Podcasts about Rail

Most duck hunters have flushed a Sora rail from the cattails at some point, but few know much about these secretive marsh birds. In this episode, wildlife biologist Eamon Harrity joins the show to discuss the fascinating world of rails. We cover Sora migration, nesting habits, habitat needs, population trends, and the unique adaptations that allow these birds to thrive in dense wetland environments. Eamon also shares stories from his research on Ridgway's Rails and discusses some of the biggest unanswered questions surrounding rail behavior and conservation. If you've ever heard the distinctive call of a Sora echoing across a marsh and wondered what you were hearing, this episode is for you. Topics discussed:• What exactly is a rail?• Sora migration and wintering grounds• Nesting and breeding behavior• Why rails are so difficult to study• How rails find isolated wetlands during migration• Rail hunting history and regulations• Wetland management and conservation• The future of rail research Follow the North American Waterfowler Podcast for new episodes every week. Contact Elliott: freelanceduckhunting@gmail.com Support the Show: Patreon.com/freelanceduckhunting Partners of the Show Flight Day Ammunition www.flightday.com Code NAW10 Shotty Gear www.shottygear.com Code: FDH10 Weatherby www.weatherby.com Mammoth Guardian Dog Kennels www.mammothpet.com Search Mammoth Guardian Dog Create on Amazon Learn more about your ad choices. Visit megaphone.fm/adchoices

A Doctor, a Lady, and a Twin walk into a train station...Email us your questions at: FreelanceHeroismPodcast@gmail.com Visit Freelance Heroism on Facebook! https://www.facebook.com/freelanceheroism/ We have a Patreon! Any support you can provide goes toward us giving you a better podcast listening experience: https://www.patreon.com/Freelance_heroism Check out Deece's webcomic! http://www.1d4rounds.com/ Find the cast on BlueSky: Deece: https://bsky.app/profile/roguist.bsky.social Rae: https://bsky.app/profile/raedrie.bsky.social You can find our gameplay videos on our YouTube page: https://www.youtube.com/channel/UC6TwfLOFsl192ExdAugebgg/ You can check out our web page here: https://rss.com/podcasts/freelancehero/ Intro theme is Waltz op. 64 no 2 in c-sharp minor composed by Frédéric Chopin and performed by Olga Gurevich. License: The song is permitted for commercial use under license public domain, non copyrighted. http://www.orangefreesounds.com/

In this episode of FTR's Rail Market Update, host Joseph Towers covers: Richard Kloster sworn in to the STBWeekly rail trafficAs this information is presented, you are welcome to follow along and look at the graphs and indicators yourself by downloading the PDF of the presentation.Download the PDF: https://www.ftrintel.com/rail-podcastSupport the show

Greg Brady welcomed Karen Stintz, former city councillor and TTC Chair to the studio to discuss: Fixing Canada's Transit Rail Delivery: Global Rail Experts Converge in Toronto. Learn more about your ad choices. Visit megaphone.fm/adchoices

Der Thurgauer Zughersteller Stadler Rail darf der Gemeinde Weinfelden ein Grundstück abkaufen, um dort Züge zu testen. Das Weinfelder Parlament hat den Verkauf gestern genehmigt. Weitere Themen: · Kantonaler Finanzausgleich Ausserrhoden · Stadt Chur möchte kein Stadion für Hockeyclub bauen · Segelflug-Schweizermeisterschaften in Schänis

Greg Brady welcomed Karen Stintz, former city councillor and TTC Chair to the studio to discuss: Fixing Canada's Transit Rail Delivery: Global Rail Experts Converge in Toronto. Learn more about your ad choices. Visit megaphone.fm/adchoices

Billabong Presents… A Smiv & Deadly 3 hour spesh that deep dives… – Rail Vs Chop Hops as Aussie Surf Fans Revolt – The Brazilian Dominance of the Woz – Australia’s World Title Contenders in all-sorts – Surf Rage in Byron as the Man-Buns go turbo nuclear – The mortal global cone-off deluxe – What’s going on with the Shaman’s Socials – Medina’s Effortless Cool – Jed’s Very Very Angry – Endless Swellian Questions answered And more more more! Indulge.See omnystudio.com/listener for privacy information.

Christian Diewald von Stadler Rail Austria spricht darüber, warum Unternehmenskultur und die richtigen Menschen entscheidend sind, wie man in einem schnell wachsenden Unternehmen Struktur schafft und weshalb mutige Entscheidungen die Bahnindustrie prägen.

As the city grows, getting around has become increasingly challenging. Efforts to relieve congestion on I-77 recently came to a halt when leaders rescinded proposed toll lanes. Public transit has grown slowly, with commitments to build the Red Line and the east-west Silver Line. However, those projects could take a decade or longer to complete. We untangle the ins and outs of transit in Charlotte.

Three years after the East Palestine derailment, the House Transportation and Infrastructure Committee has adopted the Rail Safety Act as an amendment to the Build America 250 Act — mandating two-person freight train crews, new hazmat transparency requirements and improved defect detector standards. It is the biggest rail safety step in more than two decades. On this episode of America's Work Force Union Podcast, SMART Transportation Division National Safety and Legislative Director Jared Cassity explains exactly how East Palestine happened, why silenced wayside defect detectors were a deliberate railroad policy choice rather than a malfunction and what the legislation does — and does not — address. He also explains why September 30 is the hard deadline and what it means if Congress misses it. More information on SMART Transportation Division's legislative work is available at smart-union.org.

Bob Pishue of the Mountain States Policy Center argues rail costs on the I-5 Bridge replacement are being severely underestimated — and that Phase 1's $5.9 billion freeway-only option reveals officials may be quietly pivoting away from the full $14.4 billion plan. https://www.clarkcountytoday.com/opinion/opinion-transportation-officials-may-be-pivoting-as-costs-explode-on-interstate-bridge-replacement/ #I5Bridge #Interstatebridge #Transportation #LightRail #TriMet #Columbia River #Vancouver #ClarkCounty #IBR #Opinion

Every week for The Ultimate Guide on The Hard Shoulder, Fionn Davenport takes a closer look at some of the fantastic destinations to visit around the world.This week, Fionn joined Ciara and Shane to give the ultimate guide on travelling Europe by rail!

In this episode, we kick things off on the rails, where a powerful House committee is backing strict scrutiny for the proposed Union Pacific-Southern Pacific merger. The bipartisan House Appropriations Committee added language to the fiscal 2027 Transportation, Housing and Urban Development Appropriations bill during markup on June 2nd, urging the Surface Transportation Board to conduct a rigorous review of the $72 billion deal that would create the first all-freight transcontinental railroad. The committee specifically endorsed the STB's revised 2001 merger rules, which require applicants to not only preserve rail-to-rail competition but offer enhanced competitive options for railroad shippers. Meanwhile, in the cargo security sector, federal prosecutors have indicted eight individuals in what they allege was a massive carrier impersonation scheme targeting shipments moving through logistics facilities in New Jersey, Pennsylvania and Virginia between October 2025 and April 2026. Prosecutors allege the group stole approximately $4.49 million worth of products, including lamb, cheese, beef, copper and cigarettes, by obtaining legitimate carrier information and using it to impersonate those carriers at pickup locations with matching carrier names, MC numbers and DOT numbers on their tractor-trailers. Finally, we explore how FedEx is teaming up with a major Chinese carrier to strengthen its air logistics footprint in Asia. FedEx Corp. and the air cargo arm of China Southern Airlines signed a memorandum of understanding in Guangzhou, agreeing to strategically collaborate on ways to improve the efficiency and service capabilities of their air logistics networks. Under the agreement, the companies will explore cooperation opportunities in several areas, including capacity sharing, routes, hub connections, network planning, fleet resources, ground operations and digitalization. Follow the FreightWaves NOW Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices

Rail to nowhere - HS2 - the poster child project of a failed British political classIn this week's Lowdown podcast, Nick Cohen talks to author and doyen transport writerChristian Wolmar about the serial UK failed high-speed railway project. HS2 has spiralled to an estimated cost of £87-102 billion pounds due to political fickleness, mismanagement, inefficiency, and excessive environmental requirements. Christian Wolmar, author of "Fast Track: The Extraordinary Story of High-Speed Rail," explains how Treasury interference, lack of coherent government strategy, and environmental concerns (including a notorious £130 million bat tunnel) contributed to the project's catastrophic cost overruns. Nick and Christian compare Britain's failure with successful high-speed rail implementations in Spain, China, and other countries that maintained national strategic vision and better project management. Christian expressed skepticism about current Labour government reforms, noting that Prime Minister Keir Starmer has apparently shown little interest in the Euston station project despite being the local MP.Read all about it! Christian Wolmar Christian Wolmar is an award-winning writer and broadcaster specialising in transport and is the author of a series of books on railway history. He has spent nearly all of his working life as a journalist, and his interest in transport began at The Independent when he was appointed transport correspondent in 1992, a job he did until 1997. Christian's latest book is Fast Track: The Extraordinary Story of High-Speed Rail.Nick Cohen's @NichCohen4 latest Substack column Writing from London on politics and culture from the UK and beyond. Hosted on Acast. See acast.com/privacy for more information.

In this episode, we kick things off on the rails, where a powerful House committee is backing strict scrutiny for the proposed Union Pacific-Southern Pacific merger. The bipartisan House Appropriations Committee added language to the fiscal 2027 Transportation, Housing and Urban Development Appropriations bill during markup on June 2nd, urging the Surface Transportation Board to conduct a rigorous review of the $72 billion deal that would create the first all-freight transcontinental railroad. The committee specifically endorsed the STB's revised 2001 merger rules, which require applicants to not only preserve rail-to-rail competition but offer enhanced competitive options for railroad shippers. Meanwhile, in the cargo security sector, federal prosecutors have indicted eight individuals in what they allege was a massive carrier impersonation scheme targeting shipments moving through logistics facilities in New Jersey, Pennsylvania and Virginia between October 2025 and April 2026. Prosecutors allege the group stole approximately $4.49 million worth of products, including lamb, cheese, beef, copper and cigarettes, by obtaining legitimate carrier information and using it to impersonate those carriers at pickup locations with matching carrier names, MC numbers and DOT numbers on their tractor-trailers. Finally, we explore how FedEx is teaming up with a major Chinese carrier to strengthen its air logistics footprint in Asia. FedEx Corp. and the air cargo arm of China Southern Airlines signed a memorandum of understanding in Guangzhou, agreeing to strategically collaborate on ways to improve the efficiency and service capabilities of their air logistics networks. Under the agreement, the companies will explore cooperation opportunities in several areas, including capacity sharing, routes, hub connections, network planning, fleet resources, ground operations and digitalization. Follow the FreightWaves NOW Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices

This week on The Lumber Word, the crew tackles the biggest issue in lumber today: freight. From Buffalo reloads buried under railcars to Southern Pine mills struggling with transportation costs, the conversation centers on how logistics—not mill prices—are driving the market. The team discusses tightening inventories, shrinking North American supply, species substitution, and why prompt wood may be worth more than ever. Gregg doubles down on his bullish lumber outlook, while the group debates whether SPF is significantly undervalued heading into the second half of 2026. If freight remains tight and supply stays constrained, the market could be setting up for a stronger move than many expect. Timeline 0:00 – Back From the Road – Travel stories, reload visits, and market observations. 2:00 – Buffalo Is Jammed – Railcars are arriving fast and unloading slowly. 5:00 – Chicago Reload Expansion – New capacity could become a major advantage. 7:00 – Freight Is the Story – Higher trucking costs are changing lumber economics. 11:00 – Pine Mills Hit the Brakes – Transportation issues may be limiting production. 15:00 – Contract Pricing Gets Tested – Suppliers are absorbing freight pain. 18:00 – Rail vs. Truck – Why transportation knowledge is becoming a competitive edge. 23:00 – Greg's Bull Case – Less supply, steady demand, and higher prices ahead. 29:00 – Prompt Wood Wins – Inventory ready to ship is commanding a premium. 32:00 – Lean Pipelines Everywhere – Buyers may be more undercovered than they realize. 35:00 – Second Half Setup – The crew sees more reasons for lumber to rise than fall. Advertiser Fastmarkets RISI Tiranth Amarasinghe Product Marketing Manager Tiranth.Amarasinghe@fastmarkets.com www.fastmarkets.com Show Contacts: Gregg Riley: Gregg@sitkainc.com Charles DeLaTorre: cdelatorre@ifpwood.com Matt Beymer: mattbeymer@hamptonlumber.com Ashley Boeckholt: ashley@sitkainc.com

WBZ NewsRadio’s James Rojas reports.See omnystudio.com/listener for privacy information.

In "Short Lines, Big Impact: How Short Line Railroads Power America's Supply Chain" Joe Lynch and Joey Evans, Senior Director, Government Affairs & Business Development, TNW Corporation, discuss how Class III short line railroads leverage technology, sustainability, and first-and-last-mile service to keep American commerce moving. About Joey Evans Joey Evans is the Senior Director, Government Affairs & Business Development, TNW Corporation. He is a seasoned rail industry professional with over 20 years of experience, leading TNW's development and execution of government affairs and strategic growth initiatives. His role oversees legislative strategy, public funding efforts, real estate and industrial development projects, and supports acquisition and expansion activities aligned with the company's long-term objectives. Joey serves as President of the Texas Short Line and Regional Railroad Association (TSLRRA) and is a member of the TxDOT Freight Advisory Committee. His career spans various leadership roles across the short line railroad industry. Prior to his current position, he led Customer Success for TNW, encompassing customer service, revenue protection, and infrastructure technology. His journey began as a conductor and engineer, where hands-on experience laid the foundation for his transition into management. About TNW Corporation TNW Corporation owns and operates three short line railroads — TXNW Railway, TXGN Railway, and TXR Railway — along with multiple rail logistics facilities across Texas, serving as a strategic supply chain partner to industries, shippers, fleet managers, and Class I railroads. With more than 40 years of transportation logistics experience, TNW delivers the efficiency, reliability, and customer service that keep North American commerce moving. TXNW Railway, operating in the Texas Panhandle since 1982, is a One-Stop Supercenter and boasts the largest privately owned railcar storage capacity in the United States. TXGN Railway, also a One-Stop Supercenter, has served central Texas since 1992, operating approximately 67 miles of storage and loop track with Union Pacific interchange. TXR Railway, based in Brownwood, serves the Camp Bowie Industrial Area and interchanges with BNSF Railroad. TNW's full suite of services includes rapid interchange, transloading, railcar storage, repair, cleaning, scrapping, warehousing, and rail-served industrial development. Key Takeaways: Short Lines, Big Impact: How Short Line Railroads Power America's Supply Chain In "Short Lines, Big Impact: How Short Line Railroads Power America's Supply Chain" Joe Lynch and Joey Evans, Senior Director, Government Affairs & Business Development, TNW Corporation, discuss how Class III short line railroads leverage technology, sustainability, and first-and-last-mile service to keep American commerce moving. Revenue, Not Track Length, Defines Railroad Classes: Railroad classification is strictly determined by annual revenue, not physical distance. Class I railroads (the "interstates" like BNSF and UP) exceed $1 billion in annual revenue, Class II regional railroads fall between $1 billion and $47 million, and Class III short lines—where TNW Corporation operates—fall below $47 million. Short Lines Serve as the "First and Last Mile" for Rural America: While Class I railroads excel at long-distance freight movement, North America's 615 short line railroads provide essential first- and last-mile service to industrial parks and rural communities. Operating in smaller towns (often under 15,000 people), short lines keep vital agricultural, manufacturing, and petrochemical hubs connected to the national rail network. Lowering the Barrier to Entry with Truck-to-Rail Conversions: Because one railcar holds the equivalent capacity of four trucks (4:1 ratio), TNW launched a dedicated logistics and transloading business. This allows smaller regional shippers within a 50-to-100-mile radius to enjoy the economic benefits of rail by breaking bulk rail loads down into local trucks, without requiring a massive capital investment in dedicated track infrastructure. High-Volume Commodities and Major Public-Private Infrastructure Investments: Short lines primarily handle heavy, bulk commodities like petrochemicals, plastics, lumber, agricultural yields, and construction aggregates (rock). To support these loads, short lines reinvest a massive 33% to 50% of their annual revenue into infrastructure, a timeline accelerated by federal CRISI (Consolidated Rail Infrastructure Safety Improvement) grants to expand track fluidity. Transitioning from Rail's Historic "Black Hole" to High-Tech Visibility: Spurred by rising post-COVID consumer expectations (the "Amazon experience"), TNW developed a proprietary digital portal called My TNW. This tool eliminates the historic visibility "black hole" of rail shipping by providing customers with complete data transparency, allowing them to track cars across both TNW property and intersecting Class I networks. Embracing AI and Autonomous Infrastructure Safety: The rail industry is heavily adopting AI, autonomous railcars, and automated track inspection tools. These automated systems travel the lines to instantly pinpoint structural micro-cracks, gauge misalignments, or railcar defects. Removing the human error factor from these tedious inspections helped the rail sector chart its safest operational year in its 200-year history in 2025. Meeting Corporate ESG Targets Through "Clean and Green" Operations: Rail remains one of the most inherently sustainable modes of land transportation, moving a ton of freight roughly 500 miles on a single gallon of fuel. Beyond fuel efficiency, TNW helps shippers meet strict corporate environmental goals by certifying all properties under Operation Clean Sweep, which enforces strict handling frameworks to prevent plastic pellets and commodities from spilling into local ecosystems. Learn More About Short Lines, Big Impact: How Short Line Railroads Power America's Supply Chain Joey Evans | Linkedin TNW Corporation | Linkedin TNW Corporation | Instagram TNW Corporation | Facebook TNW Corporation | YouTube TNW Corporation The Logistics of Logistics Podcast If you enjoy the podcast, please leave a positive review, subscribe, and share it with your friends and colleagues. The Logistics of Logistics Podcast: Google, Apple, Castbox, Spotify, Stitcher, PlayerFM, Tunein, Podbean, Owltail, Libsyn, Overcast Check out The Logistics of Logistics on Youtube

My conversation today was heard by hundreds or thousands on Georgia NOW & Progressive Voices, but truly, it was meant for an audience of one - former Atlanta mayor Keisha Lance Bottoms, who's now the Democratic Party nominee for Governor of Georgia.MARTA's a PR disaster. A ghoulish, murderous stabbing of a grandmother. New trains (again) delayed prior to the FIFA World Cup. "More MARTA" underwhelming the voters that supported it.The Atlanta Beltline is falling further and further from its intention to alleviate in-city gridlock and offer easier mobility from Atlanta's historic neighborhoods as resistance to the rail element continues to build clout. Why not take a page from the Georgia GOP, circa 2020-21, and call for a state takeover of MARTA the way they salivated over wresting the airport from the city? As Atlanta's former mayor, you have your fingerprints on the Beltline project and can't possibly agree with Cox Enterprises CEO Alex Taylor who's joined the NIMBYs and Eastside trail business folks who now don't want the crucial rail element at all anymore, now, can you? Transit ... mobility ... not just for Atlanta in-city, but the metropolitan area and - dare I say - the state (that's home to the world's busiest airport and has feeder airports inexplicably flying people in small numbers at exorbitant fares) should be a top-of-mind conversation for an aspirational gubernatorial candidate. Heck, talk Delta into a public-private partnership. There's precedence for this in Canada. It makes good business sense for Delta, because it clearly did so for Air Canada, too. While the two GOP candidates try to out "tax cut" one another while also slinging mud to and fro, wouldn't be refreshing for the Democratic gubernatorial candidate to counter with something vastly more impactful?I mean a $1000 break here or there is fine, I guess. Not life changing. Reducing commute times, an affordable, swift means to connect to the world's busiest airport from Athens, Augusta, Columbus, Macon & Savannah - all of which makes it viable for people to live just about wherever they want in the state where they can find more affordable housing; that's what would positively impact the lives of so many Georgians.Mrs. Bottoms, you should pronounce to voters that you'll be governor who connects the state. Be the "mobility governor."It's there waiting for someone to grasp. Grasp it.

In a scathing critique, Michael takes aim at the proposed high-speed rail project in Colorado, calling it a "monument to modern transportation" that's anything but. With a tongue-in-cheek tone, Michael dismantles the project's promises of speed and efficiency, revealing a train that's slower than driving and funded by a complex web of fees and taxes. This episode delves into the Save Act, a bill that aims to require proof of citizenship to register to vote, to the Columbia's efficient and secure election system, Michael highlights the stark contrast between the US and other countries when it comes to voting and identity verification. Michael also takes a swipe at the Colorado Department of Transportation, calling them "the dumbest people in the face of the earth" for their handling of the project. With a healthy dose of sarcasm, Michael pokes holes in the project's claims of speed and efficiency, pointing out that the train will be slower than driving and will only reach a top speed of 79 miles per hour. If you're tired of hearing empty promises and want to know the truth about the high-speed rail project, tune in to this episode to hear the speaker's unvarnished take on the matter. With a healthy dose of humor and a sharp tongue, Michael will leave you questioning everything you thought you knew about transportation politics in Colorado.See omnystudio.com/listener for privacy information.

This episode is a must-listen for anyone interested in transportation policy and the latest on the Front Range Rail project. Ross and Randal dive into the financials of the project, questioning its viability and the benefits it promises to deliver. With a keen eye for detail, the speaker breaks down the numbers and reveals the true cost of this proposed rail line. The Front Range Rail project has been touted as a solution to traffic congestion in the region, but Randal argues that it's a costly endeavor that won't deliver the promised benefits. With a focus on the financials, Randal highlights the staggering costs of building and operating the rail line, and how it will likely cost taxpayers $50 to $60 per rider. Randal also compares the proposed rail line to buses, pointing out that buses are a more efficient and effective way to move people. Randal also touches on the broader issue of why rail projects like this one keep getting proposed despite their questionable financials. It seems that the allure of trains is just too great, and the promise of reducing traffic congestion is often an empty one. Randal shares a fascinating story about a Super Bowl event where buses were used to transport fans, and how they were able to move people in and out of the stadium with ease, while trains struggled to keep up. If you're interested in learning more about the Front Range Rail project and the broader issues surrounding transportation policy, this episode is a must-listen. Randal brings a dose of reality to the conversation, and offers a critical perspective on the proposed rail line.See omnystudio.com/listener for privacy information.

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On this episode of We Question & Learn, host Tom Pysz talks with Jim Meyer of Wabtec about Erie's rich locomotive manufacturing heritage, the evolution of rail technology, and the future of battery-powered and environmentally efficient locomotives. In the second segment, Andrew Roth of the Jefferson Educational Society discusses his book, How to Be a Highly Effective Leader, sharing practical insights on leadership, teamwork, communication, and building the next generation of community leaders. Together, these conversations explore innovation, leadership, and the people helping shape the future of Erie and beyond.

There's more interest in train travel these days, thanks to higher gas prices, but the efforts to expand access to passenger rail around the Commonwealth have been going on for many years now. Several improvement and expansion projects are already underway through MassDOT's "Compass Rail" initiative, with a significant focus on Central and Western Massachusetts. Meredith Slesinger, MassDOT's Rail and Transit Administrator, joins Nichole to talk about their expansion efforts and the benefits of access to passenger rail services.See omnystudio.com/listener for privacy information.

Welcome to the American Railroading Podcast! In this episode our host Don Walsh is joined by guest Betsy Cantwell – President of GoRail. Together they discuss the legislation pending in DC that will impact the rail industry such as the Railway Safety Act and overall Surface Transportation Bill. They do a deep dive into the current and impressive safety record of the rail industry, review all the programs GoRail offers to foster local community-based rail advocacy such as Rail Champions, as well as their Rail Grant Hub, accessibility to freight rail policy and data, and much more! Tune in to this episode to gain valuable insights and broaden your understanding of American Railroading! You can find this episode and more on the American Railroading Podcast's official website at www.AmericanRailroading.net , and watch our YouTube Channel at the link below. Welcome aboard!KEY POINTS: The American Railroading Podcast remains in the Top 10% of all podcasts globally, now downloaded in 83 countries, nearly 50% of the world!Don announces the celebration of the podcast's 3-Year Anniversary! Time sure flies!Since joining GoRail in 2015, Betsy has led the organization's advocacy and communications strategy to build public and political support for freight rail, including earned media, digital campaigns, grassroots mobilization, and message development, aimed at making freight rail policy accessible and compelling to the communities it impacts the most.Per the GoRail website at www.GoRail.org, founded in 2004 on the principle that “all politics is local,” GoRail believes that direct input from constituents is the best way to communicate with elected officials. GoRail works with thousands of community leaders across the country to tell the local story of freight rail — stronger economies, more jobs and cleaner skies.Among all the data available on the GoRail Website is a link to “Check Data for Rail in Your State”, which not only provides the data and benefits of rail in your state, but also gives contact information for your state reps and each major railroad.Betsy gives her opinion on the potential pros and cons of the pending Railway Safety Act and Surface Transportation Act.2025 has been reported as the safest year on record for the rail industry, with improvements across almost every safety metric. According to the Association of American Railroads, Freight Rail Safety - Fact Sheet available at www.AAR.org , the overall train accident rate declined 14 percent year-over-year, while derailments, equipment caused accidents, and track caused accidents each fell to the lowest levels in the railroad industry's history.In a press conference from March 13, 2023, former STB Chairman, Marty Oberman stated in part regarding rail safety: “The Bureau of Transportation Statistics documented last year (2022) that 94% of all hazardous materials spills occurred on truck and only 1% occurred on rail. So if you were trying to make sure communities all over the country are safer, you would want to move more of this material by train, rather than by truck”.Don encourages everyone to follow him on his LinkedIn page at Don Walsh | LinkedIn , and to review his article he published 05/21/26 titled “Railroads Helped Build America & New Policy will Shape the Future of Railroading”. If you like what we do, please leave us a 5-Star Review…and please Share the episode!LINKS MENTIONED: https://www.americanrailroading.nethttps://www.therevolutionrailgroup.com https://www.youtube.com/@americanrailroadingpodcast https://www.buymeacoffee.com/dwalshX https://www.enviroserve.com Don Walsh | LinkedInhttps://www.GoRail.org https://www.AAR.org https://www.SERTC.org

Send us Fan MailWelcome to The BTA Podcast.  In these podcasts we will endeavour to share our thoughts, concerns, optimism and build those all-important human connections with our Partners, Members and Guests.Episode Overview:Bringing you up to speed on a continued busy period for the Business Travel Association, and of course our industry.Clive Wratten, CEO & Andrew Clarke, Commercial Director, welcome new additions and direction to the BTA Executive Board, discuss the Partner Board revival success, plus Gen BTA's latest event highlights, recent podcast release and the benefits and opportunities of careers in the travelling for work industry.There's also the latest on BTA's growing engagement with train operation companies, the debate on proposed hotel levy, including a letter to government and upcoming MP meetings.Finally, a preview of our upcoming Aviation Session, People & Talent Conference, and the Business Travel Show at ExCeL London.You can subscribe to this podcast by searching 'BusinessTravel360' on your favorite podcast player or visiting BusinessTravel360.comThis podcast was created by The BTA and edited & distributed by BusinessTravel360.  For more information about The BTA visit TheBTA.org.ukSupport the show

In this episode of FTR's Rail Market Update, host Joseph Towers covers: STB accepts revised UPNS merger application as “Complete”.Procedural merger timeline delayed until certain deficiencies are remedied by Union Pacific and Norfolk Southern.Update on weekly rail traffic The Rail Market Update is hosted by FTR's Senior Analyst, Rail, Joseph Towers.  As this information is presented, you are welcome to follow along and look at the graphs and indicators yourself by downloading the PDF of the presentation.Download the PDF: https://www.ftrintel.com/rail-podcastSupport the show

AP correspondent Haya Panjwani reports on a train car fire in New York.

Graeme McQueen, media relations manager with the DAA, our North West Correspondent, Shane Ó Curraighín on the garda roads policing operatiion taking place throughout the weekend and John Larson, Internal Communications manager with Irish Rail.

Sebastian Blum, head of mobility, and Jens-Oliver Schünzel, head of land based transportation for EMEA, at KFW-IPEX Bank, discuss the merits of Engineering, Procurement, Construction + Financing, offering expert insight on possible use cases for rail projects with International Railway Journal Editor-in-Chief Kevin Smith. (Intro music: Tired Traveller on the Way to Home by Andrew R Codeman)

The market briefly spikes on a new Axios report that the U.S. and Iran have reached a deal but still need President Trump's final approval. Then the CEO of chip designer and Nvidia partner Synopsis, on earnings and AI demand. Plus, the Surface Transportation Board pauses the review for the deal between Norfolk Southern and Union Pacific. Could the rail merger be in jeopardy? Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Rail workers' solidarity and power to fight for better conditions is undermined when union bureaucrats act against their members' interests. The short-term thinking of trade union leaderships is as endemic as it is self-defeating. A divided workforce is far easier to manipulate, so that in the end, the pay, conditions and pensions of the entire workforce can be steadily degraded. By allowing the management to pick on the lower grades first, train drivers are simply ensuring that when the axe comes for them, there will be nobody to stand beside them in their struggle. ------------------------------------- Subscribe! Donate! Join us in building a bright future for humanity! www.thecommunists.org www.lalkar.org www.redyouth.org Telegram: t.me/thecommunists Twitter: twitter.com/cpgbml Soundcloud: @proletarianradio Rumble: rumble.com/c/theCommunists Odysee: odysee.com/@proletariantv:2 Facebook: www.facebook.com/cpgbml Online Shop: https://shop.thecommunists.org/ Education Program: https://thecommunists.org/education-programme/ Each one teach one! www.londonworker.org/education-programme/ Join the struggle www.thecommunists.org/join/ Donate: www.thecommunists.org/donate/

Over $1 billion allocated for KiwiRail's planned network investments in the Budget means “all the things we want to upgrade are going to happen”, Rail Minister Winston Peters says. He told Mike Hosking they have not asked for more than they should get. Peters says it's based on the fact that it's a business or industry that's been turned around rapidly where it's going to make a greater profit. The Rail Minister says getting that funding was a “great thrill” but it was common sense to fund rail, which was 2.5 times more fuel efficient than road transport. And on the subject of the Middle East, Peters says the Iranian regime 'somewhat' knows what it's doing. US sources report US and Iranian negotiators have agreed to a deal which would extend their ceasefire for 60 days, begin nuclear talks, and open the Strait of Hormuz. It's understood the new agreement hasn't yet been approved by the leadership of either country. The Foreign Minister spoke with the Iranian Foreign Minister on Wednesday. Peters told Hosking Abbas Araghchi laid out details in the memorandum of understanding. He says all the details were included except denuclearisation. LISTEN ABOVE See omnystudio.com/listener for privacy information.

This Day in Legal History: Andrew Johnson Impeachment Trial EndsOn May 26, 1868, the United States Senate ended the impeachment trial of President Andrew Johnson, bringing one of the most dramatic constitutional confrontations in American history to a close. Johnson had been impeached by the House of Representatives earlier that year after clashing repeatedly with Congress over Reconstruction. At the center of the dispute was the future of the defeated South and the legal status of formerly enslaved people after the Civil War. Johnson favored a more lenient approach toward former Confederate states, while the Republican-controlled Congress sought stronger protections for freedmen and stricter conditions for reentry. The immediate trigger for impeachment was Johnson's attempt to remove Secretary of War Edwin Stanton, which Congress argued violated the Tenure of Office Act. The Senate had already voted on one article of impeachment on May 16, and Johnson survived by a single vote. Ten days later, on May 26, the Senate voted on two more articles, with the result again falling one vote short of the two-thirds majority required for conviction. The final vote of 35 to 19 meant Johnson would remain in office.After that result, the Senate adjourned as a court of impeachment and the trial came to an end. The acquittal did not make Johnson politically strong, but it preserved the principle that removing a president required more than intense political disagreement. The trial also tested the separation of powers during a period when Congress and the presidency were fighting over who would control Reconstruction. In later years, the Tenure of Office Act was repealed, and its constitutionality remained deeply suspect. Johnson's impeachment became a lasting example of how legal rules, political conflict, and constitutional design can collide in moments of national crisis.The House Transportation and Infrastructure Committee has advanced a major five-year transportation funding bill that would send about $580 billion toward roads, bridges, transit, rail projects, and highway safety programs. The measure, called the BUILD America 250 Act, passed the committee by a 62-2 vote after a lengthy markup and now heads to the full House. The bill is meant to replace the current surface transportation law, which was part of the 2021 infrastructure package and is set to expire at the end of September. Supporters from both parties framed the proposal as a way to keep infrastructure funding moving while giving states flexibility and speeding up project delivery.One of the most closely watched additions is a rail safety package inspired by the 2023 Norfolk Southern derailment in East Palestine, Ohio. That section would require at least two crew members on many trains, add inspection requirements, regulate defect detectors, and place limits on certain hazardous-material trains. Rail labor groups and the White House have backed stronger rules, while the major railroads argue the proposal is driven more by politics and labor demands than by the causes of the East Palestine crash.The bill would also create a first federal regulatory structure for autonomous commercial vehicles, including automated trucks, buses, and other larger vehicles. Industry supporters say that framework would help the United States compete globally in autonomous transportation, while transit labor leaders say the bill includes important human-oversight protections to keep workers involved and improve safety. Another contested provision would impose a new annual federal registration fee on electric vehicle owners, starting at $130 and later rising to $150, to help support the Highway Trust Fund.Backers say EV drivers should contribute to road funding because they do not pay federal gas taxes. Electric vehicle advocates, however, call the fee punitive and argue it would discourage EV adoption without meaningfully solving the trust fund's long-term funding gap.What's In The House Surface Transportation Funding Bill? - Law360The Justice Department has asked a federal court to lift an injunction blocking work on President Donald Trump's ballroom project, arguing that a recent shooting outside the White House shows why stronger security is needed. In a short filing Sunday, DOJ said the incident highlights the need for high-level security upgrades at the White House, including the ballroom, and again sought dismissal of the lawsuit challenging the project. The case was brought by the National Trust for Historic Preservation, which has opposed the project and previously refused to withdraw its suit after an alleged foiled attack connected to the White House Correspondents' Association dinner in April. DOJ had already cited that earlier incident in asking the court to end the case. According to the Secret Service, the person who fired at a White House checkpoint on Saturday was shot by officers and later died at a hospital. The filing ties the shooting to the government's broader argument that the project is important for national security.US Justice Department seeks to lift injunction on ballroom project after shooting | ReutersMy column for Bloomberg this week argues that Tennessee's recent decision in SAP America, Inc. v. Gerregano shows how poorly traditional state tax categories fit modern software. The court treated SAP's software licenses as nontaxable intangible property, while allowing Tennessee to tax cloud hosting and cloud-based services delivered electronically into the state. That split made sense because SAP's products were cleanly separated into licenses, hosting, and cloud services. But the column argues that most modern software is not so tidy. Even products that seem local often rely on remote tools for logins, updates, syncing, storage, analytics, customer support, or payment processing. As AI becomes built into ordinary software, the line between software and cloud-based service will become even harder to draw.The column focuses on the “true-object” test, which asks what the customer is really buying when a transaction has multiple elements. That test works when the taxable and nontaxable pieces are visible and separately priced, but it becomes much harder to apply when remote processing is hidden inside a product the customer experiences simply as software. The piece argues that states should adopt a software-specific safe harbor rather than treating every remote feature as taxable cloud access. Under that approach, software would be presumed to remain software when remote functions are limited to things like authentication, updates, syncing, security, or modest product enhancements. A state could rebut that presumption if the customer is really buying hosted processing, managed infrastructure, AI model access, inference, or other platform-level functionality. The point is not to abandon the true-object test, but to give it a clearer threshold for hybrid software. Without that guardrail, AI could give states an easy but flawed path to reclassify almost any software product with a remote model feature as taxable cloud access. This is a public episode. If you'd like to discuss this with other subscribers or get access to bonus episodes, visit www.minimumcomp.com/subscribe

Last time we spoke about the first phase of the One Hundred Regiment Offensive. On 20 August 1940, forces launched the Zhengtai Campaign, part of the "Hundred Regiments Offensive," aiming to disrupt Japan's transport network and thus weaken its "cage-and-strongpoint" defense. Orders from the Eighth Route Army split tasks: the Jin-Cha-Ji Military Region attacked the eastern Zheng–Tai line, the 129th Division struck the western section , and the 120th Division hit the Tongpu Railway and the Fen–Li Highway. Success was to be judged by the damage inflicted on the Zheng–Tai line. Preparations were conducted under strict secrecy: reconnaissance teams mapped Japanese strongholds with help from villagers; communities stockpiled grain, ammunition, and tools, and trained for demolition, including heating and bending rails. At night, units infiltrated stations and villages, seized positions, and destroyed bridges, power lines, roads, and mines across multiple columns; rain slowed movement and shaped the fighting. By early September, the Zheng–Tai line and related transport routes were severed, isolating strongpoints and hindering reinforcement.    #203 The One Hundred Regiment Offensive Phase Two Welcome to the Fall and Rise of China Podcast, I am your dutiful host Craig Watson. But, before we start I want to also remind you this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Perhaps you want to learn more about the history of Asia? Kings and Generals have an assortment of episodes on history of asia and much more  so go give them a look over on Youtube. So please subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry for some more history related content, over on my channel, the Pacific War Channel where I cover the history of China and Japan from the 19th century until the end of the Pacific War. During the second phase, the Hundred Regiments Offensive stopped being a single burst of action and became a sustained attempt to keep the Japanese occupation system off-balance. More regiments entered the fighting until, by the scale of commitment on the map, 104 regiments were involved. This matters because it changes what the campaign was: not merely a set of raids, but an effort to broaden pressure so that the enemy could not concentrate everything in one place at one time. Years later, Peng Dehuai—the commander closely associated with the Hundred Regiments offensive—described how the entry of these units felt as "spontaneous." That word can sound mysterious, so it helps to interpret it in operational terms. "Spontaneous" here does not mean unplanned chaos; it means that once the offensive logic took hold—once units saw that Japanese movement and control were being disrupted—local commanders and regiments felt empowered to join the fight without always waiting for the Eighth Route Army headquarters to issue fresh, detailed instructions for each smaller step. In other words, the campaign became something like an expanding network: local success and shared strategic perception fed into more participation across regions. Strategically, the campaign was guided by political and military guidance issued on September 10, 1940 by the Central Committee of the Chinese Communist Party. That instruction tied current operations to the earlier political-military framework of the July 7 Declaration and the July 7 Decision. The instruction argued that the moment mattered: it called for focusing "main efforts" on striking the Japanese army during a period when unity was being strengthened. It specifically urged that, based on the experience of the North China Hundred Regiments Offensive, Communist forces should organize one or more planned large-scale offensive operations in Shandong and Central China. In North China, the instruction pushed for expansion into Japanese army areas that had not yet been attacked—because the battlefield effect of the campaign was not only measured in immediate battlefield outcomes, but in reducing enemy-occupied space, enlarging base areas, breaking through blockade lines, and improving combat effectiveness. That last phrase—"Striking the enemy and attacking our allies is the general policy of military operations at present"—was the harsh shorthand for the operational reality: the campaign had to prevent Japanese occupation from appearing stable and manageable. If the occupation system could treat insurgency as "localized trouble," it would recover quickly. If, instead, occupation became dangerous in multiple places at once—requiring constant defense, constant movement, constant reinforcement—then the Japanese would be forced into a defensive posture that undermined their ability to exploit control. On September 16, 1940, the headquarters issued the second phase plan with a clear aim: expand results from the first phase. The headquarters explained the second phase would continue with an emphasis on disrupting Japanese transportation and destroying some strongholds that had penetrated deep into the base areas. This reveals the campaign's real "background and stakes": the offensive wasn't built around capturing territory in the traditional sense alone. It was built around breaking the system that makes occupation work. In the enemy's logic, occupation relies on movement: soldiers need to move, supplies need to be shipped, and reinforcement must be routed quickly to where trouble appears. Transportation infrastructure—roads, railways, bridges, power lines—forms the skeleton of control. Strongholds and outposts are the organs that occupy space, but they depend on that skeleton. If transportation becomes unreliable, strongholds become isolated islands. If strongholds become isolated, the Japanese must decide between (1) defending each island and spreading themselves thin, or (2) leaving some islands to contain the rest—either way, control weakens. Strongpoints—whether forts, fortified villages, gatehouses, or road blocks—also function as a "cage-and-silkworm" system: they are placed so Japanese forces can consolidate inside them, while routes outside are controlled or denied. In that model, even a small disruption can trigger a major ripple effect. When highways or key segments of rail are repeatedly broken, Japanese units cannot move "cleanly." They must detour, slow down, repair under threat, or escort repairs with larger forces than they prefer. Every extra hour spent repairing is an hour not spent consolidating. Every detour is a chance for ambush or for further sabotage. The second phase sought to exploit that dependency deliberately. That strategic framing explains why, even as the campaign broadened, different regions emphasized different battles. The Jin-Cha-Ji Military Region mainly fought the Lai-Ling Campaign, the 129th Division mainly fought the Yu-Liao Campaign, and the 120th Division focused on attacking the Tong-Pu Railway. They were not separate stories. They were different methods of attacking the same underlying vulnerability: the occupier's ability to move, reinforce, and coordinate. In Jin-Cha-Ji's sector, the stakes were especially sharp around Laiyuan and Lingqiu. The Japanese forces stationed in Mongolia had occupied those areas and penetrated deeply into the northwestern parts of the Jin-Cha-Ji Border Region. Japanese strength around these positions included elements of the 2nd Independent Mixed Brigade and the 26th Division, totaling more than 1,500 men, plus more than 1,000 puppet troops. The presence of puppet forces mattered not only for manpower, but because puppet troops supported the occupier's local control apparatus: they served as locally sourced enforcers, scouts, guards, and "administration-adjacent" security. Removing or weakening them was part of disrupting occupation credibility and local stability. Because the Japanese had been attacked in the first phase, they did not respond by retreating into passivity. They increased troops at each stronghold. Laiyuan City alone was reinforced to around 500 men, and the Japanese strengthened fortifications and stockpiled food and ammunition. This meant the defenders were preparing for a second round: not a sudden surprise raid, but a sustained threat that would test their ability to endure isolation and keep their network intact. Under these conditions, the Jin-Cha-Ji leadership decided to mobilize forces for the Lai-Ling Campaign, beginning at 22:00 on September 22, 1940. Here the background and stakes show up in the campaign's timing and tactics. The objective was not to "beat the defenders in open battle" only; it was to attack in ways that would prevent consolidation. By pushing on county areas and surrounding strongholds immediately, the attackers aimed to force the defenders into reactive mode—closing gates, shifting forces into defensive positions, and preparing for fights that would consume time and ammunition. The right wing launched a fierce attack on Laiyuan County and surrounding strongholds. After a night of hard fighting, the east, west, and south gates were taken, and the Japanese troops retreated into the city. Taking gates matters because it compresses space. It turns a wider defensive perimeter into a narrower, more concentrated posture. It also creates a psychological and operational trap: defenders who retreat into the city may survive longer as a fortified concentration, but their ability to conduct aggressive movement outside their walls—and their ability to receive reinforcements through many approaches—becomes more limited. In the night of September 23, the 2nd Regiment, supported by a battalion of the 1st Regiment and artillery, attacked Sanjia Village, described as an important enemy stronghold on the Laiyuan–Yixian highway, roughly 10 kilometers east of Laiyuan City. Highways are not just routes; they are corridors that connect strongholds to each other and to supply lines. By capturing a stronghold on a highway, the campaign attempted to break a portion of the corridor network feeding the city. The attackers annihilated most of the enemy and captured the village. At the same time, the 3rd Regiment attacked Dongtuanbao, northeast of Laiyuan City, and by the night of September 24, they had taken surrounding fortifications and forced remaining enemies into only a few houses inside the village. Then, on September 25, the enemy burned weapons, supplies, and food stored at the stronghold, preparing for a breakout. That detail reveals a key stake of stronghold warfare: if defenders believe they cannot hold and cannot escape, they may destroy supplies rather than let attackers seize them intact. It's a grim tactical psychology—destroying stores can deny the enemy immediate benefit, even if it reduces defenders' chances of future endurance. When the attackers launched another fierce assault and the remaining defenders, with no hope of escape, threw themselves into the flames and perished, the event underscored the "closed-options" nature of the battle: the stronghold system was being compressed until breakout became impossible. On September 26, other right-wing units, together with the 9th Regiment of the Pingxi Military Sub-district, captured 13 strongholds including Taohuabao, Bailebao, Jijiazhuang, Xinzhuang, Beikou, Xiabeitou, Baishikou, Zhongzhuang, Wangxidong, Liujiazui, Zhangjiayu, Beishifo, and Jinjiajing. Capturing strongholds in clusters has a strategic function. It doesn't just remove personnel; it interrupts local control geography. It makes it harder for defenders inside the city to extend influence outward and harder for them to create new safe points for movement. But the Japanese did what well-prepared occupiers can do: reinforce at the most important time and the most important place. On the second day after the start, Japanese reinforcement began from Zhangjiakou and other locations. Roads had not been completely destroyed, so the Japanese could advance rapidly. This becomes a major background lesson of the second phase. The first phase had demonstrated the power of sabotage to disrupt Japanese movement. But by the time second-phase campaigns began, the Japanese were not ignorant—they were learning. Where sabotage had fully severed roads, reinforcement could be delayed or routed into danger. Where sabotage remained incomplete, reinforcement could arrive quickly, changing the battle's character from attack-dominant to defense-dominant. By noon on September 28, over 3,000 Japanese and puppet troops arrived in Laiyuan City by car, supported by 20 tanks and 4 aircraft. This mechanized support was not just "extra firepower." It was a statement about how the Japanese aimed to retain control: tanks and aircraft increase defenders' ability to resist assault and keep morale from collapsing. Under these conditions, the right wing found it difficult to launch a favorable offensive. So the Jin-Cha-Ji leadership shifted offensive focus to the Lingqiu area, rather than forcing the original plan to continue against reinforced mechanized defense. The first step was to eliminate enemy strongholds between Lingqiu and Hunyuan. The second step was to seize enemy strongholds along a line from southeast of Daying to Shentangbao, and in mountainous areas north of Daying and Shahe. This shift highlights a core strategic principle: when a target becomes too fortified, the offensive can still succeed by moving the pressure elsewhere—aiming to break the enemy's network of strongpoints and keep forcing them to respond across space. On October 2, the headquarters ordered the main force of the right wing to concentrate in the area east and southeast of Laiyuan. Part of the force was assigned to monitor and contain the enemy in Laiyuan, while the 1st and 2nd Regiments were placed under the left wing's command and joined the left wing in combat. This reallocation reflects operational adaptability. If a city becomes a fortress, smaller units may be better employed as containment—tying down defenders—while the main effort moves to seize other stronghold lines where the Japanese might still be vulnerable. The fighting continued with tactical attacks that show how strongpoint warfare unfolded in the field. On the night of October 8, the 1st Battalion of the 1st Regiment launched an attack on the 2nd Regiment while a portion of the Japanese army in Nanpotou was attacking it. The attackers broke into enemy lines, annihilated most of the enemy, and drove the rest off. At the same time, the 1st Battalion of the 6th Regiment captured Qiangfengling, and the Japanese forces in Qingciyao fled in panic. The campaign also included actions such as attacks on Jinfengdian by the 3rd Battalion of the 6th Regiment on the night of September 9, and mention that the 26th Regiment entered Huangtai Temple on the night of October 8 while attacking between Lingqiu and Guangling. By understanding the background and stakes, you can see what these actions were really doing. They weren't random. They were repeated attempts to keep dismantling the enemy's ability to maintain a functioning strongpoint chain. Each captured stronghold reduces the enemy's ability to create secure corridors. Each panic-driven retreat increases their time burden and may cause breakdown in communication between local nodes. Even when the battle remains fierce and deadly, these changes in tempo can accumulate into operational outcomes. The Lai-Ling Campaign lasted 18 days, producing concrete results: killing and wounding over 1,000 Japanese and puppet troops, capturing 49 Japanese and 237 puppet troops, and leaving 1,419 casualties for the Eighth Route Army. The losses show the campaign was not a "clean victory." It was expensive. But the operational logic—disrupting a strengthened occupation zone, capturing strongholds, and forcing enemy reinforcements to concentrate—was consistent with the second phase's broader mission. Support for Lai-Ling came from the Jizhong Military Region through the Renqiu–Hejian–Dacheng–Suning Campaign from October 1 to October 20, simultaneously sabotaging the Cangshi, Deshi, Beining, and Jinpu railways. This is where "background and stakes" become especially clear. The Japanese, even when they defend in one area, have to move elsewhere to respond. When you attack multiple transportation lines and strongpoint zones at once, you prevent the enemy from solving one problem cleanly before moving to the next. You make the enemy chase multiple fires. After the Hundred Regiments Offensive began, Japanese forces in Jizhong moved west to reinforce in some cases, but most were tied down on important transportation lines. That relative weakening meant defenses in Jizhong's interior became weaker—creating space where a larger contest could occur. Jizhong decided to deploy 10 battalions totaling more than 8,500 men from the 18th, 23rd, and 30th Regiments across left wing, center, and right wing roles, fighting in the area. The plan was not only to attack; it was to manipulate where the Japanese had to respond. The two wing units would contain and draw Japanese forces away from the central Renhe Dasu zone, and then the central unit would break into that central area to open the situation. In other words: wings would pull; center would punch. The Renhe Dasu battle began on October 1, 1940. On the left wing, the 18th Regiment entered an area east of the Zhulong River and west of Hejian and Renqiu, capturing Lianjiazhuang, Dongguxian, and Liangcun between October 2 and October 6. By the night of October 7, Japanese troops at strongholds including Yuhuangmiao, Fenglebao, and Liushansi fled in panic—another reminder that once stronghold cohesion fractures, the enemy's ability to endure a second phase of pressure drops. On the right wing, the 30th Regiment operated with four battalions east of Dacheng and east of the Ziya River, capturing a series of strongholds including Liminju, Dengzhuangzi, Shigeju, Xiliuzhuang, Zangzhuangzi, and Chencun, while engaging in road-breaking and ditch digging. These actions show the campaign's "method," not just its target. Even when the opponent could be fought directly, sabotage and engineering measures could amplify the damage by reducing mobility and forcing time-consuming repairs. The central unit, the 23rd Regiment, had two battalions crossing the Hutuo River northward. On October 1, it ambushed more than 100 Japanese troops coming from Shangjialin to seize grain, killing more than 90 and capturing all their weapons. On October 9, it ambushed the enemy from Liugezhuang to Litan at Baimatang, annihilating 20 Japanese and puppet troops. These ambushes illustrate a second background principle: occupiers need sustenance and extraction operations, and those operations follow routes and patterns. By striking troops during foraging or supply-related movement, the offensive attacks not only the army but also the logic that keeps occupation armies fed and maintained. From October 15 to October 20, the second stage of those operations targeted the east and west banks of the Ziya River, leaving only a small force in the central Renhe River Great Suppression area. On the night of October 19, the central force captured Banjiehe and destroyed a bridge over the nearby Guyang River. On the night of October 16, the left wing captured Daqudi and the Renqiu Shimen Bridge, and on October 18 it captured the stronghold at Wangpan. A note in the operational description also indicates that the right wing faced a serious enemy situation and could not take major action during one segment—another reminder that even a planned operation cannot control all battlefield variables. What matters is whether the operation still meets its strategic purpose, not whether every segment goes perfectly. In the Battle of Renhe Dasu, Japanese and puppet losses were heavy: 805 killed or wounded, and 3 Japanese and 326 puppet troops captured. The campaign took 29 strongholds. The Jizhong Military Region suffered 573 casualties. Strategically, this battle contained enemy forces and effectively supported the Battle of Lai-Ling. Again, support here is not just "help in the same region," but redistribution of pressure: by forcing the enemy to allocate troops to Jizhong, Japanese defenders around Lai-Ling face more difficulty maintaining overall operational coherence. While Jin-Cha-Ji and Jizhong fought around Laiyuan and Lingqiu, a deeper pressure developed in the Taihang base region—through the Yuliao (Yu-Liao) Campaign, fought mainly by the 129th Division. The background stakes in the Yu-Liao theater were the highway route from Yangquan through Pingding, Heshun, Liaoxian to Yushe, described as the deepest penetration route through which the Japanese penetrated the Taihang base area. The Japanese tried to extend this road southwestward and connect it with the Baijin Railway through Wuxiang, aiming to split the Dahang area and deploy forces flexibly along the Zhengtai and Baijin lines. This was about strategic mobility and operational geometry. A road connection isn't only "transport"; it reshapes where the enemy can exert pressure and how quickly they can shift forces from one axis to another. The Yuliao section measured 45 kilometers and included eight strongholds: Yushe, Yanbi, Wangjing, Guantou, Pushang, Xiaolingdi, Shixia, and Liaoxian. These were guarded by the 13th Battalion of the Japanese 4th Independent Mixed Brigade. A line of strongholds along a highway is the occupier's version of a corridor defense: it enables them to keep movement inside a protected chain. If that chain is cut, movement becomes vulnerable and the "deep penetration route" turns into a dangerous liability. On September 22, 1940, the 129th Division issued basic orders: launch a surprise attack to eliminate the enemy from Yushe to Xiaolingdi, recapture strongholds, destroy the highway, and then press forward toward Liaoxian to recapture it when the opportunity arose. This is a textbook example of how the offensive combined surprise, seizure, and destruction. Surprise prevents the defenders from organizing a coordinated response. Seizure eliminates their nodes. Highway destruction prevents them from restoring their corridor quickly, forcing time and labor—exactly what the second phase wanted. The assault began on the night of September 23. On September 24, the left wing captured Yanbi and Wangjing, while the right wing captured Pushang and Xiaolingdi. By September 25, Yushe and Jucheng had also fallen, leaving only the enemy at Guantou on the Xiaolingdi–Yushe line still resisting. Concurrently, detachments attacked on related axes: the Pingliao Detachment captured Hanwang Town north of Liaoxian; the Qinbei Detachment sabotaged roads and attacked frequently, pinning Japanese forces on the Wuxiang and Baijin routes. On September 26, the 129th Division ordered part of the right wing to continue besieging the enemy at Guantou, while the main force and the left wing moved east to recapture Liaoxian and eliminate reinforcements. At dawn on September 27, the right wing attacked Shixia west of Liaoxian and captured it that night. On September 28, the left wing reached near Majiu in preparation for an attack on Liaoxian that night. Then battlefield logic reasserted itself: the Japanese did not sit idle once their corridor was threatened. Troops from Heshun and Wuxiang reinforced Liaoxian and Guantou respectively. The Eighth Route Army headquarters ordered the Liaoxian attack halted. Some forces were to contain the enemy advancing south from Heshun, while the main force moved to the Hongyatou and Guandinao areas to prepare to annihilate enemy reinforcements arriving from Wuxiang. This decision reveals a deeper stake: even if an army can seize targets, it must avoid exhaustion and must avoid allowing the enemy to convert a partial tactical loss into a larger opportunity. Headquarters essentially chose the operation's "survival path": shift from capturing more nodes to annihilating the reinforcements that would otherwise restore the corridor. Following these orders, the 129th Division attacked Guantou and took it at 24:00 on September 29. In the narrative description that follows, the enemy reinforcements moving through ambush terrain clashed with Communist formations in an engagement where aircraft coverage and terrain allowed the enemy to seize high ground and resist stubbornly. The battle lasted two days and one night, with heavy casualties on both sides. That is an important background lesson: the offensive could still destroy corridor nodes, but the enemy's ability to bring aircraft support and seize terrain meant that the "destroy and move on" approach wasn't always enough. Sometimes, momentum had to be re-channeled into another kind of contest—one closer to a blocking ambush and a battle of endurance. By the evening of October 1, more than 500 Japanese troops from Liaoxian broke through the right wing's blockade and approached near the left wing's command post. The left wing was ordered to withdraw from the battle. Headquarters then assessed that Japanese troops from Liaoxian and Wuxiang had joined and that more than 1,000 Japanese troops from Yangquan had reached Hanwang Town north of Liaoxian. Combined with the 129th Division's exhaustion and heavy casualties, headquarters decided to end the Yulin–Liaoxian Campaign—not because the offensive had no value, but because the risk of allowing the enemy to "sweep" the Taibei area could outweigh further gains. This termination decision illustrates a stake that is often overlooked: in insurgency-style campaigns, operational survival is part of success. The second phase did not merely chase targets; it sought to transform conditions so that the enemy would have to spend strength defending a failing network. If continuing a battle risks letting the enemy regroup into a larger counter-offensive that clears base zones, then ending becomes strategic. While the 129th Division wrestled with corridor defense around Liaoxian and Guantou, the 120th Division pursued a transport-centered strategy against the Tong-Pu Railway—because rail disruption was not a supporting detail; it was a main axis of pressure. On September 12, 1940, the 120th Division issued an action plan for the northern section of the Tongpu Railway, deciding to attack the Ningwu and Xinxian sections (with emphasis on the section between Ningwu and Daniudian) starting September 20. This timing shows planning designed to synchronize with broader operational pressure. Rail sabotage required engineering preparation and coordination across units, and the campaign sought to create disruption when the enemy would be most vulnerable to delayed reinforcement. On September 14, the 358th Brigade left its base west of Loufan and crossed the Jingle–Lanxian Highway to the north. It assembled at Majiagou on the 16th, then launched an attack on Toumaying using its 3rd Detachment (comprising the 7th and 8th Regiments and the special service battalion). At 24:00 on September 18, that detachment attacked Touma Camp, while the 7th and 8th Regiments attacked reinforcements. Fighting continued until the following morning when more than 40 Japanese soldiers from Ninghuabao reinforced Touma Camp. Once reinforcements reached Shanzhai Village, they were surrounded and annihilated. On September 20, around 200 Japanese soldiers from Yangquanling went to Liyan Village to counterattack. The 716th Regiment attacked at 14:00, and by dawn the next day, the enemy fled back to Yangquanling. These battles are more than local clashes. They serve the background logic of sabotage campaigns: before destroying rail infrastructure, you need to reduce the enemy's ability to respond instantly. Fighting reinforcements and counterattacks clears windows of time. Those windows can then be used to sabotage tracks, bridges, and related installations. If sabotage occurs under active reinforcement pressure, the enemy can repair quickly or trap the sabotage teams. If sabotage occurs after the enemy's response capacity is disrupted, repair becomes slower and the operational effects last longer. Parallel operations reinforced this logic. On the night of September 16, the Independent 1st Brigade crossed the Fen River east. On September 18, it was learned that more than 400 Japanese troops had attacked the Yanbei Detachment at Yangquanling but returned to Shangzhuang after failing to find them. The brigade then chose to encircle and annihilate the enemy rather than chase endlessly. The attack began at 13:00 on September 18 and lasted until early morning on September 19. The main force withdrew to sabotage the railway, while the remaining enemy retreated to Yangquanling. The engagement inflicted 105 casualties on the Independent 1st Brigade, while killing or wounding about 200 Japanese. Once the blocking threat was removed, units quickly moved into sabotage actions on the Tongpu Railway. Then sabotage itself proceeded systematically. On the night of September 22, the 4th Regiment of the 358th Brigade—attached to the division's engineering company—and the division's special service regiment advanced to the area between Duanjialing and Xuangang to sabotage several sections of the Tongpu Railway. At the same time, the 2nd Regiment attacked Qicun, and the 715th Regiment attacked Xinkou and Loubanzhai. On the night of September 23, the 2nd Regiment sabotaged the railway south of Xinkou while the 715th Regiment sabotaged it north of Xinkou. On the night of September 25, the 715th Regiment sabotaged between Daniudian and Xuangang. The Independent 2nd Brigade also sabotaged several railway sections between Shuoxian and Ningwu. After six days of sabotage operations, the 120th Division again caused the Tongpu Railway to be interrupted. The background stakes here are straightforward but huge: a rail interruption forces the occupier into repair work, escorts, and re-routing. During the second phase—when the Japanese were already under pressure across multiple theaters—the need to continuously handle repair reduces the capacity for offensive operations and for rapid reinforcement to any single contested point. It also slows their ability to respond to new threats as quickly as they would like. By connecting all these threads—Laiyuan and Lingqiu strongholds, Renhe Dasu containment and roadbreaking, the Yuliao highway corridor fight, and repeated Tongpu railway sabotage—you can see the deeper logic of the second phase. The campaign aimed to create a battlefield environment where Japanese forces could not enjoy stable mobility and where strongpoints could not function as a reliable cage. Transportation disruption isolated strongholds. Stronghold destruction and capture shrank the enemy's local control points. Highway and rail sabotage forced the Japanese to defend not only troops and walls, but also the infrastructure that enabled their coordination. That's why the second phase emphasizes disrupting transportation and destroying some strongholds penetrated deep into base areas. It wasn't simply "hit more places." It was a deliberate attempt to force the Japanese to abandon their preferred operational pattern: a networked system of strongpoints supported by transportation reliability. If that reliability breaks down, the occupier's "cage" becomes porous and unstable, and Communist base areas gain room to expand and persist. By early October, the second phase was winding down, while a third phase was developing: reinforced Japanese columns sought to engage and destroy 8RA units. Over the next two months, several fierce counterattacks occurred, and after that the Hundred Regiments campaign was considered to be finished. I would like to take this time to remind you all that this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Please go subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry after that, give my personal channel a look over at The Pacific War Channel at Youtube, it would mean a lot to me. After earlier setbacks in the 1930s, the CCP sought national leadership in resistance while maintaining political room to maneuver within an uneasy arrangement with the KMT. By early 1940–1941, the strategy shifted toward "strongpoint" and transportation warfare: guerrilla actions were used to fracture Japanese defensive networks and sabotage logistics. Japanese attempts to consolidate territory, through local administration and security practices—often provoked the CCP's dual struggle, militarily and politically. As Japanese sweeps temporarily gave the CCP advantages, the situation forced rapid adaptation.

Moments after his breakthrough runner-up at Raglan, Morgz answers the call from The Swellians to talk about his mind melting backside attack at Raglan, where the final with Italo was won and lost, whether Aussie rail surfing can actually win a world title given how much the judges love Brazilian aerials, and much more. See omnystudio.com/listener for privacy information.

On this special weekend edition of The Daily T, Camilla Tominey goes up against Mick Lynch, the former general secretary of the National Union of Rail, Maritime and Transport Workers.In a turbulent episode, the two debate strike action on the railways and in our hospitals – which have at times brought the country to a halt – and the role of mass migration in suppressing wages.Camilla also asks the former union boss whether he backs Andy Burnham as the man to turn Britain's fortunes around.Producer: Georgia CoanSocial Media Producer: Conor ClarkExecutive Producer: Charlotte SeligmanSenior Producer: John CadiganVideo Producer: Will WaltersStudio Operator: Meghan SearleEditor: Camilla TomineyHighlightsCamilla Tominey challenges Mick Lynch on strikes and his record as a trade union leaderMick Lynch is quizzed on his support of Andy Burnham as a Labour Party leadership candidate Hosted on Acast. See acast.com/privacy for more information.

In this episode, we kick things off by examining the brutal reality of commercial trucking insurance as premiums have surged at double the rate of inflation while insurers themselves operate deep in the red. The American Transportation Research Institute documents an average annual premium increase of eight point three percent between twenty seventeen and twenty twenty-five, with smaller fleets bearing the heaviest burden at a staggering twenty point three cents per mile. Next, we explore the seismic shift in broker liability law as a major case previously won by Echo Global Logistics has been sent back to a lower court following the Supreme Court's landmark Montgomery decision. This unanimous ruling opens the door for brokers to be held liable for negligent hiring, and plaintiff attorneys are already aggressively screening catastrophic trucking cases for broker involvement at intake. Finally, we shift over to the rails to discuss the fierce battle over a Trump-backed safety measure as the Association of American Railroads slams the Railway Safety Act's inclusion in a major transportation funding bill. The legislation mandates two-person crews and stronger inspections, prompting railroad leaders to call out what they describe as hypocrisy for locking yesterday's operating models into federal law while simultaneously creating a framework for autonomous trucks. Follow the FreightWaves NOW Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices

https://theprint.in/india/in-2nd-cabinet-meet-satheesan-led-udf-govt-scraps-pinarayis-pet-k-rail-project/2936307/

Let's Go Season 6(last season was way more dreary than I had thought)All I can say is Ice Cream for Everyone - and let's road trip... Rail Trip?The end of the 19th Century is exciting, colorful and yeah full of mistakes.  But we are Doing Things, Building Things and Going Places.Let's Go.Music Credit: Fingerlympics by Doctor TurtleShow Notes: https://thehistoryofamericanfood.blogspot.com/Email: TheHistoryofAmericanFood at gmail dot comThreads: @THoAFoodInstagram: @THoAFood& some other socials... @THoAFood

In this episode of Building Texas Business, Chris Hanslik sits down with Joey Evans, head of business development, government relations, and transportation technology at TNW Corporation, for a conversation about an industry that quietly keeps Texas - and the rest of America - running. Joey introduces listeners to the world of short-line railroading and explains how TNW's four Texas railroads, located in Gonzales, Dumas, Brownwood, and at the Port of Victoria, serve as the critical first and last mile of freight movement across the state.Joey breaks down how short-line railroads fit into the national transportation network, why one rail car effectively removes four trucks from the highway, and what makes TNW's operation distinctive - including its flagship Dumas facility, which has grown into the largest privately owned rail car storage facility in North America. He also shares how the company built its proprietary technology platform, MyTNW, to give customers real-time visibility into their entire fleet, and how TNW has continued to push innovation in an industry that has historically lagged behind when it comes to technology adoption.The conversation covers TNW's approach to customer relationships, strategic planning, and staying nimble in the face of shifting market conditions and geopolitical uncertainty. Joey also discusses his work as president of the Texas Shortline Railroad Association and the significance of newly passed state legislation that lays the groundwork for dedicated state funding to complement federal infrastructure grants - funding that could accelerate rail upgrades across Texas by years and help the state compete with neighboring states that already have these programs in place.Joey also speaks candidly about his own leadership journey, from starting as a railroad conductor with no college degree to growing into a strategic role, and how mentorship, faith, and a shift away from purely transactional thinking have shaped the leader he is today. He talks about the importance of building a personal brand early in a career, the value of servant leadership, and why asking for help is a sign of courage rather than weakness.For business owners, entrepreneurs, and leaders interested in Texas infrastructure, economic growth, logistics, and what it takes to build a service-driven company with deep roots and long-term vision, this episode offers a compelling and eye-opening look at an industry that touches nearly everything - even if most people never think about it.LINKSShow NotesPrevious EpisodesAbout BoyarMillerAbout TNW Corporation

On this episode of The 3DO Experience we are once again joined by friend of the Show KC this time to discuss the Digital Pictures FMV title Sewer Shark!Check Out Call of Duty: Thrak Ops: https://superpodnetwork.com/podcast/call-of-duty-thrak-opsProud member of ⁠⁠⁠https://superpodnetwork.com/⁠⁠⁠Follow us at: https://linktr.ee/ThebarberwhogamesFollow Thrak at: https://bsky.app/profile/thrak.bsky.social

20 May 2026. The focus now turns to how the trains will fast-track tourism and transform the surrounding area. Georgia Tolley has been talking to Etihad Rail’s Executive Director of Commercial about how it’ll be a catalyst for growth. Plus, AED 62 billion. 22 million square feet. Right next to what will become the world’s largest airport. We find out what’s being built with the CEO of Dubai South. ADNOC Distribution is tying up with Americana to bring 200 quick-service restaurants to its service stations - we find out more with Jacqueline El Boghdadi, CMO at ADNOC Distribution. And finally, still thinking of a staycation for Eid? We find out what’s left, where to go and what it’ll cost you up north with Phillipa Harrison, CEO of Ras Al Khaimah Tourism Development Authority. See omnystudio.com/listener for privacy information.

-W.H. gets Axios to publish new war propaganda against Cuba -Workers in Bolivia revolt against US-backed rightwing President -Rail workers end strike in Long Island after securing higher wages -Tonight concludes the most expensive House primary in history

AP correspondent Julie Walker reports the busiest US commuter rail system resumes operations as a deal is reached to end the strike.

AP correspondent Julie Walker reports talks to end a strike shutting down the largest US commuter rail system resumed Monday.

Known as the Commodore and the King of the Rail, Cornelius Vanderbilt is one of the most famous men in American history. Born of meager means, Vanderbilt built several empires, mastering the sea and the rail. Join me as I start exploring the life and impacts of one of the titans of the Gilded Age. Support the show

Episode 307: Games We Need to Try Introduction:  News:  Kickstarter is a cesspool Pack & Paddle - $45, 13 days BGG Artist Series: Series 11 - $30 for 12”x18”, 5 days Games Played:  Secret Hitler Fliptoons Endearment Games We Want/Should Play But Haven't:  Jason - Arkham/Eldritch Horror  Katie - Kraftwagen Jason - Saint Petersburg  Katie - Gloomhaven Jason - Cosmic Encounter Katie - T.I.M.E stories Jason - Tichu Katie - Above and Below/Near and Far Jason - Glory to Rome  Katie - Spirit Island Closing: 

There's a multibillion-dollar plan for high-speed rail in central Canada, and it's facing stiff opposition from many of those who would be affected locally. But as a so-called nation-building project, is it a good thing? You have your say today. Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

In today's episode, we cover: FedEx Freight Spinoff: We kick things off with the major corporate shakeup at FedEx Corp., whose board of directors has officially approved the spinoff of its less-than-truckload (LTL) unit, FedEx Freight. We discuss the details of the separation, which is set to conclude by June 1, and how the new standalone company will trade on the New York Stock Exchange under the ticker symbol "FDXF". UP-NS Rail Merger Application: Next, we head over to the rails to unpack the ongoing regulatory proceedings between Union Pacific (UP) and Norfolk Southern (NS). The two Class I railroads have submitted a revised merger application to the Surface Transportation Board (STB), defending it as "comprehensive and complete" after their initial filing was rejected for lacking adequate market-share data and specific merger agreement details. New Jersey's Independent Contractor Rules: Finally, we look at the crucial changes to New Jersey's controversial independent contractor rule impacting truckers. Trucking companies are breathing a cautious sigh of relief as the revised rule removes language that would have classified a worker as an employee simply because the company required them to comply with federal or state safety regulations. Follow the FreightWaves NOW Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices