State rail plan update spotlights resilience, intermodal connections and corridor studies

State transportation planners on the Senate Transportation Committee presented the 2025 State Rail Plan update and a preview of the near-final 2026 Freight Plan, stressing resilience, intermodal connections and targeted projects to expand both freight and passenger use.

Dave Pelleter of the Agency of Transportation’s planning section told the committee the state’s rail network includes about 580 miles of active rail, roughly 300 miles of which are state-owned, and that two Amtrak lines serve more than 116,000 riders in the period described. He said freight and passenger goals informed a screening process that produced 38 recommended initiatives combining policy, partnership and capital elements. "We went through a robust process both on the public engagement side and on the data analysis side," Pelleter said.

The presentation emphasized resilience for key assets. Staff adapted an established transportation resilience tool to rail and urged prioritizing bridges, culverts and other highly vulnerable locations for both upgrades and grant applications. Pelleter said the resilience work also supports grant applications: "this provides support for applications for grants to address the resilience of the rail system."

Officials framed freight and passenger strategy as complementary: freight is efficient for heavy, less time-sensitive goods while trucks serve last-mile delivery. Staff noted Vermont freight movement was estimated at about 2 million tons in 2023 and said rail’s energy efficiency and safety are advantages for heavy freight. The agency also cited broader freight value in the regional economy and referenced national forecasts for growth.

The presentation outlined two FRA Corridor Identification grants the state is pursuing: a Vermont–Montreal corridor and a Green Mountain Corridor that combines Ethan Allen and southwestern service ideas. Pelleter and Rail Director Dan Lavier explained the FRA process is multi-step: phase 1 is fully federally funded, phase 2 typically requires a 90/10 state match, and future capital projects would use an 80/20 federal/state match.

Staff cautioned that some service ideas require operational solutions and capital. On extending the Valley Flyer or adding service, speakers cited constraints such as crew hours, overnight servicing and available trainsets. "That train right now is just about bumping up to where it can't really go much further north without changing something operationally," a staff member said, noting potential needs for new crews or servicing facilities.

Agency presenters recommended actions the committee could expect in coming months: continued corridor study work with FRA, targeted resilience projects to protect key links, preservation and reuse of rail-served industrial sites, and outreach to shippers and transit partners to improve station access and modal connections. Staff offered to provide technical appendices and Amtrak farebox calculation details to committee members on request.

The session closed with committee questions about data and local concerns such as noise; staff said the freight plan draft addresses neighborhood impacts and that quiet-zone and mitigation options can be explored but may carry community costs.