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Transportation

St Louis MetroLink completes $192m extension to MidAmerica airport

Transportation via Railway Gazette
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USA: Construction has finished on a $192m extension of the MetroLink light rail system to MidAmerica St Louis Airport in Illinois. The 8.4 km line from Shiloh-Scott Transit Center marks the St Louis network’s first full expansion in two decades. Officials held a ribbon-cutting ceremony at the new airport station on October 5, after which attendees boarded an inaugural train along the newly completed tracks. Revenue passenger service will begin in the coming months once testing is completed. Multimodal corridor The overall scheme comprises three distinct elements. These include the $154m railway extension, $32m in roadway works and a $6m bicycle trail. The 7.2 km MetroBikeLink Trail extension enhances access for cyclists to the wider transport network. Additionally, new road access connects Interstate 64 to the airport terminal and Scott Air Force Base. Funding was provided jointly by the State of Illinois and the St Clair County Transit District. The state contributed $127m through the Rebuild Illinois Capital Programme, and the local transit district supplied $65m. The partners delivered the project on time without federal funding or debt to taxpayers. Direct link between regional airports The new facility represents the 39th station on the MetroLink network. It sits directly opposite the airport terminal and parking facilities. The stop features ‘Taking Flight’, a large sculpture depicting five 3.6 m tall gulls by artist Dale Rogers. Once the new section is operational, the 69 route-km light rail network will offer direct services between MidAmerica Airport and St Louis Lambert International Airport, which, like central St Louis, lies across the Mississippi river in the state of Missouri. St Clair County Chairman Mark Kern praised the regional partnership behind the infrastructure works. ‘This project is much more than a transit expansion. It is an investment in our communities, workforce and future. By connecting MidAmerica St Louis Airport, Scott Air Force Base, employers and neighbourhoods to the region’s transit network, we are creating new opportunities for residents while positioning St Clair County for continued economic growth.’ Bi-State Development President & CEO Taulby Roach highlighted the broader network benefits. ‘When the new MidAmerica Airport Station comes online, the bi-state region will have the unique position of 50 miles of rail connecting dozens of communities to two international airports’, he said. ‘For our riders, this means connecting to more jobs, finding more places to travel, and having even more reasons to choose Metro Transit.’ Local delivery Five separate construction packages were used to design and build the corridor. Project partners coordinated with American Indian tribes to protect culturally and historically significant archaeological sites. Furthermore, the majority of construction contracts were awarded to local firms, union labour and disadvantaged business enterprises. ‘This project shows what can happen when state, local and regional partners come together around a shared vision’, said local county chairman Kern. ‘It would not have been possible without the skilled labour trades and construction professionals whose expertise, dedication and hard work made this project a reality.’ St Louis begins roll-out of Masabi account-based ticketing See also: Metro beats monorail as best choice for the Sepulveda Transit Corridor

USA: Construction has finished on a $192m extension of the MetroLink light rail system to MidAmerica St Louis Airport in Illinois. The 8.4 km line from Shiloh-Scott Transit Center marks the St Louis network’s first full expansion in two decades.

Officials held a ribbon-cutting ceremony at the new airport station on October 5, after which attendees boarded an inaugural train along the newly completed tracks. Revenue passenger service will begin in the coming months once testing is completed.

Multimodal corridor

The overall scheme comprises three distinct elements. These include the $154m railway extension, $32m in roadway works and a $6m bicycle trail. The 7.2 km MetroBikeLink Trail extension enhances access for cyclists to the wider transport network. Additionally, new road access connects Interstate 64 to the airport terminal and Scott Air Force Base.

Funding was provided jointly by the State of Illinois and the St Clair County Transit District. The state contributed $127m through the Rebuild Illinois Capital Programme, and the local transit district supplied $65m. The partners delivered the project on time without federal funding or debt to taxpayers.

Direct link between regional airports

The new facility represents the 39th station on the MetroLink network. It sits directly opposite the airport terminal and parking facilities. The stop features ‘Taking Flight’, a large sculpture depicting five 3.6 m tall gulls by artist Dale Rogers.

Once the new section is operational, the 69 route-km light rail network will offer direct services between MidAmerica Airport and St Louis Lambert International Airport, which, like central St Louis, lies across the Mississippi river in the state of Missouri.

St Clair County Chairman Mark Kern praised the regional partnership behind the infrastructure works. ‘This project is much more than a transit expansion. It is an investment in our communities, workforce and future. By connecting MidAmerica St Louis Airport, Scott Air Force Base, employers and neighbourhoods to the region’s transit network, we are creating new opportunities for residents while positioning St Clair County for continued economic growth.’

Bi-State Development President & CEO Taulby Roach highlighted the broader network benefits. ‘When the new MidAmerica Airport Station comes online, the bi-state region will have the unique position of 50 miles of rail connecting dozens of communities to two international airports’, he said. ‘For our riders, this means connecting to more jobs, finding more places to travel, and having even more reasons to choose Metro Transit.’

Local delivery

Five separate construction packages were used to design and build the corridor. Project partners coordinated with American Indian tribes to protect culturally and historically significant archaeological sites. Furthermore, the majority of construction contracts were awarded to local firms, union labour and disadvantaged business enterprises.

‘This project shows what can happen when state, local and regional partners come together around a shared vision’, said local county chairman Kern. ‘It would not have been possible without the skilled labour trades and construction professionals whose expertise, dedication and hard work made this project a reality.’

St Louis begins roll-out of Masabi account-based ticketing

See also:

  • Metro beats monorail as best choice for the Sepulveda Transit Corridor

Source: Railway Gazette

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South Korea: Tram revival faces a bumpy ride

The Wirye Line tramway in Seoul is set to open this year as the first modern tram line in South Korea, followed by a 38.1 km line in Daejeon. However, the already-tendered Ulsan tramway is being challenged by a newly elected mayor, while Hwaseong is exploring how best to realise its two-line network following six unsuccessful calls for tenders. Benjámin Zelki investigates. Seoul is on course to bring trams back to South Korea. The start of passenger-carrying test operations on the 5.4 km Wirye Line is scheduled by the end of the year. The return of trams to Seoul comes almost 60 years after the last section of the city’s legacy network closed in 1968. Construction work on the Wirye Line started in 2023, and test runs with the first vehicle have been underway at Korea Railroad Research Institute’s Osong test track since September 2025. Seoul city map Click to explore The catenary-free tramway will serve 12 stops, improving access to the centre of the Wirye district which lies in the southeast of the urban area. The route runs south from the Macheon terminus of metro Line 5 before splitting; one branch serves Namwirye on metro Line 8, and the other runs west to Bokjeong on Line 8 and the Suin-Bundang Line, which was created in 2020 through the merger of the Suin and Bundang suburban lines. Daejeon in full swing The city of Daejeon started construction on its first light rail line in December 2024, and works are now underway across all the scheme’s 14 contractual packages. Named Line 2 to follow on from the city’s sole metro line, the 38.1 km route will run in a loop around the city centre, with a one-stop branch in the southwest and a four-stop branch in the northeast. There will be a total of 45 stops, including five interchanges with metro Line 1. Part of the alignment will be in tunnel, and the entire line will be catenary-free. An increased budget of 1.51tr won for the project was announced by Daejeon Mayor Lee Jang-woo in August 2024. The city council confirmed in June this year that the opening of Line 2 was expected in the second half of 2030, two years later than originally planned. Ulsan project review In contrast to the progress in the capital and Daejeon, the delivery of Ulsan’s 10.9 km tram Line 1 has encountered several roadblocks. Preliminary works began in April for the catenary-free tram line with 15 stops, which is intended to link Taehwagang railway station in the city centre with Sinbok to the west. The current timescale envisages that the main civil works would start in February 2027, with the total cost of the scheme originally estimated at 381bn won. However, Kim Sang-wook, who was elected as mayor of Ulsan in local elections at the start of June, initiated a review on June 25, issuing a ‘temporary suspension’ of the project. This was lifted on July 31, allowing the works to resume for now, but the city has reportedly been seeking legal ways to abort the project without incurring a significant loss. The local authority had until August 29 to terminate the main works contracts, citing unforeseen circumstances, although this would have left it facing some liabilities for compensation relating to the construction and rolling stock contracts. After that deadline, termination became more difficult. Local media reported on August 31 that that so far, the council has been unable to find a lawful way to terminate the project. BRT plan, depot relocation According to the mayor, the tram project, as it is being delivered under the existing plans, would result in a significant reduction in road space, causing traffic congestion both during construction and after opening. He is also concerned about the risk of cost overruns and future operating expenses. Kim believes that the development of a bus rapid transit corridor could deliver similar benefits with less expenditure and reduced road traffic disruption. Most recently, local media reported that the tram depot, which was originally planned for a site next to Taehwagang station, needs to be relocated to an as-yet unconfirmed location due to issues around ground stability and utilities. Hwaseong tendering troubles Elsewhere, the municipality of Hwaseong, a satellite town south of Seoul, is working to deliver a two-line tramway. It called tenders no less than six times from April 2025 to March 2026 for the final design and civil works for a 31.6 km network. According to local media, the repeated procurement procedures were unable to attract bids meeting the city council’s terms, as the industry found the construction budget to be too low, contractual risks too high, and the construction period too short. In a bid to address these concerns, Hwaseong municipality has decided to enter into a contract negotiation with a consortium led by local construction and engineering company DL E&C, which was the sole bidder for the last tendering round that concluded in April. As part of the negotiations, the city boosted the funding envelope for civil works by 8.9bn won to 693.2bn won, and extended the delivery timeframes for design and construction. This included better terms for utility relocation works. DL E&C holds a 50% stake in the construction consortium, along with Taeyoung Construction (20%), Shindongah General Construction (10%), C&C General Construction (10%), Jungju Construction (5%) and Daelim (5%). Dohwa Engineering and Seongu Engineering are the design partners. Hwaseong city hall approved the technical proposal submitted by DL E&C on October 9 and expects to sign the contract and start preliminary works by the end of this month. A two-line network The first phase of the Hwaseong network would consist of two routes. The 13.8 km Red Line would run from Mangpo station on the Suin-Bundang Line in Suwon to Banggyo-dong in Hwaseong, while the 17.8 km Blue Line would connect Byeongjeom station on Seoul metro Line 1 with a depot site in the south of Hwaseong. The two lines would meet at the Dongtan terminus of Great Train Express Line A. Seoul & Hwaseong map Click to explore The Red Line was originally intended to run to Osan station on Seoul metro Line 1, but the final 2.8 km section was deferred from the first phase to cut costs. Catenary-free operation is envisaged. The network would be worked by 34 light rail vehicles using either hydrogen or battery power. Services would run at every 9 min during peak hours and every 15 min off-peak. The total cost of the first phase is estimated at 1tr won, which includes rolling stock and railway systems. No wires needed All of the tramways approved or being built in South Korea will be catenary-free. The Daejeon and Ulsan lines will be operated with hydrogen fuel cell trams supplied by Hyundai Rotem, while the Wirye Line is to be worked by battery LRVs developed by Woojin Industrial Systems. Hyundai Rotem is building 34 hydrogen LRVs for Daejeon’s Line 2 under a 293.4bn won contract signed in July 2024. It is also supplying nine five-section trams to Ulsan under a 63.4bn won contract agreed in March 2026. The trams are expected to have a range of 200 km before refuelling. The design was developed as part of a national research and development project which began in 2021 and was undertaken by Hyundai Rotem, Korea Institute for the Advancement of Technology, Korea Railroad Research Institute, Korea Automobile Research Centre and Ulsan Tecno Park. The 10 five-section trams developed by Woojin Industrial Systems to operate the Wirye route are 100% low-floor vehicles, 33.9 m long and and 2 650 mm wide. They have high-capacity roof-mounted ­lithium-ion batteries, and both high and low-level headlights. They are being fitted with a collision warning system that combines radar and camera sensors to warn the driver when an obstacle is detected and activate the emergency brake if there is no response. The lavender livery was selected by residents through a local poll. Meanwhile, Hyundai Rotem announced on July 16 that it had completed the development of an obstacle-detection system for its light rail portfolio. Its Autonomous Driving Assistance System tool is able to detect objects on the track by considering track dimensions and the operating environment, and it alerts the driver if a high-risk situation is detected. The technology uses LiDAR sensors and cameras. This article first appeared in the September 2026 issue of Railway Gazette International Read the issue See also Seoul & Incheon – city map Wirye Line test runs aim to return trams to Seoul after 58 years Hyundai Rotem to supply 34 hydrogen trams to Daejeon Construction starts on hydrogen-powered tram line in Ulsan

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BREAKING: Texas judge upholds nuclear verdict against C.H. Robinson

The more than $600 million judgment in a Texas court case against C.H. Robinson has been affirmed by the judge that heard the case. Judge Dianne Jones of Dallas County Court on Friday affirmed the July verdict of $604,025,000 handed down in July against C.H. Robinson (NASDAQ: CHRW) as a result of a fatal accident that killed three persons in March 2021. One of the three persons killed in the wreck was Gorgonio Gonzalez, an employee driver of carrier Lupus Superior that was hired by C.H. Robinson to move a load for Arizona Beverages. His death made finding the cause of the accident difficult to ascertain. window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/FW-Responsive-Main_Content-Slot1', [[300, 100], [320, 50], [728, 90], [468, 60]], 'div-gpt-ad-1709668545404-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1709668545404-0'); }); The lead named plaintiff in the case is the estate of Jennifer Lipe, represented by Peyton Lipe. Jennifer Lipe was one of the persons killed in the crash that occurred in Jackson, Mississippi, though the case was heard in Texas because that is the headquarters of Lupus Superior. The case of Lipe vs. Lupus Superior, the carrier hired by C.H. Robinson, is problematic for C.H. Robinson on two key fronts. One is the $600-million plus verdict. While there have been nuclear verdicts in trucking larger than that–though not many–there is no known precedent for a verdict of that size against a publicly-traded company with an investment-grade credit rating and an end-second quarter balance sheet of $5.8 billion. Some of the larger verdicts were handed down against companies that were effectively ghosts and didn’t participate in their defense. (It is notable that the second quarter balance sheet for C.H. Robinson listed cash and cash equivalents of $154.9 million, far below the Lipe award). Who’s in control? But the other major issue for C.H. Robinson, and by extension the brokerage community in general, is the jury’s finding, in response to a question in the jury’s charge, that driver Gonzalez was “operating the vehicle in the furtherance of a mission for the benefit of C.H. Robinson and subject to control by C.H. Robinson as to the details of the mission.” If that finding is upheld on appeal, it means the brokerage industry would have gone in just a few months from liability protection under the Federal Aviation Administration Authorization Act (F4A) being blown away in May by the Supreme Court’s Montgomery decision, to a precedent that may be set by Lipe vs. Lupus Superior that the driver at a carrier is effectively controlled by the brokerage that hired the trucking company. window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot3', [[728, 90], [468, 60], [320, 50], [300, 100]], 'div-gpt-ad-1665767553440-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1665767553440-0'); }); In a prepared statement released late Friday following the affirmation, C.H. Robinson reiterated several of the same points that it made not only when the initial decision was handed down in July but also in various forums since then. The company expressed sympathy for the “profound loss suffered by the families in this case.” “But C.H. Robinson did not cause or contribute to the accident, and accountability must be grounded in the facts and the law,” Dorothy Capers, chief legal officer at C.H. Robinson, said in the prepared statement. Capers’ statement brought up a question facing brokers in the post-Montgomery landscape: what constitutes a hiring process that can protect them? Dorothy Capers of C.H. Robinson window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot4', [[300, 100], [320, 50], [728, 90], [468, 60]], 'div-gpt-ad-1709668086344-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1709668086344-0'); }); She pointed out, as has been done before, that Lupus Superior had a Satisfactory rating from the Federal Motor Carrier Safety Administration (FMCSA) and had “safely delivered nearly 270 loads for our customers.” “The carrier is an independent company and the driver worked for them,” Capers said in the statement. “C.H. Robinson does not employ drivers.” “The extreme nature of this judgment underscores why a clear national standard for what constitutes a safe carrier is needed now,” Capers’ statement added. “America’s freight network should not be governed by safety standards determined after the fact, state by state and courtroom by courtroom.” It is an issue that has been raised publicly by the Transportation Intermediaries Association. In June, it called for federal action of some kind to determine what a broker can rely upon to protect itself when hiring brokers. The size of the payout does not end with the $604 million. As TD Cowen’s Jason Seidl noted in an analyst report released soon after news spread of the affirmation, there is also approximately $107 million in pre-judgement interest affirmed by Judge Jones. window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot5', [[728, 90], [468, 60], [320, 50], [300, 100]], 'div-gpt-ad-1665767778941-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1665767778941-0'); }); “We believe the substantial interest charge was less appreciated by investors and drove weakness in trading immediately after the judgment was entered, though this was included in the plaintiff’s originally proposed judgment,” Seidl wrote. The interest rate being applied to the judgment is 6.75%. “Assuming CHRW moves to appeal and this results in a multi-year process, this would imply an even larger compounded charge if appeal is unsuccessful,” Seidl added. C.H. Robinson, Seidl wrote, has a “non-trivial incentive to settle this lawsuit eventually if appeal sees adverse developments, though overturning the vicarious liability ruling (where C.H. Robinson was found to control the driver) in appeal is likely to remain a first preference.” window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot6', [[728, 90], [468, 60], [320, 50], [300, 100]], 'div-gpt-ad-1665767872042-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1665767872042-0'); }); More articles by John Kingston English language rule’s comments bring criticism from Sikh organization FMCSA split sleeper berth pilot program moves closer to launch Federal DOT grants will fund more than 2,400 parking spots The post BREAKING: Texas judge upholds nuclear verdict against C.H. Robinson appeared first on FreightWaves.

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