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The non-profit that owns and maintains a historic Great Northern Railway depot in Whitefish, Mont., which is still used today by BNSF Railway and Amtrak, says the structure will soon need a new roof. The Stumptown Historical Society is currently raising funds to pay for that, along with other necessary improvements to the building. 

Finished in 1928, the Tudor-style building has been the headquarters for GN and later BNSF’s Montana Division for many years, and it’s also the busiest station for the Empire Builder in Montana. The building was designed to mimic Swiss-like architecture found in nearby Glacier National Park, part of GN’s effort in the early 20th century to encourage passengers to “See America First” (and ride their trains). 

The station was sold to the Stumptown Historical Society in 1990, but portions of it are still leased to the railroads. A museum was also opened in the early 1990s. While payments from BNSF and Amtrak have helped the nonprofit maintain the station over the years, Executive Director Jill Evans said rising costs now require them to seek community support. Earlier this year, the nonprofit hosted a “Sock Hop Fundraiser” to start its fundraising efforts. She anticipates more events in the future. Donations can be made on site or online at stumptownhistoricalsociety.org.

“This is about more than just replacing the roof,” she said. “This is also about building relationships with the community again to help us in the future … We want to get the town of Whitefish in our corner again.”

—Justin Franz

The post Historic Great Northern Depot Needs New Roof appeared first on Railfan & Railroad Magazine.

The law, according to the governor’s office, “will redefine how transit operates in Illinois, giving NITA expanded authority over service planning, capital projects, fare collection, and operational oversight, all while addressing the fiscal cliff that threatened the reliability and long-term stability of the state’s transit systems. These improvements extend beyond riders, as better transit expands job access, creates cleaner air, lowers congestion, and supports economic development.” According to Argonne National Lab, each dollar invested in transit generates $13 in economic activity, highlighting the far-reaching impact of these investments, Gov. Pritzker noted.

“The Northern Illinois Transit Authority Act is designed to modernize Illinois’ transit systems—from the far northern reaches of our state to East and West Central Illinois, to Southern Illinois,” said Gov. Pritzker. “We are bolstering operations and upgrading trains, tracks, and buses, and we’re doing it in the most responsible way, with no new statewide taxes. For families, workers, businesses, schoolchildren, and visitors, this is a once in a generation investment that will benefit everyone, especially the overall Illinois economy. We need to continue pushing forward until Illinois truly has the best transit system in the nation, the one our riders need and deserve.”

The NITA Act delivers approximately $1.5 billion in annual transit and infrastructure funding without creating any new broad-based statewide taxes. Funding is generated by redirecting existing revenue streams and through board-approved regional tax authority:

• “Divert Gas Sales Tax to Transit: A portion of the existing sales tax on gas—historically directed to the General Revenue Fund (GRF) or shifted to the Road Fund for construction—is now dedicated to transit, raising approximately $860 million annually for transit operations.
• “Authorize the Regional Transportation Authority (RTA) to Increase Regional Sales Tax by 0.25%: The sales tax is currently collected exclusively in the six-county NITA region, enabling the RTA to access $478 million annually for NITA operations.
• “Divert Road Fund and State Construction Account Fund (SCAF) Interest to Transit Capital: 90% of the interest will be allocated to Northeastern Illinois, and 10% to downstate, raising approximately $200 million annually for NITA and downstate capital.
• “Tollway Revenue Provisions: The legislation also includes revenue measures supporting a new Tollway capital program.”

The NITA Act provides targeted support to strengthen transit across Illinois, “ensuring every community can benefit from a modern, and accessible transportation options.” Key investments stabilize operations, improve coordination, and expand services to better meet local needs:

• “Enhanced Suburban Service: Improved coordination between Metra and Pace for more reliable and frequent service.
• “New regional Dial-a-Ride program and Metra’s regional rail model expand on-demand transit and suburb-to-suburb connectivity, including service beyond downtown Chicago, especially benefiting seniors and riders with disabilities.
• “$150 Million for Downstate Transit: Stabilizes operations and supports capital projects across downstate communities. Local cost-share reduced from 35% to 20%, reflecting smaller or shifting local tax bases. Local communities previously had to cover 35% of transit project costs. Under SB 2111, that requirement is lowered to 20%, making it easier for smaller towns or communities with limited or changing tax revenue to maintain and improve transit services.”

Funding supports statewide safety measures designed to improve security and rider experience across the transit system, including:

• “Coordinated Safety and Law Enforcement: Organizes a Law Enforcement Task Force led by Cook County’s Sheriff to combat violent crime and establishes a Coordinated Response Safety Council with law enforcement and social service representatives to develop a long-term strategy.
• “Transit Ambassador Program and Safety Technology: Deploys unarmed ambassadors to assist riders and liaise with social services, while public-facing technologies, including a mobile app, allow riders to report safety issues in real time to the regional authority and law enforcement.”

The bill also secures $475 million for the Chicago to Quad Cities Passenger Rail project. Members of the Rock Island County Passenger Rail Committee joined Gov. Pritzker at Union Station on Tuesday for the signing of the bill, marking a major step forward in connecting communities across Illinois through the nearly $900 million project that has been a long-standing priority for regional leaders.

“Today was a tremendous day to mark another step on the long journey we’ve been on to bring passenger rail to the Quad Cities,” said City of Moline Mayor Sangeetha Rayapati. “I’m very thankful for the thoughtfulness of our elected representatives who really pushed to make sure downstate Illinois benefited from the entire transit transformation bill. I look forward to building on this momentum in the year ahead as we move closer to making passenger rail service to Moline a reality.”

The bill will go into effect on June 1, 2026. More information is available here.

The post Gov. Pritzker Signs NITA Act Into Law appeared first on Railway Age.

For the week ending Dec. 13, 2025, total U.S. rail traffic came in at 518,904 carloads and intermodal units, comprising 224,620 carloads, down 1.7% compared with the same week in 2024, and 294,284 containers and trailers, down 1.2% compared with 2024, AAR reported.

Three of the 10 carload commodity groups posted an increase compared with the same week in 2024. They were miscellaneous carloads, up 764 carloads, to 9,514; metallic ores and metals, up 501 carloads, to 19,269; and coal, up 345 carloads, to 61,733. Commodity groups that posted decreases compared with the same week in 2024 included nonmetallic minerals, down 1,919 carloads, to 27,814; grain, down 1,321 carloads, to 22,944; and chemicals, down 858 carloads, to 32,013.

For the first 50 weeks of 2025, U.S. railroads reported cumulative volume of 11,113,752 carloads, rising 1.8% from the prior-year period; and 13,571,515 intermodal units, increasing 1.7% from last year. Total combined U.S. traffic for the first 50 weeks of this year was 24,685,267 carloads and intermodal units, a 1.7% gain over 2024.

North American rail volume for the week ending Dec. 13, 2025, on nine reporting U.S., Canadian, and Mexican railroads totaled 329,271 carloads, down 1.6% compared with the same week last year, and 376,529 intermodal units, down 0.7% compared with last year. Total combined weekly rail traffic in North America was 705,800 carloads and intermodal units, down 1.1%. North American rail volume for the first 50 weeks of this year came in at 33,973,610 carloads and intermodal units, a 1.6% increase from 2024.

For the week ending Dec. 13, 2025, Canadian railroads reported 91,707 carloads, down 0.02%, and 66,869 intermodal units, down 1.4% from the prior-year period. For the first 50 weeks of this year, they reported cumulative rail traffic volume of 8,102,247 carloads, containers, and trailers, up 2.2%.

Mexican railroads reported 12,944 carloads for the week ending Dec. 13, 2025, down 11.6% from the same week last year, and 15,376 intermodal units, an increase of 15.0%. Their cumulative volume for the first 50 weeks of this year was 1,186,096 carloads and intermodal containers and trailers, down 5.6% from the same point in 2024.

• AAR: U.S. Rail Traffic Down in Week 49
• AAR: U.S. Rail Traffic Continues Downward Trend
• AAR: North American Rail Volume Up Through Week 47
• AAR: Mixed Results for U.S. Rail Traffic
• New AAR Analysis Underscores Freight Rail’s ‘Critical Role’ in Containing Inflation and Strengthening Supply Chains

The post AAR: Downward U.S. Rail Traffic Trend Continues in Week 50 appeared first on Railway Age.

VIA Rail President and CEO Mario Péloquin will be stepping down next month “as the Crown corporation has faced heightened scrutiny in recent years,” according to a CBC News report.

According to a release from Transport Minister Steven MacKinnon’s office, Péloquin, who has worked for 41 years in the transport industry, will be retiring in mid-January.

“I would like to thank Mario for his dedication and commitment to VIA Rail over the past two-and-a-half years, and I wish him continued success in his future endeavors,” said MacKinnon in a statement.

Péloquin started out as an operator and then a rail-traffic controller before taking office roles with both the civil service and the private sector. But his retirement, CBC News reports, “comes as travelers have become increasingly critical of the rail line.”

“Commuters have argued that ticket prices have become too costly while delays are costing the company millions,” according to the CBC News report. “Via Rail has offered $31 million in travel vouchers to hundreds of thousands of passengers whose trains were more than one hour late in the past year, as new speed limits at rail crossings on CN tracks came into effect.”

Péloquin’s retirement, CBC News reports, “also comes as the federal government is moving ahead with plans for Canada’s first high-speed rail network.”

MacKinnon announced last week that the first leg of the project between Ottawa and Montreal is slated to begin construction in 2029.

Miloš Vasiljević, PE, a skilled leader on some of HDR’s largest transportation programs, has been named the company’s next Transportation Program Management Director.

Based in Arizona, Vasiljević will “set the strategic vision for the firm’s transportation program management practice, supporting clients and programs across all transportation markets,” according to HDR. Vasiljević will also coordinate with HDR’s company-wide program management director and the program management directors in other markets “to optimize strategy, services, quality control and client service across the company.”

Vasiljević joined HDR nearly two decades ago and has served in leadership roles on some of the company’s most notable program management assignments, including the $1.7 billion South Mountain Freeway in Arizona, $2.5 billion Carolina Crossroads program in South Carolina and most recently leading HDR’s work as General Engineering Consultant on the I-10 Wild Horse Pass Corridor in Arizona, a nearly $1 billion program that includes four major projects stretching 26 miles near Phoenix.

“The program management director role exists to help clients deliver transportation programs with greater certainty, less risk, and clearer alignment with their strategic goals,” said Vasiljević. “By standardizing best practices, leveraging robust project controls and data, and integrating advisory, technical and field services, we can help clients make better decisions faster and demonstrate tangible value from their investments. Ultimately, that translates into safer, more reliable, and more resilient transportation infrastructure for the communities we serve.”

Program management encompasses a wide range of services that HDR provides, from program development and planning to design and construction management. “It supplies clients a single trusted partner that looks across an entire program—not just individual projects—to manage scope, schedule, budget, risk and stakeholder expectations.​ The result is benefits that could not be obtained by managing each project individually,” HDR noted.

“Miloš stands out for his strong ability as a program builder, mentorship of others and his proven ability to be a trusted advisor for our clients,” said Transportation President Tom McLaughlin. “Both his technical and his interpersonal skills are top notch, and the programs he leads are better because of his involvement.”

STV on Dec. 16 announced the promotions of Keith Jackson, PE, to Senior Vice President, as well as Kevin Fielder, PE, and Wes Markham, PE, to Vice President. These promotions, the firm says, “strengthen STV’s leadership team in Florida, where the firm maintains six offices and a diverse portfolio of roadway, bridge, transit and mobility projects.”

Jackson leads STV’s business development and operations in Florida and brings 25 years of experience delivering complex highway and roadway projects. He is recognized for guiding multidisciplinary teams and developing solutions that improve safety, reduce costs and boost system performance. He holds a Bachelor of Science in Civil Engineering from the Georgia Institute of Technology.

Fielder has 20 years of experience in transportation engineering, specializing in project management, roadway design and plans production. He has led major roadway improvements across the Southeast and holds a Master of Science in Civil Engineering from the University of Tennessee and a Bachelor of Science in Civil Engineering Technology from Southern Polytechnic State University.

Markham brings more than 22 years of experience designing transportation projects for the Florida Department of Transportation, including major roadway and drainage improvements. He has served as lead project engineer on design-build programs and oversees design documents, construction plans and specifications. He holds a Master of Engineering in Environmental Engineering Sciences and a Bachelor of Science in Civil Engineering, both from the University of Florida.

“Keith, Kevin and Wes bring extraordinary skill and vision to STV’s work in Florida,” said Jerry Stump, President of the Transportation South Operating Group at STV. “Collectively, their leadership will continue to help our clients deliver safer, more efficient transportation systems that keep the state connected and moving.” 

The post People News: VIA Rail, HDR, STV appeared first on Railway Age.

This milestone, CSX says, “marks a significant step forward in logistics innovation, supporting industries such as automotive, food and beverage, and battery manufacturing with efficient, contaminate-free storage and distribution solutions.”

The new 120,000-square-foot facility features cutting-edge automation and is strategically designed to serve as a transload hub, “enabling seamless movement of coils to various destinations,” the Class I noted.

According to CSX Manager of Industrial Development, Jody Lassiter, who supported the project, the now-active warehouse is already attracting new prospects and is expected to generate multiple projects annually.

“We are proud to be a customer,” said SCS-02. “Our partnership allows us to provide efficient and cost-effective rail transport solutions for our clients—and SCS-02 is strategically located to leverage this advantage.” The company noted that the facility’s registration on ShipCSX provides customers with enhanced visibility and real-time tracking, further streamlining logistics operations.

The post CSX, SCS-02 Launch Rail-Served Warehouse in Ky. appeared first on Railway Age.

A multi-million dollar project to restore over 200 miles of former Canadian National trackage along Quebec’s Gaspé Peninsula took another step forward in December with the opening of the line between Caplan and Port-Daniel–Gascons.

Originally built in the early 20th century, the 202-mile line from Matapedia to Gaspé, Que., is arguably one of the most scenic in eastern Canada. CN operated the line until the 1990s, when it was spun off to a short line. Passenger service, provided by VIA Rail, continued into the 2010s but was suspended after track issues arose. While the western portion of the railroad is operated by Société du chemin de fer de la Gaspésie (Gaspésie Railway Society in English), trains have not traveled all the way to Gaspé for more than a decade. 

A newly rebuilt bridge near Port Daniel, Que.

In recent years, the government has invested millions to reopen the railway line for both freight and passenger services. The latest section of track reopened in early December between Caplan and Port-Daniel–Gascons, a distance of about 45 miles. To bring that part of the railroad back into operation, contractors had to rebuild 13 bridges, widen a tunnel, and even relocate the rail line completely in three different spots to avoid coastal erosion. With the line now open to Port-Daniel, Société du chemin de fer de la Gaspésie can directly serve a cement plant. 

Government officials have said they hope to have the entire line to Gaspé rebuilt by 2027. 

—Justin Franz 

The post Work Continues on Gaspé Line Rehab appeared first on Railfan & Railroad Magazine.

Trinity Metro and FWISD on Dec. 10 officially signed a Memorandum of Understanding (MOU) at I.M. Terrell Academy, marking the launch of a new pilot program that will allow FWISD high school students to ride Trinity Metro rail and bus services for free.

The new partnership, Trinity Metro says, “is designed to increase safe, reliable transportation options for students, supporting their ability to travel to and from school, extracurricular activities, jobs, internships, and other essential destinations across the city.”

The signing event featured remarks from FWISD Superintendent Dr. Karen Molinar, Trinity Metro President and CEO Richard Andreski, and I.M. Terrell Principal Baldwin Brown, who each highlighted the importance of the program for student access and opportunity.

“This partnership is a tremendous step forward for our students,” said Molinar. “We are deeply grateful to Trinity Metro for helping us open more doors for the young people of Fort Worth ISD. Our students are not only learners, they are citizens of this community. Providing them with expanded access to transportation gives them greater connection to all that Fort Worth has to offer, from educational opportunities to work, arts, and civic life.”

“Our partnership with FWISD gives students additional transportation options, supports student learning and academic success. We are proud to join Dr. Molinar in this pilot program that will allow even more students to participate in after school activities and seek internship and employment opportunities,” said Andreski. “This partnership is proof positive that Trinity Metro is connecting people to life across Fort Worth.”

BART ridership continued its steady upward trend in November, with double digit growth at most stations and overall ridership increasing 11.6% compared to the previous year, the agency recently reported.

In total, riders took more than 4.4 million trips in November, many taking advantage of new fare programs and innovations, such as Tap and Ride and Clipper BayPass. 

Ridership to SFO and OAK airports around Thanksgiving grew 12% over last year, according to BART.

Riders are also increasingly using BART on the weekends. In November, Saturday ridership increased by 19% and Sunday ridership by 16% over last year. These gains come as ridership dipped modestly from October, a pattern consistent with seasonal shifts and variations in weekday and weekend travel, the agency noted.

Ridership growth reflects changing commuter trends, increased use of weekend and off-peak service, growing adoption of new fare programs, and an improved customer experience at BART. And on Wednesday, Dec. 10, the Metropolitan Transportation Commission released Next Generation Clipper, a new-and-improved fare payment system that makes paying for BART and other Clipper agencies faster and more convenient. 

Sound Transit has issued a notice of intent to award to Multi-Service Center (MSC) and Shelter Resources Inc. (SRI) to develop approximately 230 units of affordable housing on surplus property adjacent to the Federal Way Downtown Station.

MSC and SRI propose building approximately 230 homes across two buildings with approximately 570 bedrooms. More than 90% of the housing proposed are 2-, 3-, and 4-bedroom units, responding to the need for family-sized affordable homes in Federal Way.

MSC and SRI also propose complementing their residential project with a café led by Project Feast, a local non-profit that serves refugees and immigrants through food-focused programming; a commercial kitchen in partnership with FUSION, a Federal Way-based nonprofit which provides housing and support services to families experiencing homelessness; and a childcare facility. These non-residential uses are proposed for the ground floor of the development and will contribute to station area activation.

The proposed development, Sound Transit says, builds on the city of Federal Way’s progress toward realizing their City Center vision. The design, placement, and massing of the two proposed buildings provide pedestrian routes throughout the station area, connecting people to the Performing Arts and Events Center, Town Square Park, and the Federal Way Downtown Station. Agency staff will now begin negotiating key business terms with MSC and SRI, which are anticipated to be brought to the Sound Transit Board for approval in 2026. MSC and SRI aim to break ground on the project in 2028.

“The 230 new affordable homes being built near the Sound Transit Federal Way Downtown Station will transform this community for the better—and for the long term,” said King County Executive and Sound Transit Board Member Girmay Zahilay. “Ninety percent of these homes are designed for families with larger layouts that meet real needs. They will be attainable for working family households, opening doors to stability and opportunity for those who need it most.

“This project stands as a powerful example of what King County, Sound Transit and the community can accomplish together—delivering the kind of family-focused, transit-oriented housing that is urgently needed in South King County, in a location that gives residents reliable access to jobs, schools, and opportunity,” added Zahilay.

RTD is bringing holiday cheer to metro Denver with themed light rail and bus wraps now appearing across the system. Customers will notice festive artwork and cozy winter scenes featured on a light rail and bus vehicle, adding a touch of holiday spirit to customers’ daily travel. The wrapped vehicles will be on display throughout the season, operating along several different rail lines and bus routes.

The post Transit Briefs: Trinity Metro, BART, Sound Transit, Denver RTD appeared first on Railway Age.

Seattle-based Darigold, the marketing and processing arm of the Northwest Dairy Association, recently teamed with BNSF’s Certified Site program to open a facility at the 150-acre Reimann Industrial Center in Pasco, Wash.

“Serving as a robust economic development engine for Franklin County and the Pacific Northwest,” Reinmann Center is one of BNSF’s 36 Certified Sites located in key distribution hubs across the U.S. and Canada, according to the railroad.

“BNSF has eliminated the administrative hassle and red tape associated with the initial phases of site scouting, logistics and planning,” it reported in the Rail Talk section of its website. “This means businesses can save six to nine months of construction time to significantly accelerate operating capacity, speed to market and supply chain efficiency from day one.”

“It has been a big positive for Darigold to partner with BNSF throughout both the construction and now operation of our new facility in Pasco,” said Sam Naffziger, Senior Manager, Transportation Optimization at Darigold. “The Certified Site solution provided a strong foundation for the project, and BNSF’s support has been instrumental in ensuring a smooth and efficient startup. We truly value the partnership and the benefits it continues to provide.”

According to BNSF, the new plant will process up to 8 million pounds of milk per day from more than 100 regional farms, producing butter and powdered milk products for customers across the U.S. and in some 30 countries worldwide.

Located within the multimodal Port of Pasco, the Reimann Industrial Center also helps accelerate delivery timelines, while simultaneously reducing emissions, including road miles, the railroad noted.

Meanwhile, BNSF recently reported via social media that it has closed its 7,000th highway/rail grade crossing networkwide. The milestone crossing on McKinley Street in Corona, Calif., sits alongside the railroad’s busy Southern Transcon route. According to BNSF, it “was once one of the area’s most challenging for collisions and trespassing.”

“Now that the bridge is operational, drivers save hours of wait time every day,” BNSF quoted Jim Steiner, former Corona Mayor and now Council Member, as saying. “Train horns at the intersection are a thing of the past, and traffic on McKinley Street is moving more smoothly.”

NS on Dec. 12 reported that its Safety Train, part of the railroad’s Operation & Awareness Response program, marked its 10th year of service in 2025, making 16 stops from March to November.

According to NS, the Operations & Awareness Response program provided training to more than 5,800 first responders throughout its network this year. The Safety Train offered free training to first responders, “equipping them with the knowledge and skills needed to respond to rail-related emergencies through hands-on instruction.”

Such training strengthens readiness, allowing first responders to gain “practical skills for rail-specific emergencies”; builds trust, reinforcing partnerships with local agencies; expands knowledge, allowing trainees to learn how rail equipment works and how to access critical information during an incident; and improves safety outcomes, as “better understanding leads to faster, safer responses when minutes count,” NS reported.

The Safety Train includes a mix of boxcar classrooms and specialized tank cars. According to NS, educational sessions cover:

• Safety practices around railroad equipment and tracks.
• How tank car valves and fittings work.
• Strategies and tactics for responding to rail emergencies.
• How to access information about railcar contents.

“Norfolk Southern deeply values the relationships we have built with first responders across our network over the last decade,” NS Director Hazardous Materials Robert Wood said. “We are proud to work alongside them and are grateful for their partnership in keeping our railroad and communities safe.”

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

The Amtrak Board of Directors held its year-end 2025 meeting earlier this month in New Orleans, the site of a celebration held three-and-a-half months ago for the inauguration of Mardi Gras Service along the Mississippi Gulf Coast. Unlike other “public” Board meetings that show only the presentations to non-members, this meeting occurred both in person and on line, and included questions and answers. (Watch here and at bottom; download overview presentation below.)

This fourth Board meeting exhibited to the public included some 30 people in the room and about 125 on line, according to Amtrak Board Chair Anthony Coscia, who opened the meeting. He noted that more than 180,000 riders travel into or out of New Orleans per year, and that the “exciting news” is Mardi Gras Service. While Amtrak had expected 71,000 riders per year, Amtrak is “well on pace to double that,” he said. He also reported that “demand for Amtrak service is incredibly high,” and “America needs a strong passenger rail provider.” Passenger rail is an “essential mode of transportation” for millions of Americans, he noted, “many of whom live in places where bus service is nonexistent and where the nearest airport may be three hours away or more. People really like traveling on Amtrak” He added: “We’re just getting better, year after year.”

Among the other Board members, Vice-Chair Joel Szabat encouraged attendees to ask questions. Rob Gleason of Johnstown, Pa., told them that in addition to the two trains across his state (one in each direction), there will be two more starting next October. Ronald L. Batory—a longtime railroader with 50-plus years of service and a former FRA Administrator—praised Amtrak’s management team, and said Board service is his “opportunity to give back.” Elaine Clegg, a City Council member in Boise, Idaho, told the group that she advocates not only for a return of trains to her region, but also for the entire national network. The last time her city hosted a passenger train was in 1997, when the Pioneer was discontinued. She said that people are “starved for more rail service” and that she wants to help provide it; she mentioned the people in her region who are 100 to 150 miles away from the nearest bus or plane. Chris Koonz, the Mayor of Normal, Ill., mentioned the potential for trains to serve rural areas. Kyle Fields, FRA Chief Counsel, was in attendance, representing the U.S. Department of Transportation. David Capozzi, from Gaithersburg, Md., noted that he was the former Executive Director of the U.S. Access Board and the first person with a disability on the Amtrak Board.

Amtrak President Roger Harris reported that Amtrak has set “many, many” records in the past year. He showed a slide that said ridership, ticket revenue, customer miles traveled, and capital investment have all increased to record levels, and noted that ridership set records last year and this year with no new fleet. He set a target for train operations to be at a break-even level by 2028. He ended his presentation with this short video:

Amtrak Executive Vice President and Chief Financial Officer Costin Corneanu gave the financial recap. He said net operating loss was down to $598.4 million; an improvement of 15.1% over last year and a 10.3% improvement over plan. He said Amtrak’s revenue across all service lines increased by 9.1% and that October preliminary operating results are coming in $11 million, favorable to the 2026 plan. He also said the increased ridership is driving increased revenue. Capital investment was $5.5 billion, which is 23.8% higher than 2024 and 19.8% lower than the 2026 plan. The largest amount of spending was $1.57 billion on bridges and tunnels, with all projects mentioned located on the NEC. Other spending included State of Good Repair, new equipment, and ADA compliance. Adjusted passenger operating loss was $312.8 million; 35.4% less than last year and 22.2% better than plan. Revenue grew by 8.8%. The infrastructure side had an adjusted operating loss of $289.6 million; 29.6% higher than last year and 7.8% unfavorable to plan.

Corneanu also said the Northeast Corridor (NEC) service line remains “operationally profitable” and is the “primary driver” of year-over-year improvement. Adjusted operating losses on state-supported trains decreased slightly; an 8.4% improvement compared with last year and a $52.3 million revenue increase. Adjusted operating loss for long-distance trains was $621.8 million, which was 2.1% better than the prior year. He said that Amtrak added 8.4% capacity on those trains, which increased revenue by 9.5%. He noted: “While long-distance remains the largest contributor to our operating loss, it continues to fulfill a vital national mission and receives strong Congressional support.”

Szabat pointed out that Amtrak’s capacity limitations could hamper future growth. Batory asked about near-term challenges and risks. Corneanu responded by saying deployment of new equipment would improve reliability. Clegg stressed the importance of Long Distance (LD) trains and asked how Amtrak could start a path toward expansion. Corneanu noted that LD trains will never be profitable, but Amtrak is looking toward efficiency and minimizing losses, so higher-performing parts of system will carry the load.

Amtrak Chief Commercial Officer Eliot Hamlisch was up next, with the Commercial & Operations Report. He praised quick turns on Northeast Regional trains and higher service levels on New York State routes because construction outages were postponed. He also mentioned “headwinds”: a four-month delay in the Next Gen Acela launch and the “grounding” of the Horizon fleet. He said that November ridership numbers should beat plan by about 2.1%, “due primarily to a very strong Thanksgiving holiday demand, which was driven in part by flight cancellations stemming from the government shutdown.” Hamlisch reported that ridership increased across service lines: 8.0% increase on the NEC (0.9% over plan), 2.6% increase on state-supported trains (0.9% under plan), and 4.2% increase on long-distance trains (2.7% over plan). Acela ridership declined by 2.6%, however.

According to Hamlisch, weekday ridership has grown due to increasing return-to-office demand. He touted the new Borealis train between Chicago and St. Paul for delivering a 140% increase (one-third of the total increase along state routes), although the only train on that route previously was the long-distance Empire Builder. He concluded by discussing the relationship between on-time performance (OTP) and customer satisfaction. He noted that variables like food and beverages, comfort, and cleanliness are far more important to riders when a train runs on or close to schedule. Delays remain the biggest problem.

Gary Williams, Executive Vice President of Service Delivery and Operations, reported that OTP was 1.4 points unfavorable year over year and 2.5 points unfavorable to goal. The problems were an aging fleet (59% in car and engine delays, mostly on legacy Acela cars) and major project work on the NEC (22% increase in scheduled work delays). Crescent and Lakeshore were the highest-performing LD trains for OTP. The Floridian and Southwest Chief were the lowest-performing. The Sunset Limited improved by 22 points.

Canadian Pacific Kansas City and Norfolk Southern were best-performing host railroads for least delay minutes per train mile, according to Williams. Union Pacific was the worst-performing. He said that Amtrak has “an incredible group of employees,” noting that many customer complaints included the phrase: “But we love your people.” Hamlisch added that capacity is constrained in the Northeast, but new Acela equipment should help, and so should other new NEC equipment.

Next came Laura Mason, Amtrak Executive Vice President for Capital Delivery, with a project update. “We have a fantastic amount of work going on at Amtrak,” she told attendees, and there is a FY26 capital plan of $5.2 billion. This includes transitioning to running only Next Gen Acela trains and retiring legacy Acela equipment by the end of the fiscal year. Amtrak is spending $440 million on new Airo fleet cars, including dual-mode for use on the NEC, which are being tested, and Amtrak plans to launch on the Cascades route. The FY26 plan also calls for $3.1 billion to be spent on Level 1 maintenance facilities. There will be 16 Level 2 facilities. While Mason did not elaborate on new LD equipment because it is “still in procurement,” she said Amtrak is “working collaboratively with the FRA to determine how to best move that program forward in light of current funding constraints, some cost realities, as well as feedback and risk considerations raised by the car builders during the RFP process. We hope to have more for you on that in the spring.”

Mason mentioned construction at Philadelphia’s 30th Street Station, Baltimore Penn Station, and Chicago Union Station, in cooperation with Metra, including the first high-level platform there. She also listed state-of-good-repair projects. A key goal, she said, is getting the most useful life out of assets. Asset condition will drive planning. Additionally, she described such Northeast projects as the East River Tunnels, Hudson Tunnel Project, Connecticut River Bridge, Portal North Bridge (with a new span opening next spring), Dock Bridge (Newark, N.J.) to be decommissioned and fixed in place, and the B&P Tunnel in Baltimore, Md.

Roger Harris returned with summary comments. He pointed out “a remarkable turnaround in the business, both in OTP and Customer Satisfaction Index (CSI) in the second half of the fiscal year.” He called the number of capital projects “overwhelming” and mentioned “the breadth of projects that we’re investing in” and “that some of these assets are actually beginning to come to life.” He also noted “the importance of partnerships and relationships.” He praised the work with partners, such as New Jersey Transit on the Portal North Bridge and New York MTA on the East River Tunnels. He also said that he was impressed with safety at Amtrak, and noted that this was the third year of no National Transportation Safety Board-reportable incidents. He summarized the strategic focus for 2026 as “Run a Great Railroad, Build for the Future, and Deliver Business Results.” As he concluded his remarks, he showed a graph of this year’s ridership exceeding pre-COVID levels, and he expressed the hope that recent momentum will result in another record next year. 

David Capozzi told attendees that visual and audible signage provides more information on train arrivals and departures than either visual or audible signs alone for riders who are deaf and rider who are blind. He asked about making on-board information fully accessible in that way. Harris responded by expressing thanks for the support Amtrak has received from the disability community and agreed that it “would be a huge improvement,” and that Amtrak is working with Alstom on that product. Harris reported that Amtrak is on track to meet its Station Accessibility goal by 2029, and that Amtrak had invested almost $200 million in station accessibility improvements; he expects to invest $320 million in station accessibility improvements, on 70 active projects.  

John Shea of Amtrak Public Communications moderated the public Q&A session that followed. The first topic was capacity, with Amtrak having enough cars operate and fulfill present and future demand. Jim Mathews, President and CEO of the Rail Passengers’ Association, expressed concern, especially now that the Horizon cars have been taken out of service. He asked what provisions should be included in the next Surface Transportation Reauthorization bill that would improve Amtrak’s capacity. Harris reported that this is a “good problem to have” and that Amtrak is restoring capacity as best it can. He said fares are high because of high demand, so additional capacity is “very necessary.” He noted that Amtrak needs to look toward a “very broad” approach, including working with car builders.

Elaine Clegg also expressed concern about capacity, saying that Amtrak should work with government agencies and request enough grant money from Congress to keep Amtrak going for the next five to ten years, including funds to purchase enough equipment. Ron Batory commented: “There’s nothing more valuable than standardization. Standardization brings a scale that will be both efficient in the way of ability, maintenance, and cost, and that is something that I think is an opportunity for Amtrak to seize.”

Scott Spencer, Chief Operating Officer for AmeriStarRail (ASR), was next, offering “the opportunity for the largest private-sector investment ever in Amtrak.” It would be done, he said, “by driving innovation in five key areas: service, marketing, technology, the organization, and safety.” He proposed that ASR operate trains on the NEC according to a Service Plan that he had furnished to the Amtrak Board and senior managers. He suggested that Acela trains be rebranded as Libertyliner 250 trains to honor the 250th birthday of the United States, as well as the speed of 250 kilometers per hour (155 mph) that the trains can maintain. Spencer also proposed a “Freedom Pass” that would be valid for seven days of unlimited travel on the NEC for a flat fee of $250.00 per person. Coscia reported being open to these ideas: “We have a very strong interest in seeing whether there’s private capital and private innovation that can be brought into the mix in order to allow us to do our job and do it better.” (This is only a summary of what Spencer proposed; Railway Age will have a report with more details soon.)

The next question concerned where Amtrak trains will terminate in Miami, Fla., in the future. The response was that the trains will continue to terminate at Hialeah but could move to Miami Central Station (used by Brightline and Tri-Rail) someday, in connection with state-supported service.

Southern Rail Commission (SRC) Chair Knox Ross thanked Amtrak officials for their efforts to get Mardi Gras Service trains running, and said that “CSX, NS, and the Port [of Mobile] have done a tremendous job of making the service work.” He added: “We’re very excited about the ridership, the revenue.” He complimented Amtrak employees, including mechanical and on-board service workers, saying “Amtrak is putting a white glove on this” and “this is how Amtrak ought to run.” Coscia agreed, also thanking the Amtrak employees and the community. He recalled the thousands of people who came to see the train on its inaugural run, and said “it’s continued every day” and that ridership has exceeded initial expectations. He added: “it also speaks volumes for potential expansion of service in other parts of the country.” Coscia and Amtrak Executive Vice President for Planning and Strategy Jennifer Mitchell said that permanent platforms and other station improvements are coming, but did not provide details.

John Spain, a Louisiana resident and SRC Vice Chair, was up next. He thanked Amtrak for the Gulf Coast trains, too. He noted the 20th anniversary of Hurricane Katrina, and said that trains would have helped get people out of harm’s way if they had been used in 2005. He called for a route between New Orleans and Baton Rouge, the state capital. He also called for state funding, including for the proposed I-20 route, which would run between Fort Worth, Tex., and Meridian, Miss., across northern Louisiana.

More questions came from on line participants. One asked when the first and second tracks of the Portal North Bridge on the NEC in northern New Jersey would be in service. Laura Mason reported that Amtrak expects to have the first track in operation this spring and the second track in fall 2026. Another online questioner asked about plans for running the now tri-weekly Sunset Limited (between New Orleans and Los Angeles) every day, but Harris suggested consulting the FRA Long-distance study, without giving a specific answer. The next questioner asked what Amtrak is doing about the disruptions caused by problems with the Siemens Charger fleet. Gary Williams said that Amtrak is working with Siemens and its own mechanical crews to improve the situation; that it is improving; and that Amtrak is working to shorten response time when events occur that are beyond Amtrak’s control, like a vehicle accident. The next question was about the problems that Amtrak has had with shunt antennas on the Siemens Charger units pulling trains on host freight railroad CN in Illinois (the historic Illinois Central, where Amtrak is running long trains of Superliner cars while single-level cars would otherwise be used). Williams said that new antennas are being built for the Charger locomotives.

The next question concerned the new span of the Long Bridge over the Potomac River that the Virginia Passenger Rail Authority is building. Will long-distance trains running south of Washington, D.C., be able to operate during bridge closure hours due to the construction? Williams said that the Floridian will run there but did not mention the schedule. Harris said that schedules for long-distance trains will be “modified” but did not release details. The next question concerned restoring dining car service to trains that do not currently offer it. Harris said that many people care about food and beverage service on board but offered no specifics; he did offer to provide more specific information to the individual questioner. Another on line participant asked about the status of the Horizon cars that are at the manufacturer for repair. The answer: the fleet has been evaluated, and some can be repaired. A “small number” are being repaired to return to service.

After Jennifer Mitchell gave an update on Amtrak projects in the region and funding for them, on line questioning resumed with an inquiry about New York Penn Station, including the area to its south. Anthony Coscia said that the Penn Station Transformation Plan is about redevelopment at the station and enhancing capacity there, rather than development on private property south of the station. He added that the project is “on time, on budget, and on schedule,” and concentrates on the building’s footprint. FRA Chief Counsel Kyle Fields elaborated on the agency’s role in the development, including “what expansion might be necessary before going there.” A related question was whether the Feds are still financially supporting the Gateway Program. Coscia answered in the affirmative. Another questioner noted the high sleeping car fares on the long-distance trains, due to lack of capacity, and asked what is being done to expand the fleet. Harris said that the wreck-damaged cars that can be saved are being repaired. The next question was about publishing timetables, and Hamlisch defended Amtrak’s practice of not issuing printed timetables by saying that they change often. Concerning service expansion in Ohio, Mitchell mentioned projects led at the state level for corridor development.

Coscia concluded the meeting by saying it was “very, very important to hear from you,” noting that there will be another similar meeting next year. He expressed his hope that there will be more to celebrate then. 

This was the first Amtrak Board meeting where members of the public were allowed to ask questions. However useful (or not) the responses were to the questioners, this publicly available meeting marked an improvement in transparency for Amtrak. That, along with the records, is something to celebrate.

The post Amtrak Board: ‘We’re Just Getting Better, Year After Year’ appeared first on Railway Age.

Under U.S. Transportation Secretary Sean P. Duffy, the merit criteria of BUILD grants “will prioritize increasing safety measures, expanding transportation options for American families,” as well as projects that: 

• “Beautify transportation infrastructure with context-appropriate design that enhance user experience while maintaining safety and operational efficiency.
• “Improve roadway capacity and makes transportation more affordable.
• “Improve the travel experience for families through dedicated facilities for mothers, accessibility for those with disabilities, intuitive design elements, clear signage, intuitive layouts, and predictable operations for caregivers.
• “Facilitate tourism.
• “Support U.S. energy dominance.”

The program’s goal, USDOT says, “is to identify transportation projects with the capacity to have significant local or regional impacts, including highway, rail, port, and truck parking projects.” BUILD grants are awarded on a competitive basis for planning or constructing surface transportation infrastructure projects that will “improve safety; quality of life; mobility and community connectivity; economic competitiveness and opportunity including tourism; state of good repair; partnership and collaboration; and innovation.”

Applications are due Feb. 24, 2026, at 5:00 p.m. EST. More information is available here.

The post USDOT: $1.5B in Infrastructure Funding Available Through BUILD Grants appeared first on Railway Age.

An Alco-built 2-8-0 that last operated in 2019 is expected to return to service on the Grand Canyon Railway in 2026. 

In early December, Grand Canyon announced that locomotive 29 had passed a Federal Railroad Administration hydrostatic test and inspection. With no boiler leaks found during the test, shop crews have been able to start reassembling the locomotive, and if everything proceeds as planned, it will be in service in the new year. 

Locomotive 29 was built by Alco in Pittsburg, Pa., in 1906, for Lake Superior & Ishpeming Railroad, an ore-hauling railroad in Michigan. After the locomotive was retired in the early 1960s, it was purchased along with several other LS&I steam engines by a new tourist railroad, the Marquette & Huron Mountain. Eventually, the engine was sold to the Mid-Continent Railway Museum. In 1989, it was sold to the Grand Canyon, along with three other ex-LS&I 2-8-0s, Nos. 18, 19, and 20. Locomotive 29 was put back into service in 1990 and became a mainstay of the railroad into the 21st century. It was later joined by former Chicago, Burlington & Quincy 2-8-2 4960. 

—Justin Franz 

The post Grand Canyon 2-8-0 on Track to Run in 2026 appeared first on Railfan & Railroad Magazine.

by Jim Rowland/photos as noted

On a map, Michigan’s Washtenaw County might appear unremarkable — just another patch of Midwestern farmland and small towns, yet it holds several distinctions. In the world of college sports, it’s home to the University of Michigan and the Wolverines’ football stadium in Ann Arbor, the county seat. In the world of regional railroading, it marks the southernmost point on Great Lakes Central Railroad, where the line ends at Osmer — a quiet junction north of Ann Arbor where GLC interchanges with Watco’s Ann Arbor Railroad.

As it happens, Washtenaw County is also home to the author’s extended family, making it a regular stop during summer visits. Those trips often include time trackside at Osmer, camera in hand, to document the routine arrival and departure of Train OW-11 — GLC’s several-days-per-week run from Owosso to Ann Arbor. But this year’s visit carried new urgency. On March 6, GLC announced an agreement for Watco to acquire control of the 379-mile system, made up primarily of former Ann Arbor, Grand Trunk Western, and Pennsylvania Railroad trackage, along with smaller segments of New York Central and Pere Marquette heritage. One of the primary draws is GLC’s fleet of EMD GP35s originally ordered by the Ann Arbor and riding on trade-in trucks from Alco FAs.

During your author’s summer visit, everything appeared business as usual, but the clock was ticking. Summer 2025 turned out to be the last chance to capture Great Lakes Central as we’ve come to know it.

ABOVE: On the eve of the Watco takeover, GLC Train OW-11 brings two ex-Union Pacific SD60Ms north to Owosso on September 30, 2025, crossing the Canadian National main at Durand. The ex-UP units would enter GLC service the next day under Watco ownership. —Jeff Mast aerial photo

From Five Railroads
One must dive into Michigan’s colorful railroad past to fully appreciate the varied history of today’s 379.2 miles of state-owned trackage that is GLC. The railroad operates a route made up of five different legacy carriers that passed through multiple subsequent owners since the era of fallen flags, merger mania, and deregulation. How all these lines came together to form one cohesive system could fill a large book of tall railroad tales, but after weathering multiple political and economic storms came a pared-down, viable railroad system.

Former Ann Arbor trackage constitutes the lion’s share of GLC’s system. Ann Arbor’s main line from Toledo, Ohio, to Frankfurt was built in stages between 1872 and 1889 to function as a through route utilizing Lake Michigan car ferries to access western carriers in Wisconsin. With car ferry transportation long gone, today’s GLC operates former AA lines from Osmer to Pitt Junction, located just south of Durand, along with Owosso to Yuma. Most of this track had been purchased and/or leased by the state of Michigan just prior to the inception of Conrail, with Grand Trunk Western having acquired the segment from Durand to Ashley outright. While Conrail, GTW, Michigan Interstate, and Michigan Northern all operated various segments of the Ann Arbor (affectionately called the “Annie” by local fans), they were all eventually united under Tuscola & Saginaw Bay (TSBY) operation until May 2006.

Pennsylvania Railroad’s former Grand Rapids & Indiana line makes up the second-largest amount of GLC trackage. GLC operates over the former PRR from Cadillac to Petoskey, along with Walton to Traverse City trackage; the majority of this line was constructed between 1870 and 1873. After the Penn Central merger in 1968, the line was operated by Michigan Northern starting in 1976 and subsequently TSBY in 1984.

ABOVE: Ann Arbor Railroad was historically under control of Wabash Railroad until 1963, when Detroit, Toledo & Ironton took over. AA was sold to private investors in 1970, but declared bankruptcy in 1973. The state of Michigan purchased the railroad and designated Conrail as operator in 1976. The contract was transferred to Michigan Interstate in 1977, but in 1982 the state split the railroad south of Ann Arbor and transferred operation of that portion to Tuscola & Saginaw Bay. Riding on trade-in trucks from an Alco FA, AA GP35 391 rests at Toledo, Ohio, on March 28, 1982. —Roger Durfee photo

Pere Marquette, Grand Trunk Western, and New York Central lines make up the smaller segments of today’s GLC. Track between Grawn and Williamsburg, via Traverse City, is former Pere Marquette built in 1891. It became part of the Chesapeake & Ohio system in 1947, and was later operated by Michigan Northern and TSBY. GLC’s Ashley to Middleton Branch was originally Grand Trunk Western, built in 1888 and sold to TSBY in 1983. Finally, a small remnant of NYC’s Saginaw Branch, built in 1868 and once linking Lansing with Bay City via Saginaw, constitutes GLC’s Owosso-Oakley Branch. After Penn Central was absorbed into Conrail, the line was operated by Michigan Interstate in 1977 and then TSBY in the 1980s.

Tuscola & Saginaw Bay Railway was incorporated on April 26, 1977, to operate a number of state-owned lines under contract for the Michigan Department of Transportation. With the addition of the lines formerly operated by Michigan Interstate and Michigan Northern in 1982 and 1984, TSBY used its former AA trackage as a funnel for conveying traffic south to its major interchange partners — Grand Trunk Western at Durand, CSX at Howell, and Michigan Interstate at Osmer.

ABOVE: GLC 391 (ex-AA 391 seen at right) and other units are backing off the Transfer Track to the former Ann Arbor yard after working on the former Chesapeake & Ohio at Clare on September 12, 2025. A few weeks later, 391 struck a grain truck and was heavily damaged. —Roger Durfee photos

While all the other interchanges were long-established, Osmer was new. As a location out in the middle of nowhere, it had been of no consequence prior to the division of the original Ann Arbor property. Once ownership was split south of that point and the old AA from there to Toledo became a separate railroad, a new two-track interchange yard was constructed to avoid running large trains into the increasingly cramped Ferry Yard in downtown Ann Arbor. Michigan Interstate retained the Ann Arbor to Toledo segment following its divestiture of all lines north of Ann Arbor. Following a 1983 bankruptcy and 1985 purchase from the state of Michigan, it was again sold in 1988 to Ann Arbor Acquisition Corporation as its Ann Arbor Railroad System. Watco eventually purchased the railroad in 2013.

When the last Lake Michigan car ferry ceased operation in 1982, through rail traffic across the region became a thing of the past. (Although the former C&O S.S. Badger still sails today, it no longer carries railcars.) To stay viable, TSBY focused on cultivating a strong, diversified base of local customers — a strategy that proved successful. Sustained by steady freight traffic, TSBY remained independent for more than two decades. In 2006, however, management elected to sell the railroad, and that May it was acquired by Federated Railways. With the change in ownership came a new name — Great Lakes Central Railroad…

The post Transitions on the Annie appeared first on Railfan & Railroad Magazine.

by David T. Rohdenburg/photos by the authors

As I pointed my car west toward the CSX Indiana Subdivision before sunrise from our home in suburban Cincinnati on a humid August 2025 morning, the lyrics to John Mellencamp’s 1985 hit “Small Town” rang in my head. To me, the song’s lyrics always bring to mind the rural communities west of Cincinnati in southeast Indiana that dot the former Baltimore & Ohio main line to St. Louis — towns with names like Pierceville, Holton, North Vernon, and Seymour.

Seymour is actually the small town the song was written about — John Mellencamp’s birthplace and boyhood home — and is also a focal point in today’s operations on what is now the Indiana Sub. It is the junction with Louisville & Indiana Railroad, and where CSX trains coming from Louisville, Ky., via L&I turn eastward onto B&O to head toward Cincinnati. It’s not the small towns or rural scenery that have drawn railfans to this line, though, but the classic B&O color position light (CPL) signals that have guided trains for decades but are finally succumbing to modern technology.

Originally constructed by Ohio & Mississippi Railroad, the line was completed as a six-foot broad gauge railroad in 1857 and was converted to standard gauge in 1871. Baltimore & Ohio Southwestern Railroad acquired O&M in 1893, and it was formally merged into the Baltimore & Ohio system in 1900, establishing a continuous rail route from Baltimore to St. Louis. Changes in traffic patterns over the years meant that much of the former B&O main line across southern Ohio, Indiana, and Illinois became less important, and sections were gradually abandoned.

ABOVE: Train M252-08 passes the “Doll Arm” CPL at West Osgood, Ind., on August 8, 2025. A passing siding had once existed here, later cut back to a stub maintenance-of-way track. The spur was finally removed a few months before this photo was taken. The “doll arm” or “dummy mast” confirms the signal is for the far track at left, and not the former siding at right.

In the mid-20th century, a wave of mergers swept the railroad industry. Chesapeake & Ohio had acquired control of B&O in the 1960s, and later of Western Maryland Railway, and folded all three into Chessie System in 1973. This move combined the three railroads under a single corporate marketing identity (though the individual railroads still existed on paper). In 1980, Chessie System merged with Seaboard Coast Line Industries (the holding company of Seaboard Coast Line and Louisville & Nashville and a number of smaller regional roads), forming the holding company CSX. The B&O name and corporate identity officially ceased to exist in 1987. While the Indiana Subdivision maintained some importance as a part of the consolidated system, the same could not be said for other parts of B&O’s historic route.

The decision to abandon B&O’s Ohio Division was a stark example of this new operational reality. In 1985, CSX severed the route east of Greenfield, Ohio, a move that effectively cut the heart out of the main line from Baltimore to St. Louis. Much of the remaining Ohio Division trackage was eventually sold to regional and short line railroads like Indiana & Ohio. With its focus on efficiency and unit trains, CSX consolidated traffic onto its most profitable and best-maintained lines. B&O’s scenic, but less competitive, main line through Ohio was deemed redundant.

ABOVE: CSX Train M252-06 meets Central Railroad of Indiana’s Z881 job at Lawrenceburg, Ind., on August 6, 2025. A short CIND branch breaks off the Indiana Sub here, accessed via trackage rights on CSX from North Bend, Ohio.

While much of the Ohio Division was lost, the former B&O west of Cincinnati (the Indiana Subdivision from Cincinnati to Washington, Ind., and the Illinois Subdivision from Washington to St. Louis) maintained a reasonable level of traffic into the early 2000s, when much of the remaining traffic to St. Louis was rerouted onto the former Conrail St. Louis Line that CSX acquired in 1999. This left B&O as a secondary route and a connection to other lines.

Up until 2009, some traffic still traveled the Indiana Subdivision from a connection with the former Monon Hoosier Subdivision in Mitchell, Ind., to St. Louis and vice versa, but that traffic was rerouted and the former Monon and its famed semaphore signals were officially abandoned in 2017, leaving little through and local traffic west of Mitchell. In 2015, the Illinois Subdivision was taken out of service between Flora and Caseyville, Ill., severing another segment of the route.

A single local continued to ply the rails of the Indiana Subdivision between Mitchell and Washington until 2017, swapping cars with another local based out of Vincennes, Ind., on the Illinois Subdivision. Once this practice ended, the west end of the Indiana Sub went mostly silent, somewhat ironically, because this had once been the busiest portion of the line, and was equipped with centralized traffic control (CTC). Today, this segment is out of service between milepost BC128 (just west of Mitchell) and milepost BC165 (just east of Washington), its B&O CPLs still intact, but many of the passing sidings removed. A small segment of Indiana Subdivision trackage east of Washington is still in use to serve local industries, and is presently served by the Illinois Sub local L364, based out of Vincennes…

The post Farewell to CSX Indiana Sub CPLs appeared first on Railfan & Railroad Magazine.

Sierra Northern Railway’s (SNR) Ventura Division and Operation Toy Train kick off the holiday season in Southern California. Also, Union Pacific (UP) and potential merger partner Norfolk Southern (NS) celebrate in Houston, Tex., and Atlanta, Ga., respectively.

SNR’s Ventura Division on Dec. 11 reported teaming with Operation Toy Train to bring holiday joy to the Santa Clara River Valley—by rail between Ventura and Santa Paula and by truck from Fillmore to Piru. A specially decorated train comprising a genset, open-air car, and observation car carried Santa Claus and his elves to greet the communities and collect toys for children in need. The crew consisted of Engineer Robb Whitaker and Conductor Matt Blackburn, staff from Sierra Northern and Sunburst Train, and Operation Toy Train volunteers. Some 677 toys were donated.

SNR is the freight division of privately owned Sierra Railroad Company. It operates approximately 75 miles of track in Northern California and 30 miles of track in Southern California, and interchanges with BNSF and UP.

• SNR Debuts HFC ZE Switcher
• SNR Orders More Ballard Fuel Cell Modules
• SNR Acquires RailPower LLC Assets

Earlier this month, the Houston/Gulf Coast Chapter of UPVETS held a toy drive. It also hosted a short trip around the Houston, Tex., area, on a train of UP Heritage Fleet cars and the railroad’s commemorative military locomotive, UP No. 1943, The Spirit.

The Employee Resource Group for military veterans and interested employees collected approximately 35,000 toys this year for the U.S. Marines Toys for Tots.

Approximately 18% of UP’s employees have military experience, with some still actively serving in the reserves, according to the railroad.

In related news, UP earlier this season delivered the city of Omaha’s official Christmas tree. 

NS recently opened to the public a holiday model train display in its headquarters’ lobby at 650 W Peachtree St. NW in Atlanta. Through Jan. 3, visitors can view the display—presented by North Georgia Modurail—every day from 9 a.m. to 6 p.m.; it is closed on Christmas Day and New Year’s Day.

Separately, NS, Amtrak, and the Marine Toys for Tots Foundation ran their 26th Holiday Train on Dec. 13 in New York State.

For more “Holiday Briefs,” click here and here.

The post ‘Holiday Briefs’: SNR, UP, NS appeared first on Railway Age.

Tony Will on Jan. 5 will join UP’s Board of Directors. Since 2014, he has served as President, CEO, and Board Member of CF Industries Holdings, a global manufacturer of hydrogen and nitrogen products that earlier this year received a UP “Pinnacle Award” for its dedication and commitment to safety. He plans to retire Jan. 4 and take on an advisory role through March 15, 2026.

Will joined CF Industries in 2007 as Vice President, Corporate Development, and was elevated to Vice President, Manufacturing and Distribution in 2009 and to Senior Vice President, Manufacturing and Distribution in 2012.

Previously, Will was a partner at Accenture LLP, a global management consulting, technology services and outsourcing company. He has also held positions at Sears, Roebuck and Company; Fort James Corporation; Boston Consulting Group; and Motorola. He has a bachelor’s degree in electrical engineering from Iowa State University and an MBA from the Kellogg School of Management at Northwestern University.

“We are excited to welcome Tony to our Board,” UP Board Chair Mike McCarthy said. “His proven leadership and impressive track record will be instrumental as we continue our work to build America’s first transcontinental railroad [through a proposed merger with Norfolk Southern] and transform the nation’s supply chain.”

“I’m honored to join UP’s Board,” Will said. “It’s an exciting time for both Union Pacific and the rail industry as a whole, and I’m looking forward to leveraging my experience to help guide Union Pacific as we shape the future of rail.”

UP is not only deploying hydrogen fuel-cell power generators, but like other Class I’s is advancing alternative-power locomotive projects.

• Could BE Technology Reinvigorate the Locomotive Market?
• Looking Beyond Diesel
• UP, ZTR Partner on Hybrid-Electric Locomotives
• Next-Gen Motive Power
• Follow the Megawatt-Hours: Hydrogen Fuel Cells, Batteries and Electric Propulsion
• UP Acquiring 20 Battery-Electrics for Yard Service

CSX’s TDSI terminal in Tampa, Fla., has earned Honda’s 2025 North American Destination Terminal of the Year, highlighting the “team’s commitment to operational excellence, safety, and partnership,” the Class I reported Dec. 10 via social media. The terminal, which specializes in vehicle handling, also received the honor in 2022.

Separately, CSX’s Locomotive Service Team in Toledo, Ohio, recently achieved 11 years injury-free and Newsweek ranked the railroad as No. 1 in the Transportation and Logistics category of the 2026 Most Responsible Companies List.

The B&O Railroad Museum on Jan. 12, 2026, will unveil the newly restored American Freedom Train No. 1 (AFT No. 1).

“The restoration of this iconic locomotive—an enduring symbol of unity and patriotism from the 1975/76 U.S. Bicentennial—is the Museum’s gift to the nation as it prepares to celebrate its 250th anniversary,” the B&O Museum reported Dec. 11.

The AFT No. 1 powered the American Freedom Train of 1975–1976, a traveling Bicentennial exhibition that carried more than 500 pieces of Americana, including George Washington’s copy of the Constitution, Benjamin Franklin’s handwritten draft of the Articles of Confederation, the original Louisiana Purchase, Dr. Martin Luther King, Jr.’s robes, Judy Garland’s dress from The Wizard of Oz, and a lunar rover, according to the Museum. During its 21-month journey, the train visited 138 cities in all 48 contiguous states and was viewed by more than 7 million Americans. The locomotive now held by the B&O Railroad Museum is the only one of the original three locomotives that remains in its authentic American Freedom Train paint scheme, the Museum said.

AFT No. 1’s cosmetic restoration was completed in six months. The team replaced necessary jacketing, repaired wiring for headlights, class lights, and tab lights, and successfully abated any rust, according to the Museum. The seal and graphics were painted by artists David and Liné Tutwiler.

The Museum said it will also debut an exhibit devoted to the historic journey of the American Freedom Train, including a multimedia presentation of the Dolly Parton and Porter Wagoner song, “Here Comes the Freedom Train.”

The unveilings will launch a yearlong series of programs, exhibitions, and events at the Museum centered on both the AFT No. 1 and America 250, culminating in the celebration of the 200th anniversary of American railroading in 2027.

Steve Angel, the recently hired CSX President and CEO, is co-chair of the Museum’s $38 million capital campaign for restoration work ahead of railroading’s bicentennial.

The B&O Railroad Museum is a historic site located on the original grounds of the B&O, the first steam-operated railroad in the United States to be chartered as a common carrier of freight and passengers. Its campus extends 40 acres into southwest/west Baltimore, Md., and features the first mile of commercial track ever laid in the country; five historic buildings, including the 1851 Mt. Clare Station (designated a National Underground Railroad Network to Freedom Site); and the 1884 B&O Roundhouse. CSX, the B&O’s successor, in 1987 officially transferred all land and property for the Museum to a non-profit that became the B&O Railroad Museum.

As part of the capital campaign, the Museum will restore its South Car Works building, which is said to be the oldest, continuously operating railroad repair facility in the United States if not the world (1869-1990). The 33,000-square-foot building’s transformation will include an Innovation Hall to exhibit the present and future of American railroading technology, as well as educational and historical archive space. Additionally, the building will serve as the new entrance to the Museum. The Museum said this will allow it to “reimagine its campus flow to face Southwest Baltimore to spark community economic development and to create the CSX Bicentennial Garden.”

CSX is donating $5 million to build the garden, which will include an amphitheater and multi-use space that can host local organizations and hold community gatherings. “This installation will serve as a vibrant event space and provide a fresh, new location to welcome visitors to the Museum,” the railroad reported in 2023, when it became the first corporate patron to pledge support for the campaign, along with the state of Maryland, which included a $1 million grant in its FY2024 capital budget. 

A groundbreaking ceremony for the Museum project was held in May 2025. The Museum is said to have raised $28 million so far for the project, which is slated for completion in October 2026.

Separately, CSX in May 2023 showcased its first heritage locomotive design in honor of the B&O.

The post Class I Briefs: UP, CSX, B&O Railroad Museum appeared first on Railway Age.

The IANA Board of Directors on Dec. 5 announced the election of its 2026 Officers, slated to assume their roles on Jan. 1, 2026.

Christopher Brach, Senior Vice President and General Manager of Radiant Road & Rail was elected as the Chair of the Board. Brach started at the multimodal service provider in 2003 after graduating from Marquette University. He progressed through several roles, including the organization’s Vice President of Operations, before he assumed his current position in January of 2020.

The Board also elected Shawn Tureman, Vice President of Intermodal & Automotive at Norfolk Southern Corporation, as Vice Chair, as well as EJ Bronwasser, Vice President of Operations at Milestone Equipment Holdings, as Treasurer.

“I am honored by the confidence the Board has placed in me as it focuses on evolving and energizing the association,” said Brach, first elected to the Board in 2022. “IANA provides a critical service to its members, and I look forward to working with Shawn and EJ to expand the value it provides to all of our membership through the term of our officer roles and beyond.”

Joining the 2026 Board for three-year terms are the newly elected and re-elected members: Shelli Austin of InTek Logistics, Jeffrey R. Brashares of CMA CGM America, Andrew Johnson of CSX Transportation, Kevin Lhotak of Reliable Transportation Specialists, and Dennis Monts of PayCargo.

“Congratulations to our newly elected and re-elected Officers and Directors. I look forward to their collaboration in the coming year as we seek to advance IANA’s mission,” said IANA President and CEO Anne Reinke.

Continuing their service on the Board of Directors are Ronnie Armstrong of Ocean Network Express (North America), Donna Lemm of IMC Logistics, Garry Old from COFC Logistics, Kari Kirchhoefer of Union Pacific Railroad Company, and Bob Milazzo of MSC Inc.

Harbor Logistics on Dec. 11 announced that Jason Essenberg has joined the company as Senior Vice President of Business Development. Essenberg, who reports to Harbor CEO Kevin Shuba, will lead Harbor’s customer growth strategy, “strengthening partnerships across the Southeast and expanding the company’s service and geographic footprint.”

“Jason brings a deep understanding of transportation, logistics and customer operations that aligns perfectly with Harbor’s commitment to strategic growth,” said Shuba. “His leadership experience and proven ability to build lasting customer relationships make him a tremendous addition to our executive team. Jason’s combination of industry insight, commercial drive and focus on service excellence will be vital as we continue expanding our presence in key markets.”

Essenberg joins Harbor Logistics with more than two decades of experience in supply chain and logistics management, including leadership roles in operations, business development and strategic partnerships. He most recently was Vice President of TrueBlue Inc., a provider of specialized workforce solutions based in Chicago. Prior to TrueBlue, he worked his way up the corporate ladder to President of Kontane Logistics, a dedicated third-party logistics provider with multiple locations throughout the Southeast.

“I am thrilled to join Harbor Logistics at such an exciting time for our business as well as our industry. It is clear to me that Harbor has built a robust reputation for performance, reliability, and trust. I look forward to partnering with current and new clients to strategically grow a meaningful business encompassing the Southeast and beyond.”

SLSI announced Dec. 15 that Chris Machenberg has been hired as Hazardous Materials Program Director. Machenberg, who will succeed John Walsh when he retires in January 2026, brings more than two decades of railroad experience specifically in hazardous materials safety, with a record of transforming culture, improving safety, and improving quality of programs delivered.

As Hazardous Materials Program Director, Machenberg will oversee the delivery of a wide array of training programs, delivered in person and online for safety professionals on railroads, and for first responders.

His nearly 30-year railroading career encompasses craft roles, including conductor, locomotive engineer, and yardmaster; management roles such as trainmaster; and increasing levels of responsibility for hazardous materials shipments and safety, including as Director of Hazardous Materials and Chemical Safety. Machenberg served as a representative on the Association of American Railroads (AAR) Tank Car Committee which included one term as Chairman of the committee. Most recently, he was Deputy Staff Director, Hazardous Materials – Field Operations, Federal Railroad Administration.

“We are pleased to have Chris join our team,” said Tom Murta, Executive Director, Short Line Safety Institute. “His experience from a boots-on-the-ground craft employee to the highest levels of hazmat program management in the rail industry, coupled with his experience at FRA, will benefit any railroad that takes advantage of our hazardous materials training programs.”

“Under John Walsh’s leadership, the hazardous materials program offered by the SLSI has grown from a single training course to a robust suite of offerings for railroads, including training for first responders, transportation emergency response plans, online refresher courses, HazMat safety tips, and other resources,” said Murta. “John’s impact on our program offerings has been transformational and has benefitted railroads and first responders across the country. We wish John the very best in his retirement.”

To date, the SLSI has provided training to 5,603 individuals from 1,053 organizations throughout 202 training events.

“The Short Line Safety Institute has a proud history of delivering meaningful and well-received hazmat training to short line railroads and first responders. In my career, I’ve seen firsthand how a strong safety culture, coupled with consistent and exceptional training delivers results. I’m looking forward to assisting the industry in reducing risk and increasing preparedness for any hazmat incident,” said Machenberg.

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On the CPKC Soo Line, 300 locomotive engineers will earn compounded raises of 18.8% over the length of the five-year agreement in addition to strong improvements to work rules.

Health and welfare benefits remain nationally negotiated. General Chairman Nick Mugavero said the new contract also contains several work rule improvements that are important to the members:

• Overtime after 12 hours daily on 4/3 assignments.
• Ability to mark Extra Board position weekly on 5/2 and 4/3 work week schedule.
• Increased meal allowance.
• If double-pillowed, will immediately be placed first out and paid held away after 12 hours.
• Ability to “drop turn,” or essentially not be called to go on duty any later than 1200 the day before vacation to ensure they begin their vacation on time.

The negotiating team consisted of General Chairman Mugavero and National Vice President Pete Semenek. The new agreement covers approximately 300 CPKC locomotive engineers on the Soo Line property who operate trains in Illinois, Indiana, Minnesota, North Dakota and Wisconsin.

“CPKC’s Soo Line would not run if it weren’t for hundreds of hardworking BLET Teamsters,” said Semenek. “This new contract reflects the commitment they bring to work every single day.”

At SEPTA, 300 workers voted to ratify a short-term contract to raise wages by 5% over the next year. “This follows months of fierce, coordinated advocacy from the Teamsters Rail Conference to stave off substantial budget shortfalls at the Pennsylvania-based transit authority,” the union said.

The negotiating team consisted of General Chairman Don Hill, First Vice Chairman Maurice Landon, and Second Vice Chairman Terrence Sanchious, with assistance from National Vice President Jim Louis.

“This contract ensures the hard work of SEPTA’s BLET Teamsters does not go unrecognized as the agency looks ahead to the future,” said Louis. “We look forward to building on this agreement to ensure our members’ needs and concerns are addressed for years to come.”

Additionally, the BLET has reached a tentative agreement with the New York, Susquehanna & Western Railway (NYSW). Ballots were mailed in late November.

If ratified, the tentative agreement would provide wage increases and work rule improvements. Additionally, if ratified, NYSW members would be covered by the National Health and Welfare Plan.

The NYS&W members belong to BLET 521 (Hawthorne, N.J.) and are represented by the CP Rail-D&H/PanAm (ST)/SL&A General Committee of Adjustment. The negotiating team consisted of General Chairman Ben Martin, Vice General Chairman Brian Plant, Division 521 Local Chairman Scott Samuel, and assigned National Vice President James Logan.

The NYS&W operates more than 400 miles of track in New York, New Jersey, and Pennsylvania. It connects with Class I railroads CSX and Norfolk Southern (NS). Ballots are due by Monday, Dec. 29.

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Reps. Bennie Thompson (D-Miss.), Troy Carter (D-La.), and Cleo Fields (D-La.) are asking the Surface Transportation Board (STB) to not only consider the “tangible impact the [proposed Union Pacific-Norfolk Southern] merger could have on the economy and transportation network, but also the intangible impact it could have on communities and people’s lives across the country.” They noted they are “hopeful, cautious, and open-minded” about what the transaction would mean for the country.

Their Dec. 11 letter is one of many submitted in advance of STB’s evaluation of the yet-to-be-filed application for a merger combining UP and NS under common ownership and forming a U.S. transcontinental.

“With the commitments proposed to enhance safety, strengthen service for customers, and protect vital jobs, the newly combined company is taking accountability for the outcome of this potentially historic merger, which, if executed correctly, could enhance freight transportation options nationwide,” Thompson, Carter and Fields wrote.

The STB Office of Chief Counsel entered the letter from the undersigned into the public record on Dec. 12. Railway Age reproduces it in full below.

“As Members of Congress, we are writing to express our growing interest in the proposed merger between Union Pacific and Norfolk Southern railroads.

“We recognize that freight rail is vital to our states and the country’s economy, as it safely transports goods that drive our industries, support our farmers, and connect our communities to markets across the nation and around the world. Union Pacific and Norfolk Southern have long been essential transportation partners, linking people and strengthening communities, and creating a stronger, more competitive America by providing efficient, reliable, and cost-effective service to businesses large and small. At the same time, we recognize that any large-scale rail merger must be carefully reviewed to prevent service disruptions, protect workers, and enhance competition for shippers and communities.

“In our detailed discussions with Union Pacific and Norfolk Southern, we have learned that the proposed merger could offer a unique opportunity to strengthen the newly combined company’s current rail network and deliver tangible benefits for shippers, consumers, and communities. Additionally, Union Pacific has made clear its commitment to continue improving safety, enhancing service, protecting workers, and investing in our communities. As this merger continues through the federal regulatory process, we will continue listening to those most impacted, asking meaningful questions, and will stand ready to assist in finding workable solutions that can lead us all to a more efficient, reliable, and competitive transportation network for our country.

“As the Surface Transportation Board reviews the proposed merger, we ask that it not only consider the tangible impact the merger could have on the economy and transportation network, but also the intangible impact it could have on communities and people’s lives across the country. With the commitments proposed to enhance safety, strengthen service for customers, and protect vital jobs, the newly combined company is taking accountability for the outcome of this potentially historic merger, which, if executed correctly, could enhance freight transportation options nationwide. As the Board reviews this matter, we encourage it to ensure that any approval includes transparency and clear accountability to protect workers, shippers, and local communities. Additionally, we hope the Board will ensure the proposed merger serves the public interest. We are hopeful, cautious, and open-minded about what this proposed merger means for the country.”

• UP, NS Shareholders Greenlight Merger
• UP 3Q25: ‘Continued Improvements in Pursuit of What’s Possible’
• For NS 3Q25, ‘Strong Results’
• ASLRRA to Participate in STB Review of Proposed UP-NS Merger
• Is a UP-NS ‘Fix’ In? Don’t Bet on It!
• Why a Unified Rail Network Makes Sense
• A Rail Merger to Put America Back on Track
• UP’s Jalali: No Hiccups With NS IT Integration
• 64 Industry Organizations to the STB: ‘Proceed With Great Care’
• Ag-State Senators to STB: Be ‘Rigorous’ and ‘Comprehensive’
• BNSF vs. UP, Take Three
• Eliminating Paper Barriers is the Pro-Competitive Move
• Hoeven, Klobuchar to STB: ‘Closely Scrutinize’ UP+NS
• CPKC: UP+NS Merger ‘Not in the Public Interest’

The post House Dems to STB: Consider ‘Tangible,’ ‘Intangible’ Impacts of UP+NS appeared first on Railway Age.

“After 19 years of steady improvements to the accessibility of its system, the MBTA has fulfilled a substantial amount of its obligations under the 2006 Joanne Daniels-Finegold, et al. v. Massachusetts Bay Transportation Authority Settlement Agreement,” according to the transit agency, which provides subway, bus, Commuter Rail, ferry, and paratransit service in eastern Massachusetts and parts of Rhode Island. “As a result, court-appointed independent monitor Judge Patrick King will conclude his oversight role.” (Download agreement below.)

In honor of this milestone, the MBTA said, it has worked with the original named plaintiffs, the Boston Center for Independent Living (BCIL), and Greater Boston Legal Services (GBLS) “to enter into the Next Generation Accessibility Agreement with BCIL, which includes numerous commitments related to delivering best-in-class accessible service for all riders.” This agreement, it noted, also shifts oversight responsibility from a court-appointed monitor to the Riders’ Transportation Access Group (RTAG), the citizen-led advisory committee on accessibility matters at MBTA. The transit agency said “the organizations will work together to make more progress across the entire MBTA network.”

Since the Settlement Agreement was reached in 2006, the MBTA said it has made “improvements to virtually every aspect of its fixed-route system in order to ensure riders with disabilities have access to safe and reliable service.” Upgrades have included:

• “Creating and growing the Department of System-Wide Accessibility, a clearinghouse of accessibility expertise.
• “Prioritizing elevator maintenance. In the early 2000s, many of the MBTA’s most frequently use elevators were out of service the majority of the time. Today, elevators on average are operational 99.4% of the time. Additionally, a new elevator standard was created, resulting in larger, more transparent elevators.
• “Transitioning to an entirely low-floor, ramp-equipped bus fleet.
• “Fully revising and refreshing trainings for frontline employees on how to provide best-in-class accessible service.
• “Restructuring the process for handling accessibility-related complaints to ensure a fully closed loop system.
• “Expanding outreach and engagement to older adults and people with disabilities through the MBTA’s Mobility Center.
• “Developing and administering an Internal Accessibility Monitoring Program in order to systematically evaluate the experience of riders with disabilities.
• “Significantly expanding station accessibility. In 2005, less than 60% of stations were accessible; today, 83% are; 93% of stations are projected to be accessible in the next five years.
• “Advancing dual-mode public information systems so that important information is broadcast audibly as well as visually.
• “Rolling out new wayfinding signage standards to make navigating the system easier.”

Although not part of the Daniels-Finegold settlement, the MBTA noted that its RIDE paratransit service “has seen a number of improvements in recent years, including improved on-time performance and a new rider-facing app.”

According to the MBTA, accessibility improvements are planned for the coming years, including:

• “Major accessibility upgrades at more than 30 stations.
• “Advancing the automatic enforcement of blocked bus stops using bus camera technology.
• “Issuing a first-of-its-kind accessibility training for Transit Police officers.”

“The story of the Daniels-Finegold lawsuit and settlement is one that should be shared far and wide,” MBTA System-Wide Accessibility Assistant General Manager Laura Brelsford said. “Two decades ago, a small group of disabled riders, with help from a dedicated legal services organization, spoke up after experiencing years of inaccessible service. And when no one would listen, they kept fighting—ultimately securing what has been recognized as the most comprehensive accessibility-related settlement agreement in public transportation. What’s even more impressive, is that, once the settlement was signed, they shifted quickly from litigants to partners and have consistently and constructively guided us into becoming one of the most accessible systems in the country today. It has been a privilege to work alongside them and be part of this story.”

“Since my very initial days at the MBTA [in 2023], it was evident that the plaintiffs in the Daniels-Finegold landmark lawsuit were now partners,” Interim Massachusetts Department of Transportation Secretary and MBTA General Manager Phillip Eng said. “Their long-term commitment of working with us to improve and advance accessibility was not about the case but rather ensuring that all who wanted and needed to use mass transportation had the same access as everyone else—something that we at the T value equally. That is why this settlement agreement is not only a major milestone but so meaningful for myself and the MBTA leadership as we share that goal. While nationally, the MBTA is one of the most accessible legacy systems in the United States today, we also know we have much more to do. I value the dedication shown by each of the plaintiffs—in particular, Joanne Daniels-Finegold, Myrnairis Cepeda, Reginald Clark, Thomas Gilbert, Andrew Forman—along with, BCIL led by Bill Henning, Taramattie Doucette, and the entire team at GBLS, and Independent Monitor Judge King. I offer my sincerest gratitude for their decades of open communication and partnership as we strived to address accessibility at the MBTA. In addition, I would like to thank Christine Daniels, a community advocate, for her help on this important work. I am so proud of … Laura Brelsford and her entire team’s efforts that led the progress we see today. We remain committed to ensuring one day, each and every individual can use the MBTA with safety, dignity, and confidence as we work with RTAG who has now assumed oversight responsibilities.”

“For more than 20 years, the named plaintiffs, GBLS and the community have worked with the MBTA to make accessibility improvements that benefit all riders,” Joanne Daniels-Finegold said. “I’m glad that RTAG will now have the resources and a strong platform to take our legacy into the future.”

“It marks a huge step towards ensuring equal rights for riders of all abilities,” noted Myrnairis (Mic) Cepeda.

“I’m glad we were able to bring the right people at the MBTA together with the community to solve the access problems,” Reginald Clark said. Now, it’s up to the community to keep the work going with RTAG.”

“It means we have come a really long way compared to 20 years ago,” commented Thomas Gilbert. “It’s far better than it was. We have made a real difference, not just for the MBTA, but worldwide. The MBTA has become a benchmark standard for accessibility.”

“Thanks to the leadership and foundational work of Greater Boston Legal Services and the plaintiffs, and with the strong team we have assembled—including System-Wide Accessibility, the BCIL, and the RTAG—I am confident that we will continue to advance accessibility at the MBTA,” said Andrew Forman. “Although the transition presents significant challenges, our productive working relationship with the MBTA gives me confidence that full accessibility will ultimately be achieved.”

“Today, I am very pleased to see the MBTA’s transformation from a decrepit system to one that is finally accessible, dependable, and built for all riders,” Gene Smith said.

“BCIL extols the amazing individual plaintiffs who’ve given over twenty years of  personal time to improve accessibility at the T, the great GBLS legal team, and the ongoing commitment throughout the MBTA’s ranks to get it right on the ADA,” added Bill Henning, the Director of the organizational plaintiff, BCIL.

“Now that plaintiffs will be transitioning to RTAG, it is important to note that the work is not done,” summed up Taramattie Doucette, Esq., who serves as lead counsel for the plaintiffs on behalf of the GBLS. “Accessibility is not a box we check; it is a standard we must continue to raise. As systems age, as ridership grows, and as new technologies emerge, the community via BCIL/RTAG must insist that progress continues—steadily, boldly, and inclusively.”

• MBTA: $850MM to Enhance Safety, Reliability
• Eng to Duffy: ‘Safety is Integral to Everything We Do at the MBTA’

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Due to the expiration of the terms of two large-shipper representatives and one small-shipper representative, the Board on Dec. 12 said it will fill three RSTAC positions (download announcement below).

Established under the ICC Termination Act of 1995, RSTAC focuses on “issues of importance to shippers and railroads,” and includes 15 appointed members. These senior officials, representing large and small shippers, and large and small railroads, provide advice on regulatory, policy, and legislative matters, as appropriate, to the five STB members; the Secretary of the U.S. Department of Transportation; the Senate Committee on Commerce, Science and Transportation; and the House Transportation and Infrastructure Committee.

According to the STB, RSTAC members must be citizens of the United States and “represent as broadly as practicable the various segments of the railroad and rail shipper industries.” They may not be full-time employees of the U.S. government. It is permissible for federally registered lobbyists to serve on RSTAC, as long as they do so in a representative capacity, rather than an individual capacity, the STB noted.

Each RSTAC member is appointed for a term of three years. While no member will be eligible to serve in excess of two consecutive terms, a member may serve after the expiration of his term until a successor has taken office.

The Secretary of Transportation and the STB members serve as ex officio RSTAC members.

RSTAC typically holds meetings quarterly at the STB’s headquarters in Washington, D.C. Members are not compensated for their services and are required to provide for the expenses incidental to their service, including travel expenses, according to the STB; RSTAC members have elected to submit annual dues to pay for certain Council expenses.

Nominations should be submitted in letter form, identifying the name of the candidate and the vacancy for which the candidate is being nominated; providing a summary of why the candidate is qualified to serve on RSTAC; and containing representations that the candidate is willing to serve as an RSTAC member effective immediately upon appointment. Members selected to serve on RSTAC are chosen at the discretion of the Board’s Chairman, Patrick J. Fuchs.

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