivy City Rail Yard Modernization Project in Washington, D.C.
• Amtrak Awards Three Design-Build Contracts for East Coast Rail Yard Modernization Projects
• Amtrak King Street Yard Upgrade Under Way
• Amtrak OIG: LDFR Program ‘High Risk’

(Screen grab from Amtrak video)

The post Amtrak Releases Video on Fleet Maintenance Facility Program appeared first on Railway Age.

Savage Rail is a leading U.S. rail provider with operations across the U.S. and a platform of rail assets in key markets, including along the Midwest, Gulf Coast, and Southeast corridors. The transaction, Cando says, “will accelerate the company’s U.S. expansion plans, while strengthening its existing network in Canada.” The combined company is expected to operate a coast-to-coast network of assets in North America with no geographic overlap that will include 36 railcar storage, staging, and/or transload terminals; three short-line railways; and 80 first and last mile rail service operations, as well as access to all six Class I railroads.

“The industrial rail environment is fundamentally different than a decade ago – customer supply chains are increasingly continental, and they choose partners that can support their evolving needs with greater reach and efficiency. Bringing Cando and Savage Rail together will create the leading integrated rail terminal and infrastructure company in North America to meet these needs and beyond,” said Brian Cornick, President & CEO of Cando Rail & Terminals. “By combining two highly complementary teams and capabilities with Cando’s strong financial profile, we’re creating a stronger, more resilient platform to support our customers, team members, and communities today and invest for the long term. We are excited to welcome the Savage Rail team to the Cando family.”

Combining the two businesses also aligns with Savage’s goals of growing its businesses and its people, “both by creating new opportunities for its rail services team by joining a large, rail-focused company and also by obtaining capital from the sale to invest in expanding its existing food and fuel-focused businesses,” the company said.

“This is a great opportunity for Savage Rail and Savage as a whole,” said Savage’s President and CEO Jeff Roberts. “We’re excited about the additional offerings Cando will provide for our rail services customers as a pure-play rail company as well as the investment opportunities that this sale will provide for our other businesses.”

“Combining with Cando represents a logical next step in our growth journey and the continued evolution of our rail assets. Cando shares our commitment to deliver safe, reliable rail operations at critical points in our customers’ supply chains and provides meaningful opportunities for our people,” said Mike Miller, Senior Vice President and Rail Services Leader, Savage Rail. “This combination allows us to preserve what makes our rail business special while giving our customers and teams access to broader resources and a North American platform that’s built for sustainable growth.”

The cross-continental North American footprint, the companies say, “will improve reach, efficiency, and responsiveness. Customers will gain access to a broader, more connected rail network that supports production certainty and enables faster, more efficient movement of goods. Direct connectivity to all six Class I railroads will enable Cando to work together with the Class Is to help improve customers’ ability to move product seamlessly across the continent.”

Cando and Savage are both growth-oriented organizations, “with shared histories and values, people-focused cultures, and commitment to exceptional customer service, safety, and long-term development.” The two highly compatible workforces, the companies say, will total more than 2,000 combined employees across Canada and the U.S. Cando will work closely with local leadership and management teams to ensure continuity and accountability for team members and customers.

Cando will maintain its global headquarters in Manitoba and plans to establish a new U.S. headquarters in Salt Lake City, Utah.

The addition of Savage Rail builds on Cando’s recent acquisition of its Channelview Terminal and associated rail operations located on the Houston Ship Channel. The Savage Rail transaction is Cando’s fourth acquisition in more than two years, together representing more than $1 billion in capital investment.

The transaction is anticipated to close in the second quarter of 2026, “subject to closing conditions and customary regulatory approvals.”

The post Cando to Acquire Savage Rail appeared first on Railway Age.

BNSF

BNSF announced Feb. 20 that it has reached a new five-year, collective bargaining agreement with members of the TCU intermodal group, covering members at the Class I’s Cicero, Corwith, Seattle, and Memphis intermodal facilities.

The new agreement, subject to ratification, covers 746 employees and gives covered members wage increases totaling 17.5% over five years (18.8% compounded) with retroactive pay beginning July 1, 2025, as well as accelerated enhancements in vacation and preserved health care benefits.

“This new tentative agreement reflects the vital role our TCU intermodal team members play in our operation,” said BNSF President and CEO Katie Farmer. “Open, honest collaboration is the foundation of our success, and this marks our unwavering commitment to maintaining exceptional safety and service for our customers.”

“I want to commend our bargaining committee for their efforts to secure real gains, and I’m confident this agreement moves our members forward,” said TCU/IAM National President Matt Hollis. “I also recognize the cooperation of BNSF CEO Katie Farmer and her labor relations team.  Reaching agreements for such a large number of employees isn’t always the easiest task, but I appreciate the effort of both groups who worked diligently to reach a fair agreement.”

This tentative agreement follows the same terms as the current national pattern. Ninety-five percent of BNSF’s workforce and 12 of the 13 represented unions are now covered by either ratified or tentative agreements.

NS

NS recently teamed up with its short line partner, G&W, to provide rail safety education to more than 300 Savannah–Chatham County Public School System bus drivers and monitors at Johnson High School in Savannah, Ga.

(NS via LinkedIn)

“Every day, school bus drivers help keep students safe—and they also play a key role in sharing life‑saving rail safety lessons with young riders and future drivers. By sharing tips and guidance, we’re helping communities make safer choices around railroad crossings and tracks,” NS wrote in a LinkedIn post.

“Rail safety is a shared responsibility. Through education, strong partnerships, and ongoing outreach, NS is committed to protecting the people and communities we serve, 24/7/365.”

CPKC

CPKC recently participated in Canada’s Trade Mission to Mexico and its visits to Mexico City and Monterrey.

This engagement brought together more than 370 Canadian business leaders representing 250 Canadian companies to meet with Mexican business counterparts and government officials to explore new opportunities to grow Canada-Mexico trade.

“Congratulations to Canada’s Minister for North American Trade Dominic LeBlanc, Minister of Agriculture Heath MacDonald, Canada’s Ambassador to Mexico Cameron MacKay, and the entire delegation for leading a successful and productive mission, Canada’s largest-ever trade mission,” CPKC wrote in a LinkedIn post.

CN

CN recently welcomed Canada’s Minister of Transport Steven MacKinnon to its Campus in Winnipeg, alongside Members of Parliament Doug Eyolfson and Kevin Lamoureux.

(CN via LinkedIn)

During the visit, they saw how every CN employee completes hands-on training before entering the field, including advanced simulators and immersive virtual reality that replicate real-world conditions. Programs such as Working at Heights VR place employees in realistic bridge and structure scenarios, reinforcing the importance of staying focused and properly secured when working at heights.

“By combining advanced simulation with innovative technology, we help ensure our employees are prepared to make safe decisions every day,” CN wrote in a LinkedIn post.

“Thank you to Minister MacKinnon and local MPs for the visit and continued dialogue on rail safety.”

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

California’s Great Redwood Trail Agency (GRTA) “has not satisfied the ‘heavy burden,’ Norfolk S. Ry. 2008, AB 290 (Sub-No. 286), slip op. at 5, to justify removing the MRY Line from the interstate rail network against the carrier’s wishes under the PC&N [public convenience and necessity] test,” the STB wrote in its Feb. 19 decision (download below). “The current and future potential use of the MRY Line to support rail service is enough to outweigh the public interests described by GRTA … Denial of the proposed abandonment will therefore be consistent with the Board’s duty to preserve and promote continued rail service.”

52835Download

The MRY line runs about 40 miles west to east (see map, top); at Willits, it connects to a 316-mile rail line known as the Northwestern Pacific Railroad corridor (GRTA Line), according to the STB. MRY acquired the line from California Western Railroad in 2004, and the Board noted that a tunnel located approximately three miles east of Fort Bragg has been closed since 2015, making it impossible for trains to traverse the entire length of the line. It said that the U.S. Department of Transportation in 2024 awarded MRY and its parent company, the Sierra Northern Railway, a $31.4 million Railroad Rehabilitation and Improvement Financing Loan (RRIF Loan) to finance the tunnel’s rehabilitation and certain other improvements.

While MRY operates Skunk Train excursion services between Fort Bragg and Glen Blair Junction (3.5 miles) and between Willits and Wolf Tree (16 miles), there have been no dedicated freight rail operations over its line since 2002 when Georgia-Pacific closed a Fort Bragg-based lumber mill, according to the STB. Nonetheless, the Board noted, MRY publishes a tariff for line-haul freight movements between Willits and Fort Bragg, as well as between Willits and Northspur, which is located approximately at the MRY line’s midpoint, and that MRY has occasionally performed spot moves for certain entities, transporting, for example, a milling machine by flat car for the Mendocino Land Trust and a backhoe, lumber, tools, and equipment by flat car for Camp Noyo.

According to the STB, “GRTA states that it has been directed by the State, pursuant to the Great Redwood Trail Agency Act (GRTA Act), CAL. GOV’T CODE §§ 93000-93030 (2022), to establish a long-distance recreational trail, to be known as the Great Redwood Trail, over the GRTA Line. According to GRTA, it owns the property underlying the GRTA Line from milepost 295.5 near Arcata, Cal., to milepost 63.4, located between Schellville and Napa Junction, Cal. GRTA explains that the GRTA Act expressly directs it to railbank and establish interim trail use on the GRTA Line pursuant to the National Trails System Act (Trails Act).”

The northern portion of the GRTA Line, between Eureka, Cal., and Willits, has already been authorized for abandonment by the STB and railbanked under the Trails Act, the Board wrote in its decision, and “GRTA states that it wants to seek abandonment authority for the middle portion of the GRTA Line, between the Sonoma County/Mendocino County border at milepost 89, and Willits, at milepost 139.5 (the Middle Portion), so that it can then railbank and establish interim trail use over this segment as well. GRTA states that the Middle Portion has not supported freight or passenger rail traffic in over 25 years: it has been under a Federal Railroad Administration (FRA) embargo since 1998 and ‘has not been returned to serviceable condition since [then] because of the overwhelming expense to rehabilitate it, the lack of any need for rail service on it, and the instability and flooding of the land in the right-of-way.’ But GRTA argues that it could not obtain abandonment authorization and implement the GRTA Act’s railbanking directive because a Board order authorizing the abandonment of the Middle Portion, a necessary step under the Board’s railbanking regulations, would authorize GRTA to ‘strand’ or disconnect the MRY Line from the interstate rail network, contrary to Board policy.” The STB noted that the MRY line’s connection with the Middle Portion of the GRTA Line at Willits “is its only physical connection to the interstate rail network.”

“For this reason, GRTA states that it filed the current application for adverse abandonment of the MRY Line to remove it from the interstate rail network so that GRTA can subsequently seek abandonment and railbanking authority for the Middle Portion of the GRTA Line,” the STB said. “According to GRTA, adverse abandonment is warranted because there is no present or future need for Board-regulated rail service on the MRY Line. Specifically, GRTA states that no interstate rail shipments have originated or terminated on the line since it was purchased out of bankruptcy by MRY in 2004, and that MRY has not identified a business interested in future interstate rail shipments on the MRY Line. GRTA suggests that any movement on the MRY Line necessarily must be intrastate, and thus ‘not subject to STB jurisdiction,’ because the MRY Line is no longer connected to the interstate freight rail system by virtue of the Middle Portion being embargoed and inoperable.”

The STB “has exclusive and plenary jurisdiction over rail line abandonments in order to protect the public from an unnecessary discontinuance, cessation, interruption, or obstruction of available rail service,” it explained, noting that the “standard that applies to any application for authority to abandon or discontinue a line of railroad, including in the third-party, or adverse (involuntary), abandonment context, is whether the present or future public convenience and necessity (PC&N) require or permit the proposed abandonment or discontinuance.” In making the PC&N finding, the STB said, “the statute requires the Board to ‘consider whether the abandonment or discontinuance will have a serious, adverse impact on rural and community development.’ The Board must also take into consideration, when making a PC&N determination, the goals of the Rail Transportation Policy (RTP) … and the ‘competing benefits and burdens of abandonment or discontinuance on all interested parties, including the railroad, the shippers on the line, the communities involved, and interstate commerce generally.’”

“GRTA has not established that the PC&N require or permit adverse abandonment,” the STB said. “Because MRY, which holds the common carrier obligation over the MRY Line, opposes abandonment, GRTA carries a ‘heavy burden’ … to make the required PC&N showing. GRTA has failed to meet its burden. First, MRY has put forth persuasive evidence that there is a potential for continued freight service on the MRY Line: portions of the MRY Line are operable (and operating), and MRY has taken significant steps to make the entire line operable; MRY holds itself out as a common carrier, including by publishing a tariff, and has provided occasional freight rail service; and MRY has taken reasonable steps to secure regular freight traffic once the line becomes fully operational. Second, GRTA has not overcome this ‘near dispositive’ factor. GRTA’s stated reason for seeking the adverse abandonment of the MRY Line—to facilitate development of a recreational trail on an adjacent rail corridor—is not sufficient to overcome the potential for continued spot moves and future regular service on the MRY Line, even assuming that trail and rail uses were incompatible. Moreover, nothing in the record indicates that there is such incompatibility for the Middle Portion of the GRTA Line. Indeed, no facts in the record suggest that the development of a recreational trail within the GRTA Line’s right-of-way would not be possible, provided doing so would not interfere with future rail service. Such dual use, however, would not take place under the auspices of the Board’s Trails Act regulations because, due to the Board’s precedent against stranded rail segments, the Board will not authorize abandonment of the Middle Portion while the MRY Line remains within the Board’s jurisdiction.”

Board Members Patrick Fuchs (Chairman), Karen Hedlund, and Michelle Schultz were in agreement, with Fuchs and Hedlund concurring in separate expressions.

“While I join today’s [Feb. 19] opinion, I write separately to focus on a potential solution to one of the driving issues in this case,” Hedlund wrote. “GRTA is statutorily charged with railbanking the Middle Portion of its line but is functionally prevented from doing so by the Board’s ‘stranded segment’ doctrine, which currently prohibits us from authorizing abandonment of a line where it would result in another line (here, MRY’s) becoming jurisdictionally disconnected from the interstate rail network. However, as was noted in the R.J. Corman case, slip op. at 7 (now-Chair Fuchs and now-Vice Chair Schultz concurring), nothing in the Trails Act requires that our implementing regulations be tied to a line’s abandonment, which could be altered to allow for railbanking upon a grant of discontinuance authority. In fact, just such a change has been proposed by the U.S. Department of Justice in EP 777, which is currently pending. See supra, n.21. I encourage the Board to explore ideas that could avoid application of the stranded segment doctrine in situations such as this and provide a path forward for GRTA to railbank the Middle Portion of its line despite our denial of its request for adverse abandonment in this case.”

Fuchs commented: “I write separately to emphasize Member Hedlund’s insights regarding potential reforms to the Board’s railbanking/interim trail use regulations. … Exploring ideas that allow railbanking/interim trail use via the Board’s discontinuance authority could provide rail carriers and prospective trail sponsors with additional, lower-burden options for mutually agreeable solutions to preserve established railroad rights-of-way, promote network connectivity, and encourage the establishment of appropriate trails. I intend for the Board to consider, in the near future, the petition in Docket No. EP 777 addressing potential reforms.”

“We appreciate the Board’s thoughtful review,” MRY President and CEO Robert Jason Pinoli said in a Feb. 20 statement. “Our focus now is simple: protect the corridor, continue investing in it, and work constructively with regional partners on long-term solutions.”

“The Board’s decision does not prevent trail development,” according to MRY. “Instead, it makes clear that recreational trail use can coexist with rail service where properly planned.” MRY said it is now calling for “renewed collaboration with the Great Redwood Trail Agency to pursue a coordinated rail-and-trail approach that serves both transportation and recreation goals.”

“We respect the GRTA’s vision,” Pinoli concluded. “Rail corridors are uniquely valuable because they can serve multiple public purposes. We are prepared to work together on a solution that preserves freight access, maintains passenger service, and expands trail opportunities for the community.”

MRY noted that it has “extensive experience developing and maintaining rail-with-trail projects in California and owns the specialized equipment required to build and steward trail infrastructure responsibly.”

To view the 2024 GRTA application for adverse abandonment, click here.

The post STB Denies California Adverse Abandonment Request appeared first on Railway Age.

Sound Transit

On Feb. 23, ORCA is launching a new Tap to Pay feature allowing Sound Transit riders to use credit and debit cards, and digital wallets, to pay for transit across the Puget Sound region.

Riders simply tap their contactless Visa, Mastercard, Discover® Network, or American Express credit or debit cards, or cards in digital wallets, using Apple Pay, Google Pay, or Samsung Pay to ride. This new feature, Sound Transit says, “expands access to public transportation and supports seamless travel experiences for both daily riders and visitors alike.”

This new feature also comes as Seattle and the Puget Sound region prepare to host several large events in 2026. With many international visitors expected to travel across the region, Sound Transit says Tap to Pay “simplifies transit and aligns with global expectations for convenient payment options.”

“Making transit an easier choice is fundamental to everything we do at Sound Transit,” said Sound Transit CEO Dow Constantine. “Adding Tap to Pay as a fare option increases rider convenience and helps occasional riders get on board.”

 “Adding Tap to Pay is a major step forward in how our region moves people and delivers on our commitment to making Puget Sound a modern, transit-friendly destination,” said Christina O’Claire, ORCA Joint Board Chair and King County Metro Mobility Division Director. “By giving visitors the ability to tap and ride using the cards they already carry, ORCA is removing barriers and creating a welcoming and inclusive transit experience. This launch ensures our regional transit system is easy to use and benefits both residents and the global community we’re preparing to host.”

More information is available here.

Calgary Transit

Calgary Transit is incorporating modern sensors on its CTrain fleet “to ensure more accurate ridership estimates,” according to a Calgary Herald report.

According to the report, the agency said it has implemented automated passenger counting (APC) technology on 70% of its LRT vehicles, a percentage that, it says, “will increase as older trains are replaced with newer ones.”

“Info from the automated sensors will put Calgary Transit in a better position to make data-driven decisions in terms of planning and service delivery,” according to a city news release and as reported by the Calgary Herald.

This industry-leading technology, which has been used on Calgary’s bus fleet since 2023, consists of automated sensors that are installed at each door of the vehicle “to accurately capture when people board.”

The data, according to the Calgary Herald, “will help show ridership trends over the course of weeks, months and years,” which the news release states “can support fleet deployment that more closely reflects passengers’ needs.”

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

STV

New York City-based STV on Feb. 19 reported launching a 2026-28 strategic plan that outlines how it will “sharpen its focus, expand in high-growth markets and geographies, and evolve how it delivers value to clients as infrastructure demands continue to accelerate across North America.”

The new plan builds on the 2023–2025 strategy, according to the firm that advises, plans, designs, engineers, and delivers projects in the transportation, buildings, water and facilities sectors. It also reflects “the changing infrastructure landscape, including rising power demand, supply chain reorganization and changing expectations on infrastructure-focused professional services companies,” STV reported.

The plan is said to center on the following strategic priorities:

• “Expand STV’s Business by focusing growth in high-demand markets and geographies, developing capabilities in power services and strengthening private-sector client relationships.
• “Elevate STV’s People by investing in training and skills that prepare team members to solve complex challenges now and for the future.
• “Evolve STV’s Operations through harnessing technology, refining project delivery methods and accelerating schedules.”

For more on the plan and how it will help position STV, read CEO Greg Kelly’s commentary here.

Separately, the firm earlier this month appointed Jerry Jannetti as President of Transportation South.

Further Reading:

• STV Launches ‘Revamped’ Advisory Services Practice
• STV Opens Jacksonville Office
• Valley Metro Selects STV to Assess Environmental Design Across Rail System

Brandt (Courtesy of Brandt)

Brandt on Feb. 18 reported teaming with On-Site Services to help improve rail operator access to parts and service for Brandt R5 Power Unit railcar movers across the continental U.S.

Based in Fort Worth, Tex., On-Site Services is a nationwide mobile maintenance provider for Class I and II railroads, as well as the gas, oil, and utility industries. The company’s mobile repair “minimizes downtime for operators and provides service to remote locations and on machines that are too difficult to transport for repair,” according to Brandt, which is headquartered in Regina, Saskatchewan, and services markets in Canada, the United States, Europe, Australia, New Zealand, and Asia.

“We’re excited to partner with On-Site Services to back our industry-leading R5 Power Units with service that comes right to operators, wherever they’re located,” said Russell Solomon, Brandt Director of Sales-US-Wholegoods-Sales. “Brandt and On-Site are a great partnership, because we share a commitment to maintenance, safety, and customer service.”

“We’ve enjoyed working on Brandt Power Units for more than 15 years—from the very first models to the R5s,” said Jeremy Thompson, General Manager of On-Site Services. “With the intertwining of our customer base, partnering with Brandt just makes sense.”

Further Reading:

• On the Rocks
• Brandt Expands Material Handling Division Across Canada
• Brandt Shows R5 Power Unit on Exhibition Floor

The post Supply Side: STV, Brandt appeared first on Railway Age.

CSX (Courtesy of CSX)

Through its Responder Incident Training (RIT) program, CSX in 2025 completed 75 training sessions and equipped 5,645 first responders with the skills and knowledge needed to handle railroad-related emergencies, the Class I railroad recently reported, sharing a specially produced video (see above).

The RIT program “provides first responders, emergency managers, and public safety officials with hands-on experience and critical insights into rail incident response,” according to CSX. Training is said to focus on rail equipment familiarization, hazardous materials awareness, and coordinated emergency response, which fosters “stronger preparedness and collaboration at the local level.”

The railroad in 2025 it introduced a training locomotive, described as “a dedicated asset that provides first responders with realistic, hands-on learning opportunities.” The unit is said to help users better understand “locomotive systems and the challenges of incident response.”

“Safety is at the core of everything we do at CSX,” CSX Director of Hazardous Materials Joe Taylor said. “Through the RIT program, we’re proud to share our expertise and work alongside first responders to ensure they are well-prepared to protect their communities, our employees, and our network in the event of a rail emergency.”

In a related development, CSX TRANSFLO and the Beauharnois Fire Department recently held an emergency response drill in Quebec (see social media post below).

CSX TRANSFLO & the Beauharnois Fire Department teamed up for an emergency response drill in #Quebec. The exercise focused on enhancing #safety procedures & collaboration with local #FirstResponders, underscoring our commitment to protecting our employees, customers, &… pic.twitter.com/0oomK1YIQ4

— CSX (@CSX) February 18, 2026 Further Reading:

• For CSX, $670MM Power Upgrade Order
• CSX 4Q, Full-Year ’25: ‘Challenging Year’

BNSF The Hager City grain terminal in Wisconsin. (Courtesy of BNSF)

“Despite a year of unusual market dynamics,” BNSF’s agriculture business—from field crops to fertilizer to renewable fuels—wrapped up 2025 “with some notable achievements,” the railroad recently reported in the Rail Talk section of its website.

Corn volumes reached an “all-time annual record” and were the most since 2018, according to BNSF. “All-time annual volume records” were also broken for oil seeds/meals and ethanol.

However, “[n]o one could have predicted the trade situation that unfolded in 2025, especially with soybeans,” noted the railroad, which transports them annually from the heart of America to Pacific Northwest (PNW) export facilities. “For five consecutive months, no soybeans were exported from the U.S. to China, the world’s largest market. That hasn’t happened in at least three decades.”

While 2025 “was another great year for soybean production,” BNSF Assistant Vice President of Ag Products Marketing Matt White said, “without demand for soybean exports out of the PNW, the market needed to pivot on where soybeans needed to be shipped.”

Soybean export demand moved to the Gulf, according to the railroad, which shifted “a significant number” of shuttle trains south to the Gulf ports in September and October.

“Shout out to our operations team for handling these additional trains,” said Angela Caddell, BNSF Group Vice President of the Agricultural and Energy Business Unit. “This is way beyond what they would typically move, but they stepped up and handled the challenge extremely well.”

According to BNSF, PNW export demand resumed in late fall, and the railroad posted the highest number of PNW export deliveries in November and December since 2020.

(Courtesy of BNSF)

BNSF also reported that more than a dozen new facilities opened along its lines in 2025. Among them:

• In Hager City, Wis., “[a] former rail-loading frac sand site was transformed into a rail-loading grain terminal, offering producers year-round access to our extensive network,” the railroad reported. “Operations began last spring, enabling ALCIVIA, a member-owned agricultural and energy co-op, to move grain even during winter months when other terminals are closed.”
• “In July, Central Valley Ag opened a new facility [in Courtland, Kans.] that includes a 3.5-million-gallon fertilizer plant and a grain shuttle with direct access to our rail network,” BNSF said.
• USD Clean Fuels in San Bernardino, Calif., in January 2025 opened a facility that handles renewable diesel, biodiesel and E85.

Further Reading:

• Delivering on Our Service Promise: 2025 One of BNSF’s Best Years
• For BNSF, a $3.6B Capital Plan

CPKC (Screen grab from CPKC video)

CPKC recently reported via social media that it is actively testing B20 biofuels in its locomotive operations. Ten AC4400s, powered in part by “plant-based fuel,” are running in the coal loop near Golden, B.C., it said.

“Since launching our pilot in 2023, these locomotives have completed over 2,750 fueling events and have used more than 25.5 million liters of B20,” according to CPKC.

The railroad, in early 2025, published a climate mileposts report (download below) that highlighted the British Columbia pilot, saying that it had successfully conducted “more than 1,100 fueling events” in 2024. “This initiative,” it said, “in cooperation with the broader rail industry, aims to validate the operational impacts of using advanced renewable biofuel blends.”

CPKC-Climate-MilepostsDownload

The report also noted that CPKC is “[m]aking significant strides with our pioneering Hydrogen Locomotive Program, which has swiftly progressed from initial movement trials to recording more than 6,000 miles in freight service testing by the end of 2024”; and is “[d]oubling the size of our hydrogen test fleet in early 2025 to include three additional locomotives and an added tender car; then adding further to this test fleet with four more locomotives planned for later in 2025.” (For more on the hydrogen program, read: CPKC Hydrogen Locomotive Program Creating Innovative GHG-Reduction Solutions.)

In January 2026, CPKC announced that having completed the purchase of 100 Wabtec Evolution Series ET44AC Tier 4 locomotives, it expects to take delivery of an additional 70 this year. The Class I also said it expects to take delivery in second-half 2026 of 30 new Progress Rail EMD® SD70ACe-T4 Tier 4 locomotives; they are part of an order for 65.

Further Reading:

• Reaching 10% Renewable Fuel in 2024 for CN’s Locomotive Fleet
• UP: Putting Biofuels to the Test

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

Marcus “Marc” J. Molinaro, confirmed last summer as the Federal Transit Administration’s (FTA) 16th Administrator, is stepping down Feb. 20.

He reported his decision on X, the social media platform formerly known as Twitter:

After a record-breaking year working with @realDonaldTrump & @SecDuffy, my last day with the administration will be Friday, February 20th. I’m coming home to be closer to my family and get back into the fight. New York is being run into the ground. Stay tuned!

— Marc Molinaro (@MarcMolinaro) February 13, 2026

Molinaro, who previously served as U.S. Representative for New York’s 19th congressional district (2023-25), was nominated by POTUS 47 in February 2025 for the top FTA job. The U.S. Senate Banking, Housing, and Urban Affairs Committee advanced his nomination in April for full Senate consideration. Molinaro succeeded Nuria Fernandez, who retired Feb. 24, 2024.

A member of the Republican Party, Molinaro was first elected to public office at the age of 18 in 1994, serving on the Village of Tivoli, N.Y., Board of Trustees. In 1995, he became the youngest mayor in the United States. He was re-elected as Tivoli Mayor five times. Simultaneously, he served four terms in the Dutchess County Legislature. From 2006 to 2011, Molinaro represented the 103rd District in the New York State Assembly, where he served as Assistant Minority Leader Pro Tempore. In 2011, he was elected Dutchess County Executive, a position he held for three terms. In 2023, he stepped down from this role following his election to Congress. Molinaro is a graduate of Dutchess Community College.

Now, after less than a year, he will leave the POTUS 47 Administration “to run for a backbench seat among the Republican minority in the New York State Assembly, according to four people directly familiar with his plans,” The New York Times reported Feb. 13. “The potential move from a position that oversees a staff of more than 600 to an office with about six aides is highly unusual in the world of politics, where ambition typically leads in only one direction, up.

“Prominent leaders on the right in New York said on Friday [Feb. 13] that they were baffled by the decision, which was first reported by Politico, particularly given the fact that Mr. Molinaro, 50, had graduated from the Assembly to higher office 15 years ago.”

According to the Times, Molinaro “did not directly comment on his political future, but late Friday [Feb. 13] he posted on X to say he would leave the [POTUS 47] administration next week to ‘get back into the fight.’”

The newspaper said that “[p]eople familiar with Mr. Molinaro’s thinking said that his reasons for leaving the [POTUS 47] administration were mostly personal. After a lifetime in elected office, he missed having his own constituency. They also said the commute from his home in the Hudson Valley to Washington had been difficult for his family. … They stressed that Mr. Molinaro, who had been a relative moderate during his one term in Congress, was not leaving because of disagreements with [POTUS 47] or his administration.”

The Times noted that the “people in question were not authorized to speak publicly about Mr. Molinaro’s plans because he remained a federal employee, subject to Hatch Act restrictions on partisan political activity.”

Further Reading:

• Rail Emissions Regulation on Wrong Track

The post FTA Administrator Molinaro Stepping Down appeared first on Railway Age.

Metrolinx

Construction is now under way along the entire Ontario Line, which when complete will be a 9.7-mile (15.6-kilometer), 15-station stand-alone subway, the Ontario government reported Feb. 18. Ground has been officially broken for the 1.8 miles (3 kilometers) of elevated guideway and four stations (Don Valley, Flemingdon Park, Thorncliffe Park, and Cosburn) in Toronto’s east end (see map, top). This section will carry Ontario Line trains up to 15 yards (14 meters) above street level, starting at the west end of Overlea Boulevard in Thorncliffe Park and running north to Don Valley Station at Don Mills Road and Eglinton Avenue East. The Cosburn Station will connect riders across the city to Toronto’s Pape Village neighborhood for the first time.

The Ontario Line is being delivered through several procurement contracts:

1. Rolling Stock, Systems, Operations and Maintenance (RSSOM)
2. Southern Civil, Stations and Tunnel
3. Pape Tunnel and Underground Stations
4. Elevated Guideway and Stations

Ground was broken in October 2024 on two bridges over the Don Valley and in July 2024 on the Pape Station. (For more project details, download report below.)

Item_10.2_-_CPG_Rapid_Transit_Update_-_FINAL_ENG_MxDownload

The Ontario Line will offer connections to more than 40 other transit services, such as TTC’s Line 1 and Line 2, three GO Transit rail lines, and the Eglinton Crosstown LRT. It will support almost 390,000 daily boardings and reduce travel times from Thorncliffe Park to downtown Toronto from 40 minutes today to 25 minutes, according to the government, and during peak periods like the morning rush hour, it will reduce crowding by up to 15% on the busiest stretch of TTC’s Line 1 between Bloor-Yonge and Wellesley.

“Advancing construction of the Ontario Line’s elevated guideway and four new stations means we are another step closer to enhancing connection and productivity in our nation’s largest city,” said Julie Dabrusin, Minister of the Environment, Climate Change and Nature and Member of Parliament for Toronto-Danforth, on behalf of Gregor Robertson, Minister of Housing and Infrastructure and Minister responsible for Pacific Economic Development Canada.

“With partners selected to deliver on all the project’s contracts and work under way across all parts of the Ontario Line, we are making significant progress in bringing more transit options to commuters,” Metrolinx President and CEO Phil Verster said. “From end to end, the Ontario Line will cut transit journey times by more than half, going from 70 minutes to less than 30 minutes.”

HART (Courtesy of Hitachi Rail)

“The Honolulu City Council voted Wednesday [Feb. 18] to move forward with studies examining potential future expansions of the city’s rail system, including a route that could eventually reach the University of Hawaii at Manoa,” Hawaii News Now reported. “Council members approved Bill 60 on an 8–1 vote, directing the Honolulu Authority for Rapid Transportation to begin preliminary engineering and feasibility work on possible extensions of Skyline.”

According to the media outlet, the studies will explore stops west of the current alignment (see map below) and a “branch from Kakaako to UH Manoa, as well as other destinations including Waikiki.” It noted that neither construction funding nor a timeline was approved.

The initial operating segment of Honolulu’s 20-mile, 21-station autonomous (driverless) Skyline, the first urban rail transit GoA4 (Grade of Automation) system in operation in the United States, opened for revenue service in 2023. (Courtesy of HART)

HART told Nexstar Media Group’s KHON 2 that “as part of the planning process, private partnerships to help build future extensions will likely be explored.”

Skyline’s first segment opened in June 2023. It included nine stations and 10.75 miles of guideway. Segment 2 opened in October 2025. Segment 3 is expected to wrap up in 2030.

LACMTA Economic-Impact-Report-Claremont-Extension-on-LA-County-EconomyDownload

The Foothill Gold Line Construction Authority (Construction Authority) on Feb. 18 released a report prepared by Kleinhenz Economics, detailing the economic benefits that are expected to result from the upcoming construction and operation of the 2.3-mile Claremont extension of the Metro A Line. (See report above; see map with extension between Pomona and Claremont below). The report quantifies the economic impact within Los Angeles County from the initial capital investment to build the light rail extension, including jobs created, economic output, labor income, and tax revenues at the county, state, and federal levels, as well as the ongoing economic benefits to the county once revenue service begins.

The LACMTA Foothill Gold Line light rail project includes a 2.3-mile Pomona to Claremont extension (Courtesy of the Foothill Gold Line Construction Authority)

“As highlighted in the report, during the seven-year design and construction phase alone (2026 to 2032), the project will generate more than $1.13 billion in economic output, support more than 4,700 jobs and produce more than $481 million in labor income,” the Construction Authority said. “Workers will see an average annual income of $101,000. Furthermore, construction activity is estimated to generate more than $154 million in tax revenues, including more than $20 million in revenues for Los Angeles County. In short, for every $1 million spent during the next seven years of final design and construction, the project will generate $1.6 million in total economic output for the region.”

Once revenue service begins, the ongoing operations will continue to generate return on investment for the county, according to the Construction Authority. “The report found that for every $1 million spent operating the extension, the project will generate $7.6 million in total economic output for Los Angeles County, driven by effects across the supply chain and from household spending,” it said.

According to the Kleinhenz Economics report, the seven-year construction phase for the Claremont extension, which includes both final design and construction activities, “involves total costs of $798 million. Of that total, $692.2 million in spending on planning and design, real estate transactions costs, construction management, and direct construction costs will enter the Los Angeles County economy as direct expenditures over the time period between 2026 and 2032. The remaining $105.8 million includes railcar purchases of $32 million to be spent outside the area, and $73.8 million in real estate purchases. The former is treated as a leakage from the local economy while the latter is treated as an asset transfer, and as such, both are omitted from the construction portion of the economic impact analysis.” (Courtesy of Kleinhenz)

“Under an 8-minute headway scenario during the first three years of operations (2032 to 2034) alone, the project is estimated to generate nearly $460 million in economic output, support nearly 1,200 annual jobs and produce more than $490 million in labor income,” the Construction Authority continued. “The average annual wage for supported jobs is estimated at $137,000, which, like the average annual wage during construction, is significantly higher than the county’s median earnings. More than $123 million in total tax revenues will be generated in the first three years of operations, with Los Angeles County receiving approximately $22 million of that total. A 5-minute headway scenario studied in the report saw an even greater return on investment across the same measurements.”

Construction Authority CEO Habib F. Balian commented: “The study confirms what we have always seen throughout the various extensions of the Metro A Line from Los Angeles through the San Gabriel Valley—that the return on investment from the project is significant. The long-term economic effect of the Claremont Extension will go far beyond what is included in this report; it will change where families decide to set down roots, where businesses locate and invest and how and where jobs are created.”

The Construction Authority noted that the report does not capture Metro A Line riders spending around the stations, the project serving as a catalyst for transit-oriented development near the rail line, the economic activity generated by residents and businesses at these new developments, and the environmental and public health benefits from reduced traffic congestion and vehicle emissions.

Separately, Parsons Transportation Group last month landed a design and engineering services contract for the Claremont Extension.

Service on the Metro A Line’s Glendora-to-Pomona extension began last fall.

SEPTA (Courtesy of SEPTA)

In January 2026, SEPTA’s system-wide ridership—including regional rail, buses, trolleys, subways and high-speed line—was up 1% or 8,627 unlinked trips from January 2025, the transit agency reported Feb. 18. 

Average daily ridership was 714,475 unlinked passenger trips across all modes, it said. This was up 3% from December 2025, which saw average daily ridership of 693,261 unlinked passenger trips across all modes; November and October saw 756,672 and 779,701 unlinked passenger trips across all modes, respectively.

According to SEPTA, January’s ridership gains were driven by bus. Bus ridership increased by 4% or 13,378 unlinked trips per weekday compared to this time last year, it noted. Saturday and Sunday ridership declined in January due to winter weather including accumulating snowfall during the weekend of Jan. 17-18 and Jan. 24-25.

Metro ridership declined by approximately 1% or 2,010 trips per day relative to this time last year, according to SEPTA. This is primarily driven by a decline in trolley ridership because of service interruptions on both the T and D. Trolley ridership is down 16% or 8,825 trips per weekday relative to this time last year, it noted, but ridership on the B and L is up by 4% or 6,815 average weekday trips.

Regional Rail ridership declined by 4% or 2,840 trips per day relative to this time last year due to the Silverliner IV car shortage, the winter storm, and extreme cold temperatures, according to SEPTA.

Further Reading:

• PennDOT: $219.9MM to Support SEPTA Safety Upgrades, Infrastructure Improvements
• Report: SEPTA Working to Boost Regional Rail Capacity
• NTSB Recommends Sidelining SEPTA Silverliner IVs

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

The new 125,000-square-foot headquarters, which spans across 5.5 floors and will be the base for 1,100 Hitachi Rail employees and 100 paid interns, hosts the company’s Global Communications-Based Train Control (CBTC) Competence Center, which, Hitachi Rail says, “provides the engineering and technical expertise around the world.” This new announcement builds on a C$100 million commitment to develop SelTrac G9, “the next generation of cutting-edge rail signaling technology” from this new office.

According to Hitachi Rail, the new CBTC technology will integrate AI and 5G “to deliver smarter, more efficient, and more sustainable subway systems.” For transit operators around the world, SelTrac G9, the company says, “will translate to lower operating costs, improved reliability, increased capacity and better journeys for passengers.” For example, its resignaling of four London Underground lines led to a 33% increase in peak passenger capacity.

As a LEED Silver and BOMA-certified building, the choice for the new headquarters, the company says, “reflects Hitachi Rail’s commitment to operating in environmentally friendly sites, in addition to providing sustainable rail solutions.” The company says it is also prioritizing employee well-being by offering a gym, daycare and EV charging stations.

The new office, which is located in Consilium Place in Toronto’s Scarborough district and scheduled to open officially in summer 2026, “boosts Toronto’s position as a hub for tech jobs and reinforces Canada’s status as a growing leader in rail technology,” the company noted. “The investment underlines Hitachi Rail’s long-term commitment to Ontario and its position as the only Canadian domestic signaling provider.”

Hitachi Rail Canada COO Arnaud Besse

“This C$30m investment reinforces our commitment to Ontario and builds on our rail technology leadership in Canada,” said Hitachi Rail Canada Chief Operating Officer Arnaud Besse. “Our new state-of-the-art office will attract the next generation of new tech talent to Hitachi Rail. It will also be the hub for the next generation signaling technology that will increase capacity, improve reliability and reduce costs for transit systems around the world.”

Hitachi Rail’s signaling business, centered in Toronto for almost 50 years, has brought billions of dollars into the Canadian economy by exporting its Seltrac CBTC systems to more than 100 metros in 40 cities globally, the company noted.

The company is also supporting the next generation of rail expertise through partnerships with post-secondary institutions. In 2025, Hitachi Rail signed an MoU with Ontario Tech University, to the development and direction of a first-of-its-kind Railway Engineering Specialization.

The post Hitachi Rail Invests C$30MM in New Canadian Headquarters appeared first on Railway Age.

Iowa Interstate Railroad (IAIS) has released a documentary offering an inside look at its evolution—from the “challenging early years,” the Railroad Development Corporation (RDC)-owned Class II said on social media, “to its growth into a vital Midwestern freight corridor connecting Iowa and Illinois with the national rail network.”

Through archival footage, newly recorded interviews, and “on‑the‑rail action” scenes, “Revival and Redemption: Iowa Interstate at 40” pays tribute to the people who shaped the railroad, which celebrated 40 years of service in 2024 and was named Railway Age’s Regional of the Year in 2025. (Scroll down to watch the nearly 35-minute film, produced by Streamliner Media.)

IAIS was established in 1984 on former Chicago, Rock Island & Pacific Railroad tracks between Chicago and Omaha four years after the Rock Island shut down. The railroad was originally a partnership with Heartland Rail Corporation, which purchased the right-of-way and infrastructure for $31 million, $15 million of which was an Iowa Railway Finance Authority loan, and then leased to IAIS. RDC acquired IAIS from Heartland in 2003.

IAIS Map (Courtesy of IAIS)

IAIS is now a multi-generational family-owned and Cedar Rapids-based railroad operating a system of more than 570 miles in the Midwest region between Chicago, Peoria, and the Omaha areas (see map above). It is one of the only Class II’s in the country that interchanges with all six Class I’s. In 2020, RDC formed a partnership with iCON Infrastructure “to reinforce their strategy of leveraging the unique IAIS footprint as a platform for growth,” it said.

Highlights of the new documentary include:

• “Rare footage of the railroad’s early years and the historic Rock Island Railroad lines it inherited.
• “A feature showcasing IAIS’s Chinese-built QJ 2-10-2 steam locomotives, which have become icons in the railroad preservation community.
• “A look at IAIS’s role in supporting Midwest agriculture, manufacturing, and international trade via connections to all Class I railroads and intermodal gateways.
• “Forward-looking insights into how IAIS is preparing for its next 40 years, including infrastructure upgrades, technology investments, and sustainable operations.”

(Screen grab from “Revival and Redemption: Iowa Interstate at 40”)

“This documentary is not just about trains—it’s about resilience,” IAIS Chairman Henry Posner III said in the Feb. 13 announcement of the film’s release. “The Iowa Interstate Railroad represents what can happen when local leadership, passionate employees, and strong communities come together to preserve and enhance an essential transportation link.”

“IAIS being the thriving, critical link it is as part of North America’s freight rail network today is a story all on its own,” IAIS President Joe Parsons added. “However, when you consider its entire history from the beginning, including the many dedicated leaders and employees who never abandoned the ship, it is a fascinating look at how a once dead railroad overcame all odds in the post-Staggers era of railroading.”

“As I learned more about the history of the Iowa Interstate Railroad from past and present employees, it became clear how much determination, innovation, and teamwork was required to build the railroad into what it is today,” noted Nicholas Ozorak, owner of Streamliner Media and director of the film. “I greatly appreciated working with Railroad Development Corporation and the Iowa Interstate Railroad team to share this story with a wider audience.”

(Courtesy of IAIS)

The post Watch: IAIS Celebrates ‘Revival and Redemption’ appeared first on Railway Age.

“2025 was an exceptional year for GATX, highlighted by strong financial results and the announcement of our largest-ever railcar acquisition,” the operating lease portfolio of Wells Fargo in partnership with Brookfield Infrastructure, GATX Corporation President and CEO Robert C. Lyons said in a fourth-quarter and full-year 2025 financial report on Feb. 19. “Despite unpredictable economic conditions and challenging macro factors, earnings per diluted share, excluding tax adjustments and other items, increased 11.0% versus the prior year, and our return on equity exceeded 12.0%.” He noted that “demand for existing railcars remains solid” for the Rail North America division and the Rail International division “performed in line with expectations.” The Chicago-based railcar lessor initiated 2026 earnings guidance of $9.50-$10.10 per diluted share.

GATX President and CEO Robert C. Lyons (GATX Photograph)

For GATX, 2025 fourth-quarter net income came in at $97.0 million or $2.66 per diluted share, compared to the prior-year quarter’s net income of $76.5 million or $2.10 per diluted share. The 2025 and 2024 fourth-quarter results, the company reported, include net positive impacts of $0.22 per diluted share and $0.17 per diluted share, respectively, from tax adjustments and other items.

According to GATX, net income for full-year 2025 was $333.3 million or $9.12 per diluted share, compared to $284.2 million or $7.78 per diluted share in 2024. The full-year 2025 results, it noted, include a net positive impact of $0.37 per diluted share from tax adjustments and other items. Also, the full-year 2024 results include a net negative impact of $0.11 per diluted share from tax adjustments and other items.

Through its joint venture with Brookfield Infrastructure, Robert Lyons reported that GATX invested more than $1.3 billion “in attractive, long-lived assets, further strengthening our global leasing platforms and providing a strong foundation for future earnings growth and value creation.”

The initial joint venture equity ownership is GATX (30%) and Brookfield Infrastructure (70%), with GATX having the option to acquire 100% of the joint venture equity over time, the companies reported last year. Together they acquired approximately 101,000 railcars from Wells Fargo for about $4.2 billion when the deal closed Jan. 1, 2026.

“We are integrating the fleet into our industry-leading railcar leasing platform in North America, which will enable us to better serve customers while leveraging our operational and commercial expertise,” Lyons said. “Our expanded fleet will also provide substantial remarketing opportunities in the years ahead.”

(GATX Photograph) RAIL NORTH AMERICA

Profit at GATX’s Rail North America segment was $95.7 million in fourth-quarter 2025, vs. $84.5 million in fourth-quarter 2024. For full-year 2025, the segment had a profit of $351.8 million, compared to $356.0 million in 2024. “Higher segment profit in the fourth quarter of 2025 was driven by higher gains on asset dispositions and higher lease revenue, partially offset by higher maintenance expense,” the company said. “For the full-year 2025, higher lease revenue was offset by higher maintenance and interest expenses, resulting in lower segment profit compared to the prior year.”

As of Dec. 31, 2025, Rail North America’s wholly owned fleet comprised approximately 107,600 cars, including some 7,000 boxcars. The following fleet statistics and performance discussion exclude the boxcar fleet, GATX said. Fleet utilization came in at 99.0% at the end of fourth-quarter 2025, vs. 98.9% at the end of third-quarter 2025 and 99.1% at year-end 2024. During fourth-quarter 2025, the renewal lease rate change of the GATX Lease Price Index (LPI) was 21.9%. This compares to 22.8% in third-quarter 2025 and 26.7% in fourth-quarter 2024. The average lease renewal term for railcars included in the LPI during fourth-quarter 2025 was 58 months, vs. 60 months in third-quarter 2025 and 60 months in fourth-quarter 2024. The fourth-quarter 2025 renewal success rate was 91.4%, vs. 87.1% in third-quarter 2025 and 89.1% in fourth-quarter 2024. For full-year 2025, asset remarketing income came in at $117.0 million and total investment volume was $644.1 million, according to GATX.

“In Rail North America, demand for existing railcars remained solid, reflected by our 99.0% fleet utilization at year end and a 91.4% renewal success rate in the fourth quarter,” Robert Lyons said. “During the year, our commercial team achieved higher renewal lease rates and extended lease terms, strengthening our base of high‑quality, long‑term cash flow. We also capitalized on a robust secondary market, generating approximately $117.0 million of remarketing income for the year.”

(DB/Volker Emersleben Photograph) RAIL INTERNATIONAL

Profit at GATX’s Rail International segment came in at $33.6 million in fourth-quarter 2025, vs. $30.6 million in fourth-quarter 2024. Full-year segment profit was $125.9 million in 2025, compared to $119.8 million in 2024. According to the company, higher segment profit for both the fourth-quarter and full-year 2025 “was driven primarily by more railcars on lease.”

As of Dec. 31, 2025, GATX Rail Europe’s (GRE) fleet comprised approximately 36,500 cars and fleet utilization was 94.7%, vs. 93.7% at the end of third-quarter 2025 and 96.1% at year-end 2024; and GATX Rail India’s fleet comprised approximately 12,200 railcars and fleet utilization was 100.0%, “consistent with the end of the prior quarter and at 2024 year-end,” according to GATX.

“Rail International performed in line with expectations in 2025,” Robert Lyons said. “GRE achieved higher renewal lease rates across the majority of car types despite soft economic conditions. During the year, GRE entered into an agreement to acquire approximately 6,000 freight railcars from DB Cargo—one of the largest acquisitions in its history—further diversifying its portfolio and strengthening its competitive position. GRE has already taken ownership of most of the fleet and expects delivery of the remaining railcars over the course of early 2026. In India, rail freight volumes continued to grow, supporting healthy demand for railcars. GATX Rail India further expanded and diversified its fleet while maintaining 100.0% utilization.”

ENGINE LEASING

GATX reported that its Engine Leasing segment profit was $55.2 million in fourth-quarter 2025, vs. $35.7 million in the prior-year period. Fourth-quarter 2025 results, it noted, include a net positive impact of $4.4 million ($3.3 million after tax) from tax adjustments and other items.

Full-year 2025 segment profit was $181.5 million, vs. $117.3 million in 2024. According to GATX, full-year 2025 results include a net positive impact of $15.3 million ($11.5 million after tax) from tax adjustments and other items, and full-year 2024 results include a net positive impact of $0.6 million from tax adjustments and other items.

“Excluding these impacts, higher segment profit for the fourth quarter and full-year 2025 was driven by strong performance at the Rolls-Royce and Partners Finance affiliates (RRPF), as well as more engines under ownership at GATX Engine Leasing, the company’s wholly owned engine portfolio,” GATX said.

Robert Lyons commented: “In Engine Leasing, both RRPF and our wholly owned aircraft spare engine portfolio performed very well in 2025. Air travel trends continue to drive strong global demand for aircraft spare engines, creating a favorable operating environment for Engine Leasing. We executed on attractive opportunities to expand our engine portfolios during the year. Our wholly owned portfolio now exceeds $1.0 billion in total assets, and RRPF invested more than $1.4 billion, bringing the joint venture’s asset base to over $5.8 billion.”

(GATX Photograph) 2026 Outlook

“For 2026, we expect generally stable conditions in the North American railcar leasing market,” Lyons reported. “The diversity of our North American fleet is an advantage, as we anticipate that continued demand for the vast majority of our fleet will buffer softer conditions in a few of the most economically sensitive car types. In Rail North America, we anticipate higher segment profit driven by the continued renewal of expiring leases at higher rates across a broad range of car types, as well as income contributions from the newly acquired and managed fleets. We also expect segment profit to rise at Rail International, supported by more railcars on lease in both Europe and India. In Engine Leasing, continued strong global demand for aircraft spare engines is expected to fuel another year of segment profit growth.

Lyons pointed out that GATX is “well positioned to build on the strong operational and financial momentum we achieved last year” as 2026 begins. “The scale and diversity of our expanded global fleet, the strength of our customer relationships, and our disciplined investment approach further reinforce our confidence in delivering attractive returns and sustaining strong performance in the years ahead,” he said. “In 2026, we will be integrating the owned and managed railcars from the Wells Fargo transaction into our North American operations, and as previously indicated, we expect the income contribution from these activities to be modestly accretive in year one. Taking these factors into consideration, we expect 2026 earnings to be in the range of $9.50-$10.10 per diluted share, inclusive of $0.20-$0.30 per diluted share of income contribution from the Wells Fargo transaction.”

According to Lyons, the Board approved a $300 million share repurchase authorization that will provide the company “with ample capacity to periodically repurchase shares.” Over the past decade, he said, “we have invested approximately $11.0 billion in our business while returning approximately $1.4 billion to shareholders through dividends and share repurchases, all while maintaining a strong balance sheet and solid investment‑grade credit ratings.” The company’s “dividend increase and share repurchase authorization announced today reflect the Board’s confidence in our long‑term outlook and ongoing commitment to shareholders,” he added.

More financial report details can be found on GATX’s Investor Relations website.

Further Reading:

• Ingredion, GATX Support AHA With Heart Health Railcar
• GATX, Brookfield Infrastructure JV Acquiring Wells Fargo Rail Assets
• GATX: ‘Rail North America’s Fleet Utilization Remains Strong’
• Organic Growth or Doing More With Less?
• GATX’s Lyons: 2Q25 ‘Solid Operating Performance,’ Full-Year Earnings Estimate Up

The post GATX: ‘Exceptional’ 2025, ‘Well-Positioned’ for 2026 appeared first on Railway Age.

Deagostini brings nearly three decades of complex systems work across global programs and recent leadership supporting the New York Metropolitan Transportation Authority’s (MTA) interoperable CBTC initiative. Fitzgerald adds deep, hands-on New York City Transit Rail Control Center experience, including implementation and operational integration of multiple CBTC and automatic train supervision (ATS) platforms.

“Welcoming Julien and Bill reflects our continued investment in the New York region and our transit and rail practice,” said Michael Mangione, HNTB’s New York Office Leader and Senior Vice President. “Their industry leading expertise will support our clients in their effort to manage migration and system upgrades with confidence, all while delivering safe, reliable rail service.”

As Senior Project Manager, Deagostini will lead interdisciplinary teams supporting CBTC programs from early strategy and specifications through testing, commissioning and operational transition. He is recognized internationally for his CBTC expertise, with a background spanning aerospace, rail systems integration and independent certification. In recent years, he served as a CBTC project director supporting MTA Construction & Development on interoperable CBTC efforts across multiple lines, including integration of wayside systems, carborne systems and automatic train supervision.

“I am excited to join HNTB and help agencies deliver their CBTC programs,” said Deagostini. “My focus is to align supplier capabilities with the operational realities of each railroad, so clients gain capacity, resiliency and maintainability from day one.”

As Technical Advisor, Fitzgerald brings extensive control center, systems and operations knowledge from his nearly 40-year tenure at MTA New York City Transit (NYCT). His experience includes implementation of various CBTC ATS systems with MTA NYCT, along with coordination of contractors, vendors and agency stakeholders across power, communications and computer systems that underpin revenue service delivery.

“From the control center, you see exactly how system performance affects riders, crews and the riding public,” said Fitzgerald. “At HNTB, I look forward to pairing that operational perspective with strong engineering to help clients commission systems that perform predictably, simplify incident response and improve uptime.”

HNTB supports MTA’s CBTC program through systems integration and migration planning on multiple subway lines. The firm also provides program management and technical services to the Port Authority of New York and New Jersey’s (PANYNJ) PATH system.

The post HNTB Taps Deagostini, Fitzgerald to Advance CBTC Delivery appeared first on Railway Age.

The top policy issues for 2026’s Railroad Day on Capitol Hill:

• “Modernize the 45G Short Line Maintenance Tax Credit.
• “Guarantee full and consistent funding for and encourage technology innovation in safety-enhancing federal rail grants, including the Consolidated Rail Infrastructure and Safety Improvements (CRISI), Railroad Crossing Elimination (RCE) and Section 130 programs.
• “Accelerate speed to build, advancing permitting reforms that provide greater transparency and predictability while ensuring timely, focused environmental reviews.
• “Restore the Highway Trust Fund (HTF) to a true user-based system and oppose increases to truck size and weight limits.”

Event attendees will focus on these topics in discussions “to communicate some of the most pressing issues facing the freight rail industry and zero in on concrete decisions elected officials can make to best support not only freight railroads, but their customers and their suppliers,” ASLRRA noted.

Register online before Feb. 25 to be able to indicate any preferred meetings and note a location that can be leveraged to secure meetings with elected officials and their staff. Also registered participants should be sure to join an online training event on Feb. 24 or 26 to ensure familiarity with the day’s processes, talking points and other important details.

The post Top Policy Issues for Railroad Day on Capitol Hill Announced appeared first on Railway Age.