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The Cumbres & Toltec Scenic Railroad is gearing up to celebrate the 100th anniversary of one of the most recognizable locomotive types from the famed Denver & Rio Grande Western narrow gauge: The K-36. 

Ten K-36 2-8-2 locomotives were built by Baldwin Locomotive Works in 1925, and they served as the primary power on the Rio Grande narrow gauge main line well into the 1960s. Of the ten, nine still exist, and eight remain in operating condition, with four at the Durango & Silverton Narrow Gauge Railroad and five at the C&TS. The only one not to survive into the preservation era was 485, which fell into a turntable pit and was scrapped in 1955. 

The C&TS will host a series of events in Chama, N.M., to celebrate the anniversary from August 13 to August 17. Festivities will begin with an opening ceremony on August 13, followed by walking tours, evening whistle salutes, and even a birthday celebration with cake. Additional tours will take place on August 14, and there will be a parade of steam that evening at 5:30 p.m. There will also be several special freight runs for photographers. While the freight runs are ticketed events, the walking tours, steam parade, and others are free to attend. 

For more information, visit the railroad’s website. 

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Cutting to the chase on the 2027 STB merger decision: On July 30, Union Pacific and Norfolk Southern submitted to the Surface Transportation Board their prefiling notification, which is basically a heads up on their official merger application, expected in three to six months (between Oct. 30, 2025 and Jan. 29, 2026).

Receipt of the application starts a ~15-month STB process, which places a final merger decision by the Board in February, March or April 2027. It’s possible in 14 months if everything runs smoothly; for example, if the merger application is quickly deemed complete and accepted by the Board, rather than sent back to UP and NS with a request for more detail.

As we go through the STB process, every step is going to be written about and overanalyzed to a tortuous degree, particularly regarding the untested enhanced competition requirement within the public-interest test framework of the 2001 Merger Rules. We’ll no doubt get sucked into that morass as well, but today we’re going to get in our time machine, hit the fast forward button past all of that, and step out of the TARDIS (Time And Relative Dimension In Space) the night before the STB Board members vote on the merger in early 2027. What will they be thinking?

By that time, we should have a reconstituted five-member Board, and each member will be under immense pressure to get this decision right. Whether they have an R or D after their name will have little or no bearing on their decision, in our view. The STB is far from an overtly political body.

For the merger to go through, three of the five members will have to vote to irreversibly change the industry structure, from the current UP-BNSF rail duopoly in the West and NS-CSX duopoly in the East, to a nationwide rail duopoly* of UP+NS and BNSF+CSX. Even if BNSF and CSX haven’t filed a merger application of their own by that time, this is the big “downstream effect” the 2001 Merger Rules will require the STB to assume.

Everybody knows the word duopoly is bad, so it’s a case of pick your poison. Is the United States better off with one big rail duopoly vs. the two regional ones we have now? Let’s pretend we’re an STB Board member that voted “yes” to the merger(s) in 2027, and then watched the integrations unfold over subsequent years. Here are the best-case and worst-case scenarios we would be trying to assess:

It’s now 2032 and I really got that decision right. The UP and NS guys were correct, and it was the elimination of the interchanges that finally did the trick in terms of taking on the trucks and unlocking volume growth in this industry. The integrations were relatively smooth, just like they promised, and they can now run coast-to-coast on one set of tracks while customers have one point of contact for sales, customer service and billing, and they’re getting rate quotes dramatically faster. While the railroads are still not easy to do business with vs. truck, they’ve materially closed that gap and it’s as good as it can be. Home run.

Boy, those UP guys really snowed me. Blessing that merger meant I had no choice but to approve the BNSF-CSX one that followed, and we’ve created the two laziest corporations in America. That whole interchange/watershed thing was exaggerated, and after two brutal integrations that blew up service for a year each, these two railroads have simply used the injection in pricing power to further squeeze customers, grow profits and buy back tons of stock. Operating ratios are down in the low-50s, which means they’re turning away business in the 60s and 70s, and volumes remain stagnant as the industry continues to lose relevance in the U.S. economy. The only thing that will save us now is open access.

Maybe some of the language is a bit flamboyant, but you get the point. For the STB members to vote yes, UP and NS must make the case that reality will unfold much closer to the best-case scenario rather that the worst. It’s a brutal decision the Board members will be making, and no amount of research by us or anyone else is going to accurately handicap it. Good luck.

*We’re beating the rails up a bit for being duopolies, but in the interests of fairness this requires some context. They’re invariably compared with trucks, and while it’s possible to have 50 trucking companies competing fiercely for business between New York and Chicago, you’re obviously never going to have 50 railroads due to their expensive and self-funded right-of-way versus trucks running over government-funded interstates. If you have three railroads running between two points that’s about as good as it gets in terms of rail-to-rail competition. When you get down to two you arguably get into the grey zone regarding willingness to compete aggressively, point being that rail duopolies are difficult to avoid and somewhat normal in the absence of some sort of open access structure. We rely on truck vs. rail competition to keep them in check for a lot of their business, but this of course doesn’t help bulk shippers that can’t use truck.

The post It Will All Come Down to This appeared first on Railway Age.

Mandated by Congress in 1982, the Triennial Review examines how recipients of Urbanized Area Formula Program funds meet statutory and administrative requirements, according to the FTA. It is also said to help identify potential issues, provide support to grantees, mitigate risks, and improve public transparency.

The review assessed MTS’s management of federal funds and program implementation across 23 critical areas. These included financial management; maintenance; Americans with Disabilities Act (ADA) compliance; Title VI of the Civil Rights Act of 1964; procurement; Disadvantaged Business Enterprise (DBE); legal and regulatory compliance; safety and security; and equal employment opportunity (EEO), according to MTS, which operates four Trolley lines and 92 bus routes in 10 cities and unincorporated areas of San Diego, Calif., and served more than 75 million riders in Fiscal Year 2024.

MTS said it has received more than $320 million in FTA funding over the past three years. This includes both formula and competitive funding that has been used for preventive maintenance and state of good repair projects, purchasing new Trolleys and buses, zero-emission bus infrastructure, and operating assistance.

“A perfect score from the FTA speaks volumes about our MTS team’s professionalism and commitment,” said Stephen Whitburn, MTS Board Chair and San Diego City Councilmember. “It confirms that MTS delivers high-quality service with integrity, efficiency, and accountability.”

“From our understanding it is very uncommon for a transit agency to receive a perfect score,” MTS CEO Sharon Cooney noted. “The FTA reviewers were very thoughtful and thorough. The review team spent multiple days on site at MTS and a significant number of hours reviewing our policies, practices and procedures. Our team worked hard to provide all the necessary documentation, and the outcome couldn’t have been better.”

Separately, the MTS Board in May signed off on a $473.1 million operating budget for FY 2026.

The post MTS Earns ‘Perfect Score’ in Federal Triennial Review appeared first on Railway Age.

Set to open to the public later this month, the Gettysburg Excursion Railway features fully renovated 1950s-era Budd passenger coaches, including a café car.

According to Patriot Rail, ticket holders will experience views of the Eternal Light Peace Memorial and Gettysburg’s countryside, plus narration about Adams County history including Civil War figures and events. The 60-minute ride departs from the restored former Gettysburg & Harrisburg Railroad Depot built in 1884. The company will offer themed rides and special onboard events, catered by the Gettysburg College culinary group and Wyndham Gettysburg Hotel & Conference Center. Also available: private event space and a Depot gift shop.

Patriot Rail entered the excursion business ten years ago with the Blue Ridge Scenic Excursion Railway based in the Blue Ridge Mountains between Blue Ridge, Ga., and McCaysville, Tenn. In 2023, it added two New Hampshire excursion trains in Lincoln and Meredith, which operate over 54 miles of track, and a Rail Bike adventure in Laconia, N.H.

“This launch marks an exciting new chapter in Patriot Rail’s Excursion Division growth and its commitment to supporting the communities we serve,” said Brandy Christian, CEO of Patriot Rail, which operates 31 short lines across the United States. “We’re proud to enhance tourism by inviting guests to experience the rich history of one of America’s most iconic landscapes—aboard a passenger railcar journeying through the Adams County countryside.”

“The Gettysburg Excursion Railway is more than a train ride—it’s a moving tribute to the stories that shaped our nation,” added Karl Pietrzak, President and CEO of Destination Gettysburg. “As both residents and visitors travel this historic route, they’ll connect with the past in a way that’s immersive, educational, and truly memorable.”

The post Patriot Rail Unveils Fourth Excursion Train appeared first on Railway Age.

TYLin Group on Aug. 6 announced the appointment of Jenni Roseleip as Chief Marketing Officer. She brings more than two decades of distinguished leadership in marketing, communications, brand, business development, and sales within the architecture, engineering, and construction (AEC) industry.

“Jenni’s proven track record in increasing brand awareness and value, driving strategic growth, and her deep expertise in the AEC industry will enhance our organization’s ability to achieve our strategic ambitions,” said TYLin CEO Matthew Cummings. “We are thrilled to welcome her leadership and vision as we continue to position ourselves as the partner of choice for transformative projects worldwide.”

Most recently, Roseleip held an executive marketing and communications role at a leading global professional services firm, leading strategic initiatives that “elevated brand visibility, strengthened client and employee engagement, and supported market growth.”

In her new role, Roseleip will be instrumental in executing the company’s ambitious five-year strategic vision and driving priorities, including client account management and sustainable revenue growth. She will also be instrumental in the global brand positioning of TYLin and Sidara’s other leading infrastructure companies, including Introba and Landrum & Brown.

“I’m honored and excited to join TYLin Group at this dynamic point in its journey,” said Roseleip. “I look forward to collaborating with leaders and teams across the globe to further elevate our brand, enhance client experience and relationships, and drive growth aligned with the visionary goals and ambitions of our strategic plan.”

VLS Environmental Solutions, a leader in sustainability-driven waste, railcar cleaning, and repair solutions, announced Aug. 7 that Michael Obertop has joined as the firm’s new National Rail Solutions Sales Director. This strategic hire “exemplifies VLS’ commitment to bolstering its expertise and leadership within the rail industry.”

Obertop brings to VLS more than two decades of experience in the rail sector, holding prominent roles at leading companies such as Carboline, Cathcart Rail, and GBW Railcar Services. Over his career, Michael has earned a reputation for “driving growth, optimizing operations, and delivering innovative solutions tailored to the unique challenges of the rail industry,” the company noted.

His, the company says, arrival comes at a pivotal moment for VLS’ rail division, which has experienced significant expansion driven by investments in advanced technologies and service capabilities. Most recently, VLS marked a milestone with the launch of its state-of-the-art railcar cleaning rack in Victoria, Texas, “enabling rapid, efficient, and environmentally responsible service for clients with even the most challenging cleaning requirements.” The company, VLS says, “stands at the forefront of high-hazard cleaning and maintenance solutions, specializing in handling a diverse array of materials—while prioritizing safety, compliance, and sustainability.” This growth, the company adds, “underscores VLS’ commitment to providing industry-leading, full-service railcar solutions that maximize efficiency and support environmental stewardship.”

“Michael’s robust industry expertise and proven leadership make him a tremendous asset to VLS. His ability to anticipate client needs and deliver impactful solutions aligns perfectly with our mission of providing innovative and environmentally responsible services,” said David Carter, Executive Vice President Railcar Services at VLS.

At Cathcart Rail, Obertop led strategic initiatives as Senior Vice President of Sales & Marketing, driving significant growth in service delivery and building strong client relationships. His experience at Carboline and other organizations has honed his expertise in sales, operations, and business development across complex industries.

“I’m thrilled to join VLS and bring my experience in driving growth and building lasting client partnerships to this incredible team. It’s an exciting opportunity to continue making an impact in such a dynamic organization,” said Obertop.

“VLS has seen a steady rise as a leader in sustainability and rail solutions,” stated Bryant Tenorio, Senior Director of Sales & Marketing. “With Michael’s wealth of experience, we are confident he will spearhead new opportunities and help advance our comprehensive offerings in railcar cleaning, repair, and waste management. His vision aligns seamlessly with our overarching goal to deliver unmatched value to our clients while upholding environmental stewardship.”

Lochner on Aug. 8 announced the addition of Chad Edwards to its growing National Transit Team. He brings more than two decades of experience advancing transit and rail initiatives across Texas, serving in key leadership roles at Trinity Metro, Dallas Area Rapid Transit (DART), and the City of Fort Worth.

Edwards will partner with clients nationwide to deliver impactful transit and rail projects, from strategic planning and alternatives analysis to final design, construction, and operations planning. “His extensive agency experience, deep knowledge of federal programs, and successful track record of securing funding and building stakeholder consensus will be instrumental in helping clients deliver projects in today’s evolving public transportation landscape,” the company said.

Most recently, Edwards served as Executive Vice President of Strategy, Planning & Development for Trinity Metro in Fort Worth, Texas, where he successfully secured more than $125 million in capital funding and oversaw the implementation of transformative system-wide initiatives. His previous roles included Assistant Director of Transportation & Public Works for the City of Fort Worth, and Assistant Vice President of Capital Planning at DART, managing multi-billion-dollar transit infrastructure programs, including the Silver Line.

“We are excited to welcome Chad to our team,” said Gary Thomas, National Transit & Rail Market Director at Lochner. “With more than 20 years serving as a public transit and rail advocate, Chad brings firsthand agency perspective—someone who not only understands the day-to-day challenges transit leaders face, but also the complexities of navigating federal requirements and funding processes.”

Edwards was named to Fort Worth Inc.’s, The 500 – Most Influential People in Fort Worth in 2025 and is a graduate of both Leadership Fort Worth and Leadership APTA, reflecting his deep commitment to advancing public transportation and regional mobility.

The post People News: TYLin Group, VLS Environmental Solutions, Lochner appeared first on Railway Age.

The proposal is necessary to support the integration of UAS into the national airspace system (NAS), according to the FAA and TSA in their Notice of Proposed Rulemaking (download below). It is also intended to provide a “predictable and clear pathway for safe, routine, and scalable UAS operations that include package delivery, agriculture, aerial surveying, civic interest [to include wildfire recovery, wildlife conservation, and public safety], operations training, demonstration, recreation, and flight testing.” According to the FAA and TSA, operations would occur at or below 400 feet above ground level, from “pre-designated and access-controlled locations.”

The TSA also proposes making “complementary changes to its regulations to ensure it can continue to impose security measures on these operations under its current regulatory structure for civil aviation.”

Comments are due on or before Oct. 6, 2025.

“To date, the Federal Aviation Administration (FAA) has allowed some such [BVLOS] operations through individualized exemptions and waivers to existing regulations,” according to the NPRM. “This NPRM leverages lessons learned from individual exemptions and waivers to create the repeatable, scalable regulatory framework … that would allow for widescale adoption of UAS technologies … Further, this proposed rule’s Automated Data Service requirements would provide clarity for manufacturers and service providers producing UAS and offering key enabling services, such as UTM [Unmanned Aircraft System Traffic Management], to UAS operators.”

Under the proposed rule, all operators would need FAA approval for the area where they intend to fly, according to the FAA’s BVLOS fact sheet (download below). They would identify the boundaries and the approximate number of daily operations, as well as takeoff, landing and loading areas, FAA reported. They also “would ensure adequate communications coverage and procedures in cases where the communications with the drone are lost.” The FAA noted that operators “would have to be familiar with airspace and flight restrictions along their intended route of flight including reviewing Notices to Airmen (NOTAMs),” and “be required to identify and mitigate any hazards.”

Operators would also use Automated Data Service Providers (ADSPs) “to support scalable BVLOS operations,” according to the FAA. “ADSPs could provide services to keep BVLOS drones safely separated from each other and manned aircraft.” The FAA would approve and regulate these entities and require the services to “conform to industry consensus standards following vetting and testing.”

Additionally, drones would have technologies that “enable them to automatically detect and avoid other cooperating aircraft,” the FAA said. They would also “yield to all manned aircraft broadcasting their position using ADS-B” and “could not interfere with operations and traffic patterns at airports, heliports, seaplane bases, space launch and reentry sites or facilities where electric Vertical Takeoff and Landing (eVTOL) aircraft take off or land.”

The FAA is proposing two types of authorizations for BVLOS operations, depending on the scope. It also proposes requiring two positions: an operations supervisor, who would be responsible for overall safety and security, and a flight coordinator, who would “directly oversee aircraft operations and intervene to ensure safe conditions, if necessary.” Neither position would require holding an FAA-issued airman or remote pilot certificate, according to the government agency.

AAR’s Ian Jefferies on Aug. 6 released the following statement on the proposal: “It is encouraging to see this long-overdue BVLOS rule released. America’s freight railroads commend [U.S. Transportation] Secretary [Sean P.] Duffy and the USDOT, for advancing a forward-looking policy that could help unlock the full potential of unmanned aircraft systems across our national transportation network.

“Routine BVLOS operations hold tremendous potential for railroads—enhancing safety, speeding up inspections, and improving emergency response in ways that were previously limited. AAR members have long advocated for a rule that offers clarity, scalability, and meaningful safety benefits, and while we are still reviewing the rule in full, we are optimistic that today’s action represents a significant milestone toward that goal.”

BNSF, CSX and Union Pacific are among the railroads testing and/or using drones in maintenance-of-way, disaster response, security and other applications.

The post FAA, TSA Eye ‘Beyond Visual Line of Sight’ Drone Operations Rule appeared first on Railway Age.

According to CSX, the project combines modern engineering solutions with strategic planning to overcome logistical challenges. Most of the track upgrades involve removing existing rail, excavating deeper into the ground, and lowering the track profile. This, the Class I says, allows the necessary clearance for double-stack freight containers without compromising infrastructure integrity.

Some sections, however, sections required a different approach, CSX noted. At three key bridges—North Avenue, Guilford Avenue, and Harford Road—raising the bridges was necessary due to obstructions beneath them. This tailored solution, the Class I says, “demonstrates the adaptability of the construction team, ensuring optimal results across diverse project sites.”

Once complete, the Howard Street Tunnel Project will allow double-stack trains to operate effortlessly along the entire I-95 corridor. This capability, CSX says, “significantly enhances the efficiency of freight transport, reducing costs and transit times for customers.” Additionally, the Port of Baltimore stands to gain from this modernization, “boosting its role as a major hub for international trade,” the Class I noted. “The larger state economy will also enjoy increased competitiveness and job opportunities tied to this infrastructure upgrade.”

Throughout the project’s execution, CSX says the team “remains committed to completing the work with the highest standards of safety and efficiency. These efforts ensure timely delivery and build a foundation for sustained economic growth driven by improved freight mobility.”

“The CSX Howard Street Tunnel Project is a catalyst for progress. By unlocking the potential of double-stack train operations, it strengthens the region’s logistics network and secures a brighter future for Maryland’s economy,” CSX said.

The post CSX ‘Elevates Freight Efficiency’ With CSX Howard Street Tunnel Bridge Project appeared first on Railway Age.

The Pier B On-Dock Rail Support Facility, “a cornerstone of the Port’s $2.2 billion program to enhance cargo movement efficiency, reduce environmental impacts and support regional economic development,” will transform the existing rail yard into a state-of-the-art facility, doubling its size from 82 to 171 acres. The project will more than triple the Port’s on-dock rail capacity, enabling it to handle up to 4.7 million Twenty-Foot Equivalent Units (TEUs) annually. The expansion, Jacobs says, “is expected to significantly reduce truck traffic, lower emissions and improve air quality in the surrounding areas.”

Expected to be complete in 2032, the Pier B On-Dock Rail Support Facility is also set to provide substantial community benefits, including creating more than 1,000 local jobs and contributing to local health and environmental initiatives, the company noted. By enhancing on-dock rail capacity, the project will help the Port “further its efforts to reduce the environmental footprint of cargo movement.”

“As one of the busiest ports in the United States and a major entry point for goods, the Port of Long Beach plays a significant role in international trade and the economy,” said Jacobs Executive Vice President Eva Wood. “Jacobs’ experience in managing large-scale infrastructure projects will deliver enhancements at the port that will expedite cargo movement, reduce shipping costs and contribute to a more resilient supply chain.”

“The Pier B On-Dock Rail Support Facility embodies the core values of the Port of Long Beach, allowing more cargo to move through our marine terminals with greater efficiency and less impacts on the community,” said Port of Long Beach CEO Mario Cordero. “It is also an enormous undertaking with ten construction contracts to manage. Jacobs has demonstrated its qualifications to help us accommodate this peak workflow, and we’re pleased to work with the company to build this new gateway for the nation’s container cargo.”

The post Jacobs Tapped to Support Port of Long Beach’s Pier B On-Dock Rail Support Facility appeared first on Railway Age.

Construction has wrapped up on a new intermodal terminal in Kansas City, Mo. Opened July 16, Union Pacific’s (UP) 31st terminal serves both domestic and international containerized shipments of grains, consumer goods, refrigerated products, and auto parts in the Midwest region, and adds capacity to the railroad’s original Kansas City operation. UP held a ribbon-cutting celebration Aug. 7.

Located west of downtown on existing UP property (Armourdale Yard) and near several major highway and interstate arteries, the Kansas City Intermodal Terminal provides customers in the growing markets of Missouri, Kansas, Iowa, and Nebraska access to UP’s 23-state network, including ocean ports on the West Coast and the Gulf of Mexico, according to the railroad (see map above). It will “accommodate significant future expansion with growth in demand,” the railroad said during its October 2024 announcement of the terminal’s construction, and will “help to convert more truck traffic to rail, reduce congestion on the nation’s highways, and lower greenhouse gas emissions.”

The Kansas City Intermodal Terminal includes UP’s PGT gating system, which was developed in-house to scan a driver’s equipment and speed up the gating process, allowing truckers to quickly enter and exit the ramp, according to UP.

“This new terminal reflects our commitment to building for the future and providing our customers with convenient and cost-effective access to the U.S. supply chain,” UP Executive Vice President–Marketing and Sales Kenny Rocker said Aug. 7. “Our customers want faster, more reliable freight options and this terminal delivers.”

Last year, UP opened an intermodal terminal within its downtown Phoenix, Ariz.. rail yard, which Rocker reported offers regional shippers and receivers in Arizona “a fast, sustainable rail option to move product in international containers into and out of Southern California that is cost competitive and removes trucks from our nation’s congested highways.” UP also more recently brought intermodal terminals to Southern California and the Minneapolis-St. Paul metropolitan area, for instance. The Twin Cities Intermodal Terminal in Minneapolis saw 2024 volumes grow 94% over the prior-year period, UP reported in March.

UP on Aug. 7 also announced it will shift its Kansas City Intermodal Terminal domestic service from the Intermodal Container Transfer Facility terminal in Long Beach, Calif., to the City of Industry terminal in Southern California. Domestic units moving to the Kansas City Intermodal Terminal, it said, will now benefit from UP’s expedited premium network six days per week, offering a more than 25% faster journey and up to 25 hours in savings compared to current industry options, with just over 2.5 days transit. According to UP, making the change to City of Industry will complement the Kansas City Intermodal Terminal and allow for expanded market access, efficient drayage management and enhanced logistics planning. Units originating in Kansas City will continue to utilize the existing expedited premium train to the City of Industry terminal, it noted.

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