Tri-Rail
| Company type | Public commuter rail service |
|---|---|
| Industry | Public transportation |
| Founded | January 9, 1989 |
| Headquarters | Miami , United States |
Area served | Miami, Fort Lauderdale, West Palm Beach, Florida |
| Products | Commuter rail services |
| Owner | South Florida Regional Transportation Authority (SFRTA) |
| Website | www |
Tri-Rail is a commuter rail network linking the cities of Miami, Fort Lauderdale, and West Palm Beach in Florida. Its designation derives from the trio of counties it serves: Palm Beach, Broward, and Miami-Dade. The South Florida Regional Transportation Authority (SFRTA) oversees Tri-Rail, which runs on the former CSX Transportation Miami Subdivision, currently owned by the Florida Department of Transportation. The system comprises 19 stations along Southeast Florida’s coastline, providing direct connections to Amtrak, Metrorail, and Brightline at major interchange locations.
In , Tri-Rail achieved an annual ridership of , with an average of weekday passengers as recorded up to .
Plans for a second route, termed the "Coastal Link," propose utilizing the Florida East Coast Railway corridor between Jupiter and Downtown Miami’s MiamiCentral. This extension would broaden commuter rail reach to additional urban centers, potentially nearly doubling current ridership to around 30,000 daily users or 9 million annually, thereby strengthening its market presence and regional integration.
1920s: Seaboard-All Florida Railway
The rail line used by Tri-Rail was originally constructed by the Seaboard-All Florida Railway, a branch of the Seaboard Air Line Railroad, which commenced intercity passenger operations in January 1927. The Seaboard was known for operating the famed Orange Blossom Special from New York City until 1953. Presently, Amtrak runs services along this corridor with trains such as the Floridian (to Chicago) and Silver Meteor (to New York City). Several original Seaboard stations from the 1920s remain active for Tri-Rail use at West Palm Beach station, Deerfield Beach station, Fort Lauderdale station, and Hollywood. Meanwhile, historic stations at Delray Beach, Opa-locka, and Hialeah still exist but are no longer operational.
1980s–1990s: Planning and inauguration
Efforts to establish a new commuter rail service began in 1983, with formal organizational steps taken in 1986. Initiated by the Florida Department of Transportation, Tri-Rail commenced service on January 9, 1989, initially as a temporary measure during expansions of Interstate 95 and Florida's Turnpike. The service was complimentary until June 1, 1989.
Due to higher-than-anticipated ridership levels, FDOT decided to maintain Tri-Rail permanently, leading to increased train frequency and expanded station facilities. Early plans to operate on the urban Florida East Coast Railway (FEC) line were abandoned after FEC prioritized freight traffic. By 1998, the original route extended northward from West Palm Beach to , and southward from to Miami Airport, adding nearly in length following construction that began in 1996.
2000s: New stations, more service
During the early 2000s, Tri-Rail received an $84.8 million allocation aimed at double tracking sections of the line, upgrading stations, establishing a central headquarters, and enhancing bus connectivity.
By 2002, safety improvements included upgrading grade crossings with raised medians and four-quadrant gates to minimize accidents and noise disturbances. Train intervals during peak periods were reduced to every 20 minutes.
The double-tracking initiative reached completion in 2007 across the entire route from Mangonia Park to Miami Airport. This included constructing a new high-level fixed bridge over the New River near Fort Lauderdale. Most stations were reconstructed featuring dual platforms, elevators, pedestrian overpasses, expanded canopies, and enhanced amenities to accommodate greater passenger volumes.
Service frequency increased from 30 to 40 daily trains in March 2006 following infrastructure enhancements and deployment of an additional diesel multiple unit (DMU). By June 2007, weekday service rose further to 50 trains per day with expanded weekend schedules. Peak-hour intervals improved from hourly to between every 20-30 minutes. This period coincided with rising fuel costs in South Florida, contributing to a significant surge in ridership; by 2009 annual usage approached approximately 4.2 million passengers. At the same time, construction was underway on I-95 express lanes aimed at improving regional transit alternatives.
In 2007, Veolia Transport assumed operational responsibilities for Tri-Rail under a contract set through June 2017.
2009–2022: Expansion and Airport Station Development
In 2009, Tri-Rail confronted a critical financial shortfall that threatened to halt operations by 2011, despite experiencing record-high ridership. Palm Beach County planned to reduce its annual contribution from $4.1 million to $1.6 million. Similar funding cuts were anticipated from Broward and Miami-Dade counties, while state budget deficits further endangered financial backing. This scenario would have forced a reduction in daily train trips from 50 down to 30 and the elimination of weekend service, potentially resulting in a complete shutdown within two years. Nevertheless, service cuts were minimized after obtaining a $2.5 million federal grant through the American Reinvestment and Recovery Act.
Following a 25% fare hike in mid-2009, ridership decreased by 15% in 2010 but recovered in 2011 amid rising gasoline prices and improved employment conditions, reaching an average of approximately 14,500 riders per weekday by year-end. The discount fare program also expanded to cover 285 businesses and nearly 3,000 individual participants.
In 2011, the aging Pompano Beach station secured a $5.7 million federal grant for redevelopment into a solar-powered "green station" designed to generate more energy than it consumes. Construction commenced in spring 2012 while train operations continued uninterrupted. That same year, repairs were made to the troublesome Race Track Road crossing near Pompano Beach.
Early in 2012, discussions resurfaced about establishing a second Boca Raton Tri-Rail station near Glades Road and Military Trail, close to Town Center Mall and Florida Atlantic University—an area characterized by heavy traffic congestion and large office complexes. The existing Boca Raton station near Yamato Road is the system’s busiest, serving around 1,600 daily riders as of 2014, surpassing even the Miami-Dade transfer station. Although there had been longstanding plans for this infill station to alleviate congestion and accommodate growth, both the city and Tri-Rail canceled the project in 2019.
By fiscal year 2013, annual ridership climbed back to 4.2 million passengers. Tri-Rail set an ambitious goal to double daily ridership to 30,000 by the year 2021 through its proposed Coastal Link expansion.
In April 2015, the Miami Airport station was inaugurated at the Miami Intermodal Center (MIC), reestablishing direct Tri-Rail access to Miami International Airport for the first time since 2011. The MIC serves as a transit hub integrating Tri-Rail with the MIA Mover airport shuttle, Metrorail, Metrobus, and Greyhound services. Although construction began in 2009 following closure of the original Miami Airport station, Amtrak has yet to relocate its operations to this new facility despite significant delays.
On January 27, 2017, the South Florida Regional Transportation Authority awarded Herzog Transit Services a $511 million contract over ten years to operate Tri-Rail starting July 2017. The board disqualified five other bidders—including Amtrak, Bombardier, First Transit, SNC-Lavalin Rail & Transit, and incumbent operator Transdev—due to conditional pricing that violated final bid requirements. These companies protested and pursued legal actions challenging the contract award.
2023–present: New Livery and Service at MiamiCentral
At the start of 2023, the South Florida Regional Transportation Authority (SFRTA) announced a 25% increase in Tri-Rail ridership, exceeding 350,000 riders for the first time in three years. To accommodate this surge, SFRTA initiated an overhaul of its Brookville locomotives with completion targeted for 2025 and secured federal funding to replace one-third of its aging railcar fleet with new equipment scheduled for imminent deployment. Alongside these upgrades, a refreshed livery was introduced coinciding with Tri-Rail’s launch into MiamiCentral.
Tri-Rail service at MiamiCentral (known as the Tri-Rail Downtown Miami Link) commenced on January 13, 2024. Situated in Downtown Miami, this mixed-use development provides direct connections to Brightline and Miami-Dade Transit. Initial operations included a shuttle running between Metrorail Transfer station and MiamiCentral; this was later expanded with a MiamiCentral Express train traveling from MiamiCentral to West Palm Beach station. Transfers remain necessary for travel beyond these points north or south. This service represents Tri-Rail’s inaugural use of FEC tracks via FEC's Little River Branch accessed through the Iris Connection south of Metrorail Transfer station. Testing on this corridor began on June 19, 2023. The $70 million investment enabled accommodation of Tri-Rail trains at MiamiCentral.
With Brightline’s extension reaching Orlando, peak-time capacity pressures have intensified across Southeast Florida corridors. In response, Brightline proposed that SFRTA operate an express service between West Palm Beach and MiamiCentral featuring limited stops similar to Brightline’s regional model. On May 31, 2024, SFRTA announced plans for a weekday rush-hour express train launching July 1, 2024; stops will include Boca Raton, Fort Lauderdale Airport, and Metrorail Transfer station.
Coastal Link (Service on FEC Line)
Tri-Rail’s long-term plans for 2025 and 2030 envision expanding operations along the Florida East Coast Railway (FEC) corridor, which runs parallel to U.S. 1 across Miami-Dade, Broward, and Palm Beach counties. This route offers enhanced walkability compared to the current South Florida Rail Corridor, which depends extensively on shuttle bus connections. The project carries an estimated cost of $2.5 billion and anticipates daily ridership of approximately 59,000 passengers. Since 2017, new ownership of the FEC has authorized passenger rail use between downtown Miami and Jupiter.
Service along the FEC corridor will link Tri-Rail to Downtown Miami’s transit hub at Government Center station through MiamiCentral, while serving prominent neighborhoods such as Midtown Miami, Upper East Side, North Miami, Aventura, Downtown Hollywood, and Downtown Fort Lauderdale—areas within convenient walking distance for thousands of commuters. This extension aims to resolve longstanding access challenges associated with existing stations. The Downtown Development Authority of Miami and local elected officials strongly advocate for extending Tri-Rail service into downtown.
Construction is underway on track connections that will integrate the FEC with the South Florida Rail Corridor for freight and future passenger trains. The federally funded Northwood Connection near West Palm Beach and Iris Connection near Hialeah are key components supported by FDOT grants.
The Coastal Link will be introduced in stages; the initial segment, known as the Tri-Rail Downtown Miami Link, commenced operations on January 13, 2024. A future phase plans to extend service northward to Jupiter via the Northwood connection, adding stops at Palm Beach Gardens, Lake Park, and Riviera Beach; however, no specific schedule has been disclosed.
Miami-Dade County is actively pursuing funding to extend service from Downtown Miami up to Aventura. Building additional tracks requires approval from Brightline, which currently holds passenger train trackage rights along this corridor.
Once fully operational, Tri-Rail would offer three distinct routes: one running on FEC tracks from Jupiter to Downtown Fort Lauderdale; another traveling from Mangonia Park to Pompano Beach on existing tracks before continuing on FEC rails to Downtown Miami; and a third connecting Boca Raton directly to Miami Airport.
A significant infrastructure enhancement is necessary—a new crossing over or beneath the New River in Fort Lauderdale—to enable Tri-Rail operations alongside Brightline and freight trains without impeding waterway navigation. Potential solutions include constructing a higher bridge or an underground tunnel.
In 2020, Brightline introduced plans for a commuter rail service on the FEC under its Northeast Corridor Rapid Transit Project, utilizing its exclusive passenger trackage rights. This proposal has received support from the City of Miami but would function independently from Tri-Rail services.
Homestead and Doral (Service on CSX Homestead Subdivision Line)
Miami-Dade County in collaboration with CSX Transportation has investigated utilizing the CSX Homestead Subdivision corridor for Tri-Rail expansion, with potential acquisition by either the county or the Florida Department of Transportation. Previous efforts stalled due to prohibitive costs; however, recent changes in CSX leadership have opened negotiations reflecting a strategic shift favoring passenger rail development along this route. Proposed alignments include a Lehigh spur connecting the Miami Intermodal Center to Doral and extending service southward along the Homestead Subdivision to Homestead itself. As of 2024, these tracks mainly serve intermittent freight operations, with the southernmost 12 miles of the Homestead Subdivision having been inactive since 2019. This initiative represents evolving market conditions alongside targeted infrastructure investments within Miami-Dade’s transit landscape.
VA Medical Center Station
Tri-Rail is currently exploring the addition of a new station adjacent to the VA Medical Center, situated northwest of Mangonia Park station. Since the railway tracks in this area are owned by CSX Transportation, a formal agreement will be necessary to facilitate operations. Funding for this initiative is anticipated to come from Palm Beach County.
Little River Station
In November 2023, the Swerdlow Group submitted a proposal in response to Miami-Dade County’s call for affordable housing projects in the Little River neighborhood, incorporating a Tri-Rail station. This location, positioned near I-95 and north of the FEC's Little River Branch, forms part of the Tri-Rail Downtown Miami Link corridor. The Swerdlow Group has pledged $20 million toward financing this station.
Operations
Tri-Rail operates along the South Florida Rail Corridor, which it shares with Amtrak's Silver Meteor, Floridian, and CSX Transportation's Miami Subdivision. The Florida Department of Transportation acquired the corridor from CSX in 1989; however, CSX continued managing dispatch and maintenance until March 29, 2015, when these duties were transferred to SFRTA (Tri-Rail). This transition was intended to prioritize passenger rail services over freight operations but initially led to some operational delays.
The regional EASY Card smartcard fare system is utilized by Tri-Rail in conjunction with Miami-Dade Transit, although paper tickets remain available for same-day or weekend journeys. Transfers between Tri-Rail, Broward County Transit, and Palm Tran qualify for discounts when using either paper tickets or EASY Cards. However, transfers to Miami-Dade Transit require use of an EASY Card.
Because of Tri-Rail’s high ridership levels, Amtrak’s Silver Meteor and Floridian trains limit local travel between West Palm Beach and Miami. These trains only allow southbound passengers to disembark and northbound passengers to board at intermediate stops, preserving seating capacity for long-distance travelers.
Fares and Services
Tri-Rail’s fare structure is divided into six zones with 24-hour passes priced between $2.50 and $8.75, depending on the number of zones crossed and trip type. A $5 all-day weekend pass grants access across all zones with hourly service intervals. Monthly passes include a $110 option valid solely on Tri-Rail and a $155 regional pass usable on Tri-Rail, Metrorail, and Metrobus services. Reduced fares are available for seniors, individuals with disabilities, students, and children under 12 years old. Additionally, several employers participate in an Employer Discount Program offering a 25% fare reduction. Complimentary parking is provided at every station. Weekday service consists of 50 trips (25 in each direction), while weekends feature 30 trips operating at one-hour intervals. Tri-Rail’s maximum speed reaches 79 mph, with an average speed near 38 mph.
Revenue and Expenses
During fiscal year 2010, Tri-Rail collected roughly $10.3 million in fare revenue while incurring total operating costs of $86.9 million, including depreciation—a rise of 20.7% compared to 2009. Ridership experienced a decline that year due to economic challenges and service reductions but rebounded by approximately 25% by 2015. By 2018, fare revenue was projected at $13.4 million against operating expenses totaling $119.8 million, reflecting continued investment aimed at expanding services and upgrading infrastructure to enhance competitiveness within South Florida’s transit market.
Direction of Travel
This railway line functions without a designated turnaround location, resulting in all trains maintaining a single orientation throughout their journey. The locomotives consistently face south, while the Dual Operation Passenger Cabs are positioned on the opposite end, oriented north. Consequently, trains proceed northbound by moving in reverse and travel southbound moving forward.
Stations
Standard station layouts include two tracks accompanied by two side platforms, which are connected via a pedestrian overpass. The majority of stations provide extensive parking facilities; however, certain stations such as West Palm Beach and Hollywood have limited parking primarily allocated for Amtrak passengers.
| Location | Zone | Station | Travel Time |
Year Opened | Connecting Services |
|---|---|---|---|---|---|
| Mangonia Park | 1 | 48 minutes | 1998 | Palm Tran: 21, 31, 33 | |
| West Palm Beach | 42 minutes | 1925 | |||
| Lake Worth Beach | 33 minutes | 1989 | Palm Tran: 61, 62 | ||
| Boynton Beach | 2 | 28 minutes | Palm Tran: 70, 71, 73 | ||
| Delray Beach | 19 minutes | 1991 | |||
| Boca Raton | 3 | 13 minutes | 1989 |
(Note: Information from Deerfield Beach onward has been condensed to retain essential details while ensuring conciseness.)
Ridership
Yearly Ridership Statistics
| Year | Total Passengers Annual |
Percentage Change | Average Weekday Passengers |
|---|---|---|---|
| 1995 | 2,481,200 | — | N/A |
| 1996 | 2,301,400 | -7.2% | 7,500 |
| 1997 | 2,377,700 | +3.3% | 8,000 |
| 1998 | 2,215,600 | -6.8% | 7,200 |
| 1999 | 2,180,000 | +1.6% | 7,300 |
| 2000 | 2,397,900 | +10.0% | 8,700 |
| 2001 | 2,543,604 | +6.1% | 8,500 |
| 2002 | 2,629,400 | +3.4% | 9,200 |
| 2003 | 2,755,300 | +4.8% | 9,200 |
| 2004 | 2,814,800 | +2.2% | 9,700 |
| 2005 | 2,619,900 | -6.9% | 8,500 |
| 2006 | 3,177,000 | +21.3% | 11,600 |
| 2007 | 3,502,500 | +10.2% | 12,600 |
| 2008 | 4,303,600 | +22.9% | 14,800 |
| 2009 | 3,789,700 | -11.9% | 12,400 |
| 2010 | 3,645,000 | -3.8% | 12,300 |
| 2011 | 3,947,900 | +8.3% | 13,300 |
| 2012 | 4,070,700 | +3.1% | 14,300 |
| 2013 | 4,350,782 | +6.9% | 14,800 |
| 2014 | 4,389,600 | +1.0% | 14,400 |
| 2015 | 4,292,705 | -1.0% | 13,900 |
| 2016 | 4,240,699 | -1.0% | 13,900 |
| 2017 | 4,287,400 | +1.1% | 13,900 |
| 2018 | 4,413,900 | +2.9% | 13,900 |
| gether Deerfield Beach and subsequent stations data compressed for brevity. |
Ridership records
Tri-Rail experienced its peak paid daily ridership on June 24, 2013, transporting 19,060 passengers during the Miami Heat's championship parade celebrating their 2013 NBA Finals win. Most trains operated at or near full capacity, with additional four-car sets deployed to handle the excess demand. Previous Miami Heat championship celebrations also caused significant spikes in ridership, including 18,613 passengers in 2006 and 18,355 in 2012. The highest yearly ridership was recorded in 2019, when Tri-Rail served 4.5 million riders.
Locomotives
At its launch, Tri-Rail utilized five EMD F40PHL-2 diesel locomotives and subsequently incorporated three F40PH-2C units along with two former Amtrak F40PHRs upgraded to 3C standards. In 2006, six EMD GP49 locomotives were procured from Norfolk Southern and refurbished to meet GP49H-3 specifications.
On October 29, 2008, Tri-Rail switched to using biodiesel fuel with a target blend of 99%. In 2011, the agency placed an order for ten Brookville BL36PH locomotives valued at $109 million, including options for an additional 13 units. This procurement faced scrutiny and legal disputes regarding the bidding procedure but ultimately expanded to a total of 12 locomotives. By 2015, these locomotives were fully integrated into service, allowing the retirement of the older F40PH models.
In July 2018, several F40PHM-2C and F40PHR locomotives were dispatched to Progress Rail in Georgia for refurbishment and returned between August 2020 and January 2021 for deployment on the Coastal Link and mainline routes.
Passenger cars
Tri-Rail operates two distinct types of passenger coaches. Since its inception, the fleet has included 26 Bombardier BiLevel Coaches acquired new from Urban Transportation Development Corporation, a model widely utilized by commuter railroads across North America—comprising 11 cab-equipped cars and 15 without operating cabs. From 2006, a brief period saw use of bi-level railcars from Colorado Railcar, consisting of four DMU power coaches and two unpowered coaches.
In 2010, the South Florida Regional Transportation Authority invested $95 million to procure new railcars from Hyundai Rotem. The initial unit began service in March 2011. However, delays in delivering all 12 locomotives and 24 passenger cars by late 2011 forced Tri-Rail to operate with only two-car trains despite increasing passenger volumes, leading to overcrowding during peak travel times. By January 2013, three-car train operations resumed as most Hyundai Rotem railcars had been delivered. These newer cars improved operational reliability and safety through front and rear crumple zones designed to absorb impact forces during collisions.
In 2015, three Bombardier coaches were modified to boost bicycle capacity. Cars numbered 1002, 1006, and 1007 had seating removed from one side of their lower level to install bike racks that accommodate an extra 14 bicycles per train.
Diesel multiple units
In 2003, Tri-Rail acquired two diesel multiple units (DMUs) from Colorado Railcar—a prototype control car and an unpowered bi-level coach—that entered service in October 2006. These custom-built railcars were larger than Bombardier BiLevel Coaches and could hold up to 188 passengers while providing space for bicycles and luggage. Typically configured with two DMU power cars flanking a trailer coach, Tri-Rail operated four DMU control cars alongside two trailer units. However, ongoing mechanical problems led to their withdrawal from active use by 2012. By 2024, all DMUs and trailers had been retired; units numbered 704, 7001, and 7002 were sold to the Indiana Railway Museum for excursion purposes.
Current fleet
rowspan="2" |2010–11| Year Manufactured | Manufacturer and Model | Road Numbers | Quantity Delivered | Units Operational | Crew Capacity | Remarks |
|---|---|---|---|---|---|---|
| Locomotives | ||||||
| 1992 (Overhauled 2020–21) | M-K F40PHM-3C | 807-809 | 3 | 3 | 3 crew members | Units underwent rebuilding from 2016 to 2019; returned to active service in May 2021. |
| 1981 (Overhauled 2020–21) | EMD F40PHR-3C | 810-811 | 2 | 2 | Previously owned by Amtrak, acquired in 1997; refurbished between 2016 and 2019; resumed operation in May 2021. | |
| 1980 (Overhauled 2006) | EMD GP49H-3 | 812, 815, 816 | 6 delivered; 3 currently active | 3 active units | Former Norfolk Southern Railway GP49s rebuilt into GP49H-3 models in 2006. Units 813, 814, and 817 retired due to accidents or mechanical issues; some sold off-site. Remaining locomotives planned for retirement by 2025. | |
| 2013–15 | Brookville BL36PH | 818-829 | 12 | 12 operational | Delivered between 2013 and 2015; all remain in service. Several units display updated paint schemes. | |
| Passenger coaches and cab cars | ||||||
| 1987 | UTDC Bi-Level Cab Car | 501-506 | 6 | 6 in service | Capacity: 136 passengers, staffed by 3 crew members | Half-width cab cars with single windows; majority feature refreshed paint design. |
| 1987–1990 | UTDC Bi-Level Passenger Coach | 1001–1015 | 15 units delivered; all active | 142 passengers (trailer), 128 passengers (bicycle configuration) | Mostly converted to bicycle-equipped cars; most have been repainted with new livery. | |
| 1996 | Bombardier BiLevel Coach Bi-Level Cab Car | 507-508 (from original set 507-511) | 5 delivered; currently 3 active | 136 passengers, staffed by 3 crew members | Full-width cab cars equipped with restrooms. Some units are stored post-collision damage; repaired cars are also stored pending deployment. | |
| Hyundai Rotem Cab Car | 512-521 | 10 delivered; 9 operational | 140 passengers, staffed by 3 crew members | In service since 2013; temporarily barred from leading trains after a failed inspection in 2019. Most units painted with updated color schemes. | ||
| Hyundai Rotem Passenger Coach | 1101–1114 | 14 delivered; all active | 146 passengers | Entered service between 2011 and 2013; all remain operational with several featuring new paint schemes. | ||
Former fleet
| Year Manufactured | Manufacturer and Model | Road Numbers | Quantity Owned | Crew Capacity | Remarks |
|---|---|---|---|---|---|
| 1968 (Rebuilt in 1988) | M-K F40PHL-2 | 801-805 | 5 units total | 3 crew members each | Converted in 1988 from Conrail EMD GP40 locomotives using parts from Burlington Northern Railroad EMD F45. Retired from service in 2015.
|
| 1980 (Rebuilt in 2006) | EMD GP49H-3 | 813-814, 817 | 3 units total | Former Norfolk Southern Railway GP49s rebuilt to GP49H-3 models alongside active units numbered 812, 815, and 816.
| |
| 2002 | Colorado Railcar (Single-Level DMU Demo) | 702 | 1 unit | Capacity: 73 passengers, staffed by three crew | Previously Colorado Railcar #2002; repainted and renumbered by Tri-Rail in 2004; currently stored in Pueblo, Colorado. |
| 2005–09 | Colorado Railcar (Bi-Level DMU) | 703-706 | 4 units | 165 passengers, staffed by three crew | Withdrawn from service in 2012 due to reliability problems; left Tri-Rail's roster in August 2023. Units numbered 704 and 706 transferred to the Indiana Railway Museum in March of 2024. |
| 2005–07 | Colorado Railcar (Bi-Level Trailer Coach) | 7001-7002 | 2 coaches | Capacity:182 passengers | Double-decker trailer cars generally operated coupled with DMUs; sold to Indiana Railway Museum with delivery completed March of 2024. |
Future Fleet
Siemens Mobility Charger Cab Car
Accidents and Incidents
On January 4, 2016, a Tri-Rail train collided with a stalled garbage truck at Lake Worth Beach station, leading to a derailment and injuring twenty-two individuals. This event marked the first derailment in almost 27 years.
Later that month, on January 28, 2016, a train derailed near Pompano Beach, Florida, after striking debris located between Cypress Creek and Pompano Beach stations while traveling at speeds up to 79 MPH. One person sustained injuries; locomotive #813 along with a Bombardier BiLevel Coach were involved in the derailment.
On October 25, 2019, a northbound train headed by Bombardier cabcar #509 crashed into a semitrailer truck in Oakland Park, Florida, resulting in injuries to multiple passengers. The cabcar #509 was subsequently taken out of service.
On August 19, 2020, locomotive GP49H-3 #816 caught fire at Deerfield Beach, Florida. All passengers were evacuated safely without any injuries.
Most recently, on August 27, 2022, a northbound train struck an abandoned vehicle on the tracks in Fort Lauderdale. The incident caused six minor injuries and led to a partial derailment.
See also
- Metrorail (Miami-Dade County)
- Metromover
- SunRail
- Transportation in South Florida
- List of Florida railroads
- List of United States commuter rail systems by ridership
- Commuter rail in North America