SEPTA
SEPTA on Jan. 12 restored all morning express trips on Regional Rail; evening express trips were restored in late November. The moves come as more Silverliner IVs are being returned to service following Federal Railroad Administration (FRA)-mandated inspections and repairs over the past three months, according to the transit authority, which reported Jan. 9 that repairs have been completed on 180 of the 223 50-year-old railcars, which make up approximately two-thirds of the Regional Rail fleet.
On Oct. 1, 2025, the National Transportation Safety Board (NTSB) released an investigative report and the FRA issued an Emergency Order in response to Silverliner IV train fires. As part of SEPTA’s compliance with the FRA Emergency Order, Silverliner IVs have been rotated from service for inspections, testing, and safety upgrades, which has led to train delays, overcrowding and cancellations; and the transit authority has said operations staff will continue to remove from service all railcars that raise safety concerns.
Designed and built by General Electric, the Silverliner IV is the fourth-generation EMU (electric multiple unit) in the Silverliner family and was delivered in batches between 1973 and 1976. The Silverliner IVs were operated by the Reading Company until Reading’s absorption into Conrail in 1976. SEPTA took over commuter rail operations and the Silverliner IV fleet from Conrail in 1983. Silverliner IVs now represent approximately 223 of the 390 passenger-carrying railcars (which include passenger coaches, cab cars, and self-propelled units) in SEPTA’s Regional Rail operations fleet. “The Silverliner IV fleet has not been refurbished since its original deployment,” according to the NTSB.
FRA Emergency Order No. 34 requires SEPTA to take 15 specific actions including operator and mechanical personnel training, installation of new thermal detectors, daily maintenance quality control inspections, and a point-to-point inspection of every Silverliner IV railcar. In response to the FRA’s Emergency Order and the NTSB’s report, SEPTA said it added the following measures:
- “In-person inspectors are now present on all trains passing through Center City stations to conduct safety checks and respond quickly to any equipment issues.
- “Mid-run inspections have been added to review fault indicator lights and other critical systems while trains are in operation, supplementing existing pre- and post-run inspections.
- “Live video monitoring allows SEPTA’s Control Center supervisors to view train interiors in real time to check indicator lights and system alerts, ensuring quicker response to any potential issues.
- “Expanded maintenance staffing ensures that inspection and repair work can be completed more quickly and around the clock to meet the FRA’s deadlines.
- “Enhanced employee safety briefings and trainings are being conducted to ensure all operators, mechanics, and inspectors understand new reporting and inspection protocols.
- “Improved documentation and data sharing have been implemented so that all inspection results, repairs, and follow-up actions are logged, tracked, and reported directly to FRA for review.
- “Public communication measures are in place to keep riders informed about safety progress, expected service adjustments, and ongoing compliance updates.”
“SEPTA has committed to enhanced inspection and maintenance routines for these aging railcars to ensure safe and reliable service as we work through a multi-year process to purchase a replacement fleet,” SEPTA General Manager Scott A. Sauer said on Jan. 9. “The railcars we have returned to service are performing extremely well, and we expect that to continue moving forward.”
Sauer noted that the return of morning express trips “will optimize all service by enabling us to more efficiently serve high-volume stations, which will reduce crowding and resulting delays and pass-ups on local trains.”
SEPTA is also leasing 10 railcars from MARC in Maryland to alleviate pressure on its Regional Rail service.
Further Reading:
STM
STM on Jan. 9 reported releasing its 2026 budget (see above), totaling C$1.8 billion and including “further reductions in recurring expenses of [C]$56.5 million, to comply with its financial framework while maintaining service levels.” The 2026-2035 Capital Investment Program, also released (see above), is said to represent “investment needs of [C]$24.1 billion over 10 years, including [C]$15.2 billion for asset maintenance to ensure reliable and safe service while mitigating the aging of infrastructure and equipment.”
STM said it is “forecasting a growth in its operating expenses limited to only 0.7% in 2026, as required by the financial framework established by the ARTM [Autorité régionale de transport métropolitain, the transportation authority that plans, finances and integrates public transport in Greater Montreal in Quebec], whereas the normal growth in expenses would have been 3.2%.”
“The STM will have reached its target of [C]$100 million in recurring spending reductions by 2026, a target it set in 2023 over five years,” STM CEO Marie-Claude Léonard said. “All these efforts are being made with the aim of protecting our current service mileage. Such optimizations over such a short period of time are always demanding for an organization, but we are doing it to continue to offer a reliable, safe and lower-cost service to the entire Montreal community while ensuring sound management of public funds.”
According to STM, this reduction in recurring expenses will be achieved through the implementation of a series of “optimization measures.” These measures, it said, include:
- “Evolution of the business model to adapted transport by transferring the minibus service to external partners.
- “Freeze on external hiring and overtime for teams supporting operations.
- “Adjustment to the frequency of maintenance of certain components of subway cars.
- “Extension of the use of certain subway car parts and purchase of certain equivalent parts at a lower cost.
- “Reduction of IT project consultants and IT equipment.
- “Negotiating a new fuel contract at a more advantageous price.
- “Customer contact center closes after 4:30 p.m. on weekdays, as well as on weekends and holidays.
- “Reduction in the number of service vehicles for STM employees.”
STM reported that these measures will result in a reduction of approximately 300 positions “over the coming months”; employees with existing positions “will be relocated in accordance with current collective agreements and policies.”
“I would like to emphasize the commitment, resilience and professionalism of STM employees in this context of transformation,” Léonard said. “We are aware of the impacts of these decisions and are putting in place the necessary mechanisms to support staff throughout this period.”
Regarding the capital expenditure program for 2026-2035, STM Board Chair Aref Salem reported: “Investments dedicated to asset maintenance have remained below needs for several years, which is putting increasing pressure on infrastructure, particularly in the metro. The asset maintenance deficit is currently estimated at [C]$7 billion and could reach [C]$9 billion by 2030 if the trend continues. This situation results in more frequent interventions in stations and longer phasing of certain projects.”
Some C$2.8 billion of the C$15.2 billion needed over 10 years has received funding confirmation to date, leaving 80% of the needs unfunded while an asset condition assessment indicates that 42% of the assets are “in poor or very poor condition,” according to STM.
The current lack of funding is also leading to “a gradual loss of expertise and internal capacity,” STM noted. “Staff reductions in some project offices began in 2025 and will continue for several months, making the need for stable and predictable funding all the more critical. To address this situation, the STM hopes that the governments of Quebec and Canada will quickly reach an agreement to allow the transfer of funds earmarked for public transit infrastructure to the Strong Communities Building Fund.”
Like other transit agencies, STM said it intends to revise the pace of its transition to the electrification of its bus network. “While the complete electrification of its bus fleet would reduce Quebec’s GHG emissions by only 0.13%, STM believes that acquiring hybrid buses is a proven and efficient solution that will reduce GHG emissions during the transition to all-electric, while offering operational reliability and more stable operating costs,” the agency reported. “These buses, unlike electric buses, do not require any technical modifications to transit centers, freeing up funds for other major projects, such as asset maintenance.”
“We are committed to providing our customers with reliable, safe, and efficient service, and to ensuring that every dollar invested generates maximum impact,” Aref Salem concluded. “It is with this in mind that the STM is strengthening its understanding of the condition of its assets and rigorously prioritizing its investments. However, increased and predictable support from higher levels of government remains essential to ensure the long-term viability of the network.”
LACMTA
At its Jan. 14 meeting, the LACMTA Board will consider certification of the Final Environmental Impact Report (FEIR) for the C Line Extension to Torrance, which would operate as part of the K Line, and selection of the Locally Preferred Alternative (LPA) for the Sepulveda Transit Corridor Project.
According to LACMTA, the 4.5-mile C Line Extension would offer a 19-minute trip from Torrance directly to Los Angeles International Airport (LAX), while connecting Torrance and Redondo Beach to Los Angeles County’s expanding transit network. The project, it said, would also create easy transfers to the C and E lines for riders connecting to Santa Monica, downtown Los Angeles, Norwalk and other locations throughout the county.
LACMTA said it studied three light rail and a high frequency bus alternative for the project. “The Board selected LPA was chosen for its efficient use of the existing LACMTA-owned historic freight rail corridor, which significantly reduces the need for costly private land acquisition and minimizes construction-related disruptions to neighborhoods,” the transit agency reported, “and provides new walking paths in neighborhoods to serve as active green spaces, as well as upgrades to existing freight to enhance safety and reduce freight horn noise from nearby homes.” The project is slated to create roughly 15,000 jobs and to deliver $16.4 billion in regional economic benefits over 20 years.
For the Sepulveda Transit Corridor project, which would connect the San Fernando Valley and West Los Angeles, selecting an LPA would follow the release this past summer of the Draft Environmental Impact Report (EIR), which analyzed five alternatives for a “fast, reliable rail transit option for those traveling through the Sepulveda Pass,” according to LACMTA.
“Based on technical evaluation and community and stakeholder input, LACMTA staff proposed Modified Alternative 5 as the LPA,” the transit agency reported. “Modified Alternative 5 is heavy rail transit underground between the Van Nuys Metrolink Station and E Line Expo/Sepulveda Station modified to connect to the Van Nuys G Line Station and future East San Fernando Valley Light Rail station at the G Line at Van Nuys Boulevard.”
Modified Alternative 5, LACMTA noted, incorporates key elements of Alternative 5, including automated vehicles in a single-bore tunnel, a terminus at the E Line Expo/Sepulveda Station and 2.5-minute frequencies during peak travel times. Additionally, it “leverages the strengths of Alternative 5—high ridership, high frequencies, and shorter station construction sites—while avoiding construction of a ventilation shaft in the Santa Monica Mountains,” the agency said. It also offers the “connectivity benefits of Alternative 6 along Van Nuys Boulevard instead of Sepulveda Boulevard, which reduces the project’s overall length and is anticipated to reduce cost.”
According to LACMTA, the staff recommendation also includes project phasing “to allow for mobility benefits to be realized as funds become available.” Nearly all LACMTA rail projects have been phased, it noted. Specifically, the recommendation includes focusing on an initial operating segment (IOS) between the San Fernando Valley (at the Metro G Line) and Westside (at the Metro D Line). “The modifications to Alternative 5 facilitate direct connections to the transit network, avoiding the need to transfer twice to access the project,” LACMTA said. “Direct connections enhance the time competitiveness of transit and anticipated ridership.”
The preliminary capital cost for Alternative 5 is $24.2 billion (in 2023). This would be updated to reflect Modified Alternative 5, according to LACMTA. Beyond funds provided under Measure M and other local sources, the agency said it anticipates the need for additional funding and financing for the project, including from federal, state, and local sources, as well as private investment through a potential P3 (public-private partnership).
During construction, the project is slated to result in 12,000 to 17,000 jobs per year, increasing economic output in the Los Angeles region by $25.5 billion to $42.9 billion, and generating $7.3 billion to $12.1 billion in additional wages due to construction, according to LACMTA.
Following Board approval of the LPA, LACMTA said it would initiate design refinement efforts consistent with the LPA, which includes evaluating phasing, identifying opportunities for value engineering, evaluating the P3 delivery model, and making refinements to Alternative 5 to allow for connection to the G Line at Van Nuys Boulevard. Following design refinements, the environmental process would continue, including corresponding community outreach and opportunities for public comment.
“In 2016, LA County voters told us, loud and clear, that they want a robust LACMTA system to transform their commutes and improve their quality of life,” LACMTA CEO Stephanie Wiggins said. “By advancing these two projects, LACMTA is making good on this promise. These two projects will transform transportation for people from the South Bay to the San Fernando Valley and beyond, improving access to jobs, education, health care, and all the things that make living in LA great. We look forward to continuing to work with the Board and project stakeholders as we take the next steps on these two transformative projects.”
“Connecting the San Fernando Valley and West Los Angeles and extending rail in the South Bay means opening doors to better jobs, classrooms, entertainment centers and more; it means cleaner air and less time stuck in traffic,” LACMTA Board Chair and Whittier City Councilmember Fernando Dutra said. “These projects represent an important step in the right direction for Los Angeles County’s public transportation system.”
Further Reading:
- LACMTA Selects FlatironDragados for Two Key Rail Projects
- LACMTA Board Approves a $50MM Construction Management Support Services Contract
NC By Train
NC By Train—North Carolina-supported Amtrak service—has broken its ridership record for the fourth year in a row.
In 2025, it carried nearly 740,000 riders, a 15% increase since 2023 and the highest ridership in the service’s 35-year history, the North Carolina Department of Transportation reported Jan. 9.
Officials attributed “train travel’s increasing popularity to more affordable service, increased daily trip options, and special offerings like Carolina Panthers game trains and the Ale Trail by Rail.”
