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What Happened?

On Nov. 4, 2024, at about 11:00 a.m. local time, a BNSF m/w employee (a grinder) driving a welding truck was fatally struck by a BNSF freight train as the welding truck was crossing a private highway/rail grade crossing at milepost 128 near New Rockford, N.Dak. (see figure 1, top), according to the report that was issued Jan. 20 (download below). Another BNSF m/w employee (a welder) who was on the passenger side of the welding truck was injured, transported to a nearby hospital, and released. At the time of the accident, the NTSB said, “visibility conditions were daylight but cloudy with about four miles visibility; the weather was 36°F with no precipitation but the ground was wet and soggy.”

RIR2601Download Background

According to the NTSB, the accident site had a single main track running southeast to northwest on BNSF’s KO Subdivision. On this subdivision, the maximum authorized speed for freight trains was 55 mph and train movement was coordinated by a BNSF train dispatcher from BNSF’s Network Operations Center located in Fort Worth, Tex. The track was signalized and equipped with a positive train control system, which was enabled and operating at the time of the accident, the NTSB said.

“At milepost 128.1, an unpaved farm road which ran east and west intersected the track at a skew angle of about 30°, making the grade crossing (accident grade crossing) a skewed intersection [known as any angle less than 90°],” the NTSB reported. “The accident grade crossing was paved to facilitate the movement of vehicles and was at a higher elevation than the unpaved farm road. The accident grade crossing was passive but equipped with stop signs on either side of the track for eastbound and westbound vehicles traveling on the farm road. A gravel road on the south side of the track ran parallel to the track. This road was used by MOW employees to access the track for repair work.”

According to the NTSB, on the day of the accident, a BNSF m/w team had been assigned to replace “a defective rail” at the accident grade crossing. The team consisted of a welding team (a grinder and a welder in the welding truck) and a maintenance team (four employees, a foreman who was also the roadway worker-in-charge of the m/w team, and a laborer in a pickup truck; and two vehicle operators in a boom truck).

“The roadway worker-in-charge had planned for the welding team and the maintenance team to position their trucks on either side of the track so that the rear of the trucks would be within a few feet of the track with the front of the trucks facing away from each other,” the NTSB reported. “This position would allow the welding team and the maintenance team to access the hydraulic systems of both trucks to facilitate the replacement work. According to this plan, the welding team and the maintenance team would wait for scheduled trains to pass, the roadway worker-in-charge would then establish track protection and conduct a job briefing, after which the welding team and the maintenance team would begin the replacement work.”

At about 10:40 a.m., the welding team drove down the gravel road on the south side of the track and waited for the maintenance team to arrive, according to the NTSB. About 15 minutes later, it said, the roadway worker-in-charge of the m/w team and the laborer drove down the same gravel road in the pickup truck and stopped behind the welding truck. Shortly after this, the NTSB continued, the vehicle operators backed the boom truck down the gravel road and stopped beside the pickup truck. “Because the boom truck arrived on the south side of the track, the welding team decided to back the welding truck over the accident grade crossing to the north side of the track because the trucks needed to be on either side of the track to perform the rail replacement work,” the NTSB reported.

The NTSB said that its review of the inward-facing camera in the welding truck “showed that at 10:59:45 a.m., the grinder began to back the welding truck toward the accident grade crossing. Video footage from the camera revealed that the welder was mostly looking out of the passenger side window and the grinder was using the side-view mirrors on the driver and the passenger sides to maneuver the truck. Video footage showed that the grinder did not accelerate to clear the track as the train was approaching from the 64th Avenue grade crossing.” According to the NTSB, its interview with the welder “confirmed that he did not see the train as they were backing over the accident grade crossing until about 4 seconds before the accident when he saw the train’s headlights in the side-view mirror on the driver side.” The maintenance team on the south side of the track “saw the train approaching and broadcast warnings over their radios to alert the welder and the grinder,” the NTSB reported.

The government agency noted that BNSF Safety Rule S-12.8 on backing vehicles, instructs employees to “position the vehicle, when possible, to avoid backup movement.” According to the rule, in cases where there are no other options, the NTSB reported, “BNSF requires a person to be present on the ground to guide the movement” and “also requires the person to inspect the ground to the rear of the vehicle and the driver to sound the horn if the vehicle is not equipped with backup alarms and to stop the vehicle if the person guiding the movement disappears from view.”

In its report, the NTSB said its review of the forward-facing cameras in the train’s lead locomotive revealed that at 10:59:47a.m., “the train horn sounded multiple times as the train approached the 64th Avenue grade crossing.” Additionally, the NTSB’s review of the inward-facing camera in the train’s lead locomotive “confirmed that the train crew was alert in the moments leading up to the accident.”

The NTSB said its “investigation confirmed that the actions of the train crew did not contribute to the accident” and the crew “took prompt action when they saw the welding truck backing over the accident grade crossing and applied the emergency brakes.”

Probable Cause

The probable cause of the accident, the NTSB reported, “was the welding team’s failure to detect the approaching BNSF Railway freight train as they were backing the welding truck over the private highway-railroad grade crossing.” Contributing to the accident: “the welding team’s noncompliance with BNSF Railway’s Safety Rule S-12.8, which requires positioning a person on the ground to guide the movement,” according to the government agency. Further contributing to the accident, it noted, “was the inadequate understanding of BNSF Railway’s Safety Rule S-12.8 by BNSF Railway employees.”

Lessons Learned

“This accident highlights the dangers of backing vehicles over railroad tracks without positioning a person on the ground to guide the movement and the importance of following safety rules when backing vehicles over railroad tracks,” the NTSB said. “After the accident, BNSF clarified the backing rule by adding a section (Section S-12.8.1) that focuses on backing vehicles over railroad crossings, which emphasizes that either a person on the ground or on-track safety should be used during the movement.”

The post NTSB Determines Probable Cause for BNSF M/w Employee Fatality appeared first on Railway Age.

For fourth-quarter 2025, NS reported that revenue was $3.0 billion, income from railway operations was $937 million, operating ratio was 68.5%, and diluted earnings per share were $2.87.

After adjusting the results to exclude merger-related expenses and the effects of the East Palestine, Ohio, derailment in 2023, fourth-quarter income from railway operations was $1.0 billion, the operating ratio was 65.3%, and diluted earnings per share were $3.22.

For fourth-quarter 2025, NS posted:

• Railway operating revenues of $3.0 billion, down $50 million, or 2%, compared to the fourth quarter 2024, on a volume decline of 4% year-over-year.  
  
  
• Income from railway operations was $937 million, a decrease of $194 million, or 17%, compared to fourth quarter 2024 which included railway line sales of $53 million. Fourth quarter 2025 includes a large land sale that resulted in a net gain of $85 million.
  • Adjusting for: the effects of the Eastern Ohio incident in both years; merger-related expenses in 2025; and gains on railway line sales in 2024, income from railway operations was $1.0 billion, down $31 million, or 3%, compared to adjusted fourth quarter 2024.
    
    
• Operating ratio in the quarter was 68.5% compared to 62.6% in fourth quarter 2024 which included the aforementioned railway line sales.
  • Adjusting for merger-related expenses and the effects of the Eastern Ohio incident, the operating ratio for the quarter was 65.3%.
    
    
• Diluted earnings per share were $2.87, down $0.36, or 11%, compared to fourth quarter 2024 which included the aforementioned railway line sales.
  • Adjusting for merger-related expenses and the effects of the Eastern Ohio incident, diluted earnings per share were $3.22, up $0.18, or 6%, compared to adjusted fourth quarter 2024.

For full-year 2025, NS posted:

• Railway operating revenues of $12.2 billion, up $57 million, compared to full year 2024.
  • Fuel surcharge revenue declined $134 million compared to 2024, which represents a 1% headwind to overall revenues.
    
    
• Income from railway operations was $4.4 billion, an increase of $285 million, or 7%, compared to full year 2024.
  • Adjusting for: the impact of merger-related expenses in 2025; restructuring and other charges in both years; the Eastern Ohio incident in both years; and gains on railway line sales in 2024, income from railway operations was $4.3 billion, up $122 million, or 3%, compared to adjusted 2024.
    
    
• Operating ratio in 2025 was 64.2%, an improvement of 220 basis points, compared to 66.4% in 2024.
  • Adjusting for the impact of merger-related expenses, restructuring and other charges, and the Eastern Ohio incident, the operating ratio for 2025 was 65.0%. This represents 80 basis points of improvement from adjusted 2024 which was 65.8%. 
    
    
• Diluted earnings per share were $12.75, an increase of 10% compared to 2024.
  • Adjusting for the impact of merger-related expenses, restructuring and other charges, and the Eastern Ohio incident, diluted earnings per share were $12.49, up $0.64, or 5%, compared to adjusted 2024.

“In the face of a volatile and challenging macro-economic backdrop, our team focused on the controllables—delivering outsized productivity savings in excess of $215 million that accompanies our safety and service improvements. As we move through 2026, the demand environment remains unclear, but we are steadfastly focused on prioritizing the safety of our employees and communities, delivering consistent customer service, and driving further productivity gains to contain our costs in any volume environment,” said George.

The post NS: ‘Reliable Service, Measurable Safety Gains’ appeared first on Railway Age.

Rails of Sheffield, the exclusive retailer for Sonic Models, have released images of the forthcoming N Gauge GCR A5 4-6-2 tank locomotive, which now due for release later this year.

Starting June 1, the Regional Transportation Authority, the agency overseeing Chicagoland transit, will be reorganized into the Northern Illinois Transit Authority. 

The reorganization follows Illinois Gov. JB Pritzker signing legislation last year to help the state’s major transit operators — Metra, Chicago Transit Authority, and Pace bus services — avoid a fiscal cliff. As part of that, the agencies are being restructured to improve service coordination. A new board will also be created. Eventually, a universal fare system will be implemented, making it easier to transfer between systems. 

—Justin Franz

The post Goodbye RTA, Hello NITA: Chicagoland Prepares for Reorganized Transit System appeared first on Railfan & Railroad Magazine.

(Courtesy of CPKC)

“Our fourth-quarter and full-year results demonstrate exceptional execution in a challenging market by controlling what we could control,” Creel also noted.

(Courtesy of CPKC)

Following are among CPKC’s fourth-quarter 2025 results:

• Revenues came in at $C3.9 billion, up 1% from fourth-quarter 2024.

(Courtesy of CPKC)

• Reported diluted earnings per share (EPS) decreased to C$1.20 from C$1.28 in the same quarter in 2024, and core adjusted diluted EPS increased 3% to C$1.33 from C$1.29 in 2024.

• The reported operating ratio (OR) decreased 80 basis points (bps) to 58.9% and core adjusted OR was 55.9%, a 120 bps improvement—both were records, according to CPKC.

(Courtesy of CPKC)

CPKC also reported “record” fourth-quarter operating metrics in train weights, network speed, locomotive productivity, and car miles per car day (see above).

(Courtesy of CPKC)

CPKC’s full-year 2025 highlights include:

• Revenues were up 4% to C$15.1 billion from C$14.5 billion in 2024.

• Reported OR decreased 160 bps to 62.8% and core adjusted OR improved to a “CPKC record-low” of 59.9%, a 140 bps improvement year-over-year, CPKC said.

• Reported diluted EPS increased to C$4.51 from C$3.98 in 2024, while core adjusted diluted EPS rose 8% to C$4.61 from C$4.25 in 2024.

(Courtesy of CPKC)

According to CPKC, Federal Railroad Administration (FRA)-reportable personal injury frequency decreased to 0.92 from 0.95 in 2024, and FRA-reportable train accident frequency decreased to 0.85 from 1.01 in 2024. The Canadian Class I railroad said that 2025 was the third consecutive year that it “led the industry with the lowest FRA-reportable train accident frequency among Class I railroads, building on Canadian Pacific’s legacy of 17 consecutive years of industry leadership.”

2026 Outlook (Courtesy of CPKC)

CPKC provided the following full-year 2026 guidance:  

• “Low double-digit core adjusted diluted EPS growth vs. 2025 core adjusted diluted EPS of C$4.61.

• “Mid-single digit volume growth, as measured in Revenue Ton Miles.

• “Capital expenditures of C$2.65 billion, a reduction of approximately 15% from 2025.”

The railroad said it based its guidance on these “key assumptions”: a core adjusted effective tax rate of 24.75% and “other components of net periodic benefit recovery will be C$441 million in 2026.”

“Looking ahead to 2026,” Keith Creel said, “record grain harvests and a pipeline of unique growth opportunities position this company to continue producing differentiated results.”

Visit CPKC’s Investor Relations webpage for more fourth-quarter and full-year 2025 details.

Further Reading:

• CPKC, NS Advance Locomotive Modernizations
• 2025 CPKC Holiday Train Raises Record $2MM
• CPKC 3Q25: ‘Profitable, Sustainable Growth’
• CPKC 2Q25: ‘Strong Growth, 2H25 Momentum’; UP+NS Perspective
• CPKC 1Q25: ‘Solid Demand, Precision Execution, Resilient Network’

Also, join Railway Age on March 10, 2026 for our “Next-Gen Freight Rail Conference” at the Union League Club of Chicago. Among the confirmed speakers are Keith Creel, Jim Vena (UP), Mark George (NS), Tracy Robinson (CN), Tom G. Williams (BNSF), and Patrick Fuchs and Michelle Schultz (STB).

The post CPKC: ‘Exceptional Execution in Challenging Market’ appeared first on Railway Age.

VRE VRE System Map (Courtesy of VRE)

Keolis on Jan. 27 reported landing a new commuter rail operations and maintenance contract from VRE, which runs from the Northern Virginia suburbs to Alexandria, Crystal City, and downtown Washington, D.C., along the I-66 and I-95 corridors (see map above). It follows a competitive procurement process.

Keolis has been serving VRE since 2010, maintaining operations for 32 weekday trains over two lines that span 90 route miles. The VRE fleet of 20 diesel locomotives and 100 passenger railcars is operated by more than 100 Keolis employees, performing equipment, facilities, and lifecycle maintenance.

“Keolis has [had] an exemplary safety record during its tenure at VRE with no train accidents and multiple work units achieving a decade or more of injury-free service,” said the company that provides public transit services throughout the U.S. and Canada, including Massachusetts Bay Transportation Authority (MBTA) Commuter Rail. “Additionally, since 2015 Keolis has maintained ISO 9001 certification at VRE, which underscores its commitment to continuous improvement toward the highest quality and safety standards.”

The renewed contract commences in July 2026 and has the potential to expand to 15 years. Keolis said it will continue VRE train operations and equipment maintenance, as well as select facilities maintenance and lifecycle maintenance services.

“We are honored that VRE has once again placed its trust in Keolis,” Keolis President and CEO Brad Thomas said. “This [contract] renewal underscores the operational excellence our teams deliver each day, and we remain committed to the highest standards of safety, reliability, and customer service as we support the DMV [District of Columbia, Maryland, and Virginia] region’s mobility needs.”

Further Reading:

• Katie Choe to Lead VRE (Part of People News)
• VRE Adopts System Plan 2050 (Part of Transit Briefs)
• Skanska JV, VPRA Sign Contract to Build Long Bridge North in Washington, D.C.

Metrolinx (Courtesy of Metrolinx)

The first phase of construction has begun for GO Transit’s Bowmanville Extension project, the Ontario government reported Jan. 27. The project will extend the Lakeshore East GO line 11.6 miles (18.7 kilometers) past its current service terminus in Oshawa and into Durham Region. It will include four stations at Thornton’s Corners East, Ritson Road, Courtice, and Bowmanville (see map above). Once complete, the government said, the Bowmanville Extension will deliver two-way, all-day service, and run every half hour during peak periods, hourly during off-peak periods, and every two hours on weekends. It is slated to accommodate 17,000 daily trips and 4.9 million boardings annually by 2041.

The first construction phase includes rebuilding and modifying bridges along the corridor, relocating utilities, and making improvements at the Durham College Oshawa GO Station and the adjacent VIA Rail building. Early works began in spring 2025 and included tree clearing, geotechnical investigations along the corridor, and the installation of a new water main in Oshawa, according to the Ontario government.

Metrolinx in 2023 selected Bowmanville Construction Partners, a joint venture of Ledcor CMI Ltd. and Dragados Canada Inc., as construction manager for the Bowmanville Extension project.

Further Reading:

• Eglinton Crosstown ‘Substantially Complete’
• Finch West LRT Opens
• RAC Members Earn Safety, Environment Awards

The post Transit Briefs: VRE, Metrolinx appeared first on Railway Age.

NICTD

David Dech, effective March 16, will succeed Michael Noland as President of NICTD, operator of the South Shore Line commuter railroad, “bringing the native Ohioan back to the region where he began his career,” according to a Lakeshore Public Media report.

According to the report, after the NICTD Board Trustees confirmed Dech’s appointment he said, “I spent 23 years with CSX, and this is really a full-circle moment for me. When I started on the railroad 30 years ago, I used to take trains through Miller and Gary, going into Chicago with CSX as an engineer and conductor.”

Since 2022, Dech has led the South Florida Regional Transportation Authority (SFRTA) as Executive Director. He previously worked at Capital Metro in Austin, Texas, also a commuter railroad, “though he noted he’ll need to adapt to an electric railroad, having worked at diesel-powered ones before,” according to the Lakeshore Public Media report. Dech will become NICTD’s third leader since its founding in 19777.

According to the report, Noland is retiring after a decade “highlighted by the Double Track project that recapitalized the line between Gary and Michigan City and the West Lake Corridor project that is extending it eight miles southward through Hammond and Munster.”

“I’ll have the confidence to sleep at night knowing that the railroad’s in great hands, and there’s exciting things that are coming,” Noland said.

Dech said he’s “excited to join NICTD at a time when the South Shore Line is in good condition and is expanding service,” according to the report.

HNTB

HNTB announced Jan. 27 that Kimberly Lesay has joined the firm as a Practice Consultant in its Planning Department. In this role, Lesay “will leverage her extensive experience in transportation planning and environmental policy to support HNTB’s clients and projects across Connecticut and the Northeast.”

Lesay has more than 30 years of experience in the transportation industry, including leadership roles at the Connecticut Department of Transportation (CTDOT), where she served as Bureau Chief of Policy & Planning. In that role, she led multidisciplinary teams responsible for fulfilling federal planning requirements and advanced statewide transportation initiatives. She was responsible for the integration of the Planning and Environmental Linkages (PEL) into CTDOT’s statewide planning process, which improved overall project development and helped identify strategic independent projects for the state. Her leadership also established new units with the Bureau that focused on active transportation as well as sustainability and resilience.

“I am excited to join HNTB and contribute to projects that shape the future of transportation in our region,” said Lesay. “HNTB’s commitment to technical excellence and collaboration aligns perfectly with my passion for delivering sustainable, innovative solutions that serve communities and improve mobility.”

Previously, Lesay managed the Office of Environmental Planning at CTDOT, overseeing regulatory compliance and permitting for major infrastructure projects. She worked closely with federal and state agencies to streamline processes and improve project delivery while protecting environmental resources. In this role, and as Bureau Chief, Lesay successfully led and supported legislative changes on the state level to streamline the Connecticut Department of Energy and Environmental Protection hearing process.

“We are thrilled to welcome Kimberly to our team,” said Jake Argiro, HNTB’s Connecticut Office Leader and Vice President. “Her deep knowledge of transportation planning and proven ability to navigate complex regulatory landscapes will be invaluable to our clients. Kimberly’s leadership and collaborative approach will strengthen our planning practice and help us deliver exceptional results. She will play a key role in supporting strategic initiatives throughout the region.”

Lesay is a recognized leader in the industry, having served on the WTS Connecticut Advisory Board, on the Connecticut Port Authority Board of Directors on behalf of the CTDOT Commissioner, and several working groups for the Governor’s Council on Climate Change. She was named WTS Connecticut Woman of the Year in 2021 and is a graduate of the AASHTO Executive Institute.

GoRail

GoRail has provided the following memoriam in honor of its dear colleague and friend, Michael Brian Gaynor, who passed away recently.

Gaynor joined GoRail (then Go21) in 2007 as a Midwest state organizer out of his home state of Ohio. He “expeditiously” assumed the role of National Field Director in 2010, and then Assistant Vice President of Field Operations in 2015, “using his keen political instinct to lead GoRail’s team of organizers across countless campaigns that have driven significant impact for the freight rail industry.” Gaynor assumed the role of GoRail President in 2025, “working diligently to make the transition seamless and to successfully position GoRail for its next chapter.”

“Gaynor’s body of work was both wide-ranging and deeply impactful. As a state director, he was a relentless organizer—meeting with thousands of local leaders, creating advocacy opportunities, and engaging people where they were. He approached every conversation and every campaign with the same discipline and integrity,” GoRail wrote.

“At the same time, Gaynor wasn’t just a skilled field organizer but also a leader who elevated those around him. He believed that good leaders modeled what should be done—and that’s exactly what he did every day, holding himself to a standard that we all tried to match. He had a competitive side that was contagious and drove results. At the same time, he deeply cared for each of us, showing his compassion and thoughtfulness in quiet and consistent ways. He was quick to laugh at a joke or tell a funny story—and his face lit up when he was excited about a new idea or campaign.

“Beyond his many professional accomplishments, Gaynor took great pride in being a devoted husband to Elizabeth and father to Nate and Collin. He was a true renaissance man: a foodie and wine connoisseur, Phish Phan, outdoorsman and hunter, and an adrenaline junkie who took joy in riding and racing motorcycles with his sons, and at one point was a certified skydiver.

“Gaynor’s enduring imprint can be seen across our team and work. He was a respected leader, a tireless advocate for freight rail, and a valued colleague to so many across the industry. He was a good man and a good friend. We will miss and think of him every day. We’ll also hold dear the thousands of shared memories across his nearly two decades at GoRail.”

The post People News: NICTD, HNTB, GoRail appeared first on Railway Age.

Ohio: ‘Steep Declines in Both Volume and Train Length’

On RailState’s Ohio network, the storm produced the sharpest adjustments.

In the baseline period (Nov. 26, 2025, through Jan. 23, 2026), RailState observed 35.2 trains per day across sensor locations on Norfolk Southern (NS). During the storm window (January 24–26), that fell to 27.3 trains per day—a 22.5% drop.

Train lengths on RailState’s Ohio network also fell sharply. The median train shrank from 6,473 feet to 5,580 feet—a 13.8% reduction, “the steepest length change across all three states RailState monitors.”

By direction on RailState’s Ohio sites:

• Eastbound median: 6,225 → 5,663 feet (–9.0%)
• Westbound median: 6,929 → 5,497 feet (–20.7%)

Westbound trains on RailState’s Ohio network became more than a fifth shorter during the storm.

Among major train types on RailState’s Ohio sites:

• Intermodal median: 7,098 → 5,619 feet (–20.8%)
• Manifest median: 6,637 → 5,327 feet (–19.7%)

On its Ohio network, “both volume and length declined significantly, with westbound and time-sensitive freight types showing the largest shifts,” according to RailState.

Pennsylvania: ‘Larger Volume Drop, Moderate Length Changes’

On RailState’s Pennsylvania network, “train volumes fell more sharply than in Ohio, but train lengths held closer to baseline.”

Baseline average on RailState’s Pennsylvania sites: 50.5 trains per day. Storm window average: 36.7 trains per day (–27.4%).

Median train length on RailState’s Pennsylvania network: 5,965 → 5,670 feet (–5.0%).

The directional split on RailState’s Pennsylvania sites shows different patterns:

• Eastbound median: 5,930 → 5,308 feet (–10.5%)
• Westbound median: 5,988 → 6,116 feet (+2.1%)

“Eastbound trains on RailState’s Pennsylvania network got noticeably shorter. Westbound trains on those same sites actually lengthened slightly,” according to the network visibility provider.

Among major train types on RailState’s Pennsylvania sites:

• Intermodal median: 6,040 → 5,414 feet (–10.4%)
• Manifest median: 6,136 → 5,670 feet (–7.6%)

On its Pennsylvania network, “volumes contracted more than in Ohio, but the trains that ran maintained most of their typical configurations,” according to RailState.

Indiana: ‘Minimal Length Changes Despite Volume Drop’

On RailState’s Indiana network—the busiest of the three states by train count—”train volumes declined but lengths barely shifted.” RailState’s network currently covers NS’s Chicago Line subdivision and CSX’s Garrett subdivision.

Baseline on RailState’s Indiana sites: 95.1 trains per day. Storm window: 74.3 trains per day (–21.9%).

Median train length on RailState’s Indiana network changed only 1.6% (from 6,327 to 6,228 feet), “a statistical rounding error compared to the changes observed in Ohio and Pennsylvania.”

Directional patterns on RailState’s Indiana sites differ from the other two states:

• Eastbound median: 6,212 → 5,912 feet (–4.8%)
• Westbound median: 6,513 → 6,991 feet (+7.3%)

Westbound trains on RailState’s Indiana network increased in size during the storm, more than 7% longer than baseline.

Train types on RailState’s Indiana sites:

• Intermodal median: 7,038 → 6,939 feet (–1.4%)
• Manifest median: 6,188 → 5,844 feet (–5.6%)
• Automotive median: 7,413 → 7,987 feet (+7.7%)

On its Indiana network, “train volumes fell roughly a fifth, but train configurations—especially westbound and automotive—remained close to or above typical sizes,” according to RailState.

Together, these findings, RailState says, show that Winter Storm Fern did not have a single, uniform “rail story,” even across neighboring states. “Each monitored network segment experienced its own pattern of volume and length changes, and those differences only emerge when every train is measured in real time.”

The post RailState: Winter Storm Fern Impacts Network Across Three States appeared first on Railway Age.

Norfolk Southern_2025 Safety ReportDownload

The railroad attributed its overall safety achievements to:

• A “Speak Up” culture: “Driven by a shared commitment to the core value of safety, accountability, and continuous improvement,” NS said every employee is empowered with Stop Work Authority from day one on the job; 100% of operations leaders have completed safety leadership training; and systemwide Safety Walkabouts and labor partnerships have been expanded “to strengthen engagement and enhance the skills and capabilities of our professional railroaders.”

• Technology at scale: “We leveraged advanced technology to identify issues earlier and make our operations safer,” NS said. The railroad installed three additional digital train inspection portals, bringing the total to 10 systemwide; deployed five additional automated track geometry measurement system (ATGMS)-equipped locomotives, expanding the fleet to 25 monitoring track conditions in real time; and installed 265 hot bearing detectors over the past three years, bringing the total to 1,184 networkwide and reducing average spacing to “just over 11 miles on core routes.”

• Prepared communities: “We take pride in being a part of the communities we serve, and we continue to support first responder organizations across our network, helping to keep our communities safe,” NS reported. In 2025, more than 5,800 first responders received training through NS’ Operation Awareness & Response program, and $1.6 million in grants were awarded to first responder organizations through NS’ Safety First grants “to strengthen emergency response capabilities.”

“Safety is a core value and the foundation of everything we do at Norfolk Southern,” NS President and CEO Mark George said. “It’s the lens through which every decision is made. From the boardroom to the front line, the Thoroughbred team focuses on providing safe and reliable service to our customers, our communities and our employees. This report is a comprehensive accounting of the steps we’re taking and the progress we’ve made—in the crew room, on the ballast line and in our communities. We’re continuously raising our standards for excellence, guided by our commitment to safety.”

“Norfolk Southern continues to strengthen a culture where every voice matters,” said NS Executive Vice President and Chief Operating Officer John Orr, Railway Age’s 2026 Railroader of the Year. “Every employee is empowered to speak up about issues and share ideas. Together, we’re enhancing an environment grounded in our core value of safety—one that supports open dialogue, collaborative problem solving, and continuous improvement across all levels of the organization, from craft employees to senior leadership.”

“At Norfolk Southern, safety is more than the absence of incidents; it’s a core value that creates a culture of accountability driven by the grit and dedication of our professional railroaders,” NS Vice President and Chief Safety Officer John Fleps said. “Safety is a daily grind of continuous improvement, pairing strategic initiatives with sweat equity to shape behaviors, refine processes, and enhance procedures that build a safer, more productive, and more reliable network.”

John Orr will be presented with the Railroader of the Year Award at the traditional dinner hosted by the Western Railway Club at the Union League Club of Chicago on March 10. Orr and Mark George are featured speakers at Railway Age’s Next-Generation Freight Rail Conference, to be held the same day in the same location.

SHOALS RESEARCH AIRPARK SITE, Muscle Shoals, Colbert, Ala. (Courtesy of NS)

Also on Jan. 27, NS reported that its industrial development site in the Shoals region of northwest Alabama has received a platinum designation from the national REDI Sites Program. This top designation, it said, is awarded to properties that meet “rigorous readiness criteria.“

The rail-served site with utility infrastructure is in a region with “a highly skilled” workforce, according to the railroad.

“Today’s [Jan. 27] designation for our Shoals-area site underscores Norfolk Southern’s continued commitment to developing quality, shovel-ready sites that rail shippers can trust to meet their evolving business needs,” NS Director Industrial Development MaryBeth Flournoy said. “With its access to markets across the Southeast and Midwest, the Shoals site is positioned to attract companies looking to grow their business with rail.”

“At the Shoals Economic Development Authority, we are focused on advancing The Shoals region as a competitive and attractive destination for business and industry,” added Kevin Jackson, Shoals EDA President. “Our sites and buildings are central to that strategy, and this designation further reinforces our efforts. We appreciate Norfolk Southern’s partnership and its efforts to highlight the potential of this site.” 

Further Reading:

• Nine NS-Served Industrial Properties Recognized by National REDI Sites Program
• NS 2024: $4.3B+ of Industrial Development

The post NS Issues 2025 Safety Report appeared first on Railway Age.

U.S. Class I railroads hauled 481,708 carloads and intermodal units for the week ending Jan. 24, 2026, the AAR reported Jan. 28. Total carloads came in at 214,784, increasing 13.7%, and intermodal volume was 266,924 containers and trailers, rising 0.5% from the same week in 2025.

All of the 10 carload commodity groups posted an increase compared with the same week in 2025. They included coal, up 6,656 carloads, to 58,954; nonmetallic minerals, up 6,626 carloads, to 25,783; and chemicals, up 4,987 carloads, to 33,773.

For the first three weeks of 2026, U.S. railroads reported cumulative volume of 672,370 carloads, up 11.2% from the same point last year; and 825,180 intermodal units, up 1.2% from 2025. Total combined U.S. traffic for the first three weeks of 2026 was 1,497,550 carloads and intermodal units, an increase of 5.5% percent compared to last year.

North American rail volume for the week ending Jan. 24, 2026, on 9 reporting U.S., Canadian and Mexican railroads totaled 317,001 carloads, up 10.1% compared with the same week last year, and 347,873 intermodal units, up 1.3% from 2025. Total combined weekly rail traffic in North America was 664,874 carloads and intermodal units, up 5.3%. North American rail volume for the first three weeks of 2026 was 2,056,530 carloads and intermodal units, up 4.7% compared with 2025.

Fo the week ending Jan. 24, 2026, Canadian railroads reported 88,348 carloads, dropping 0.6%, and 66,285 intermodal units, down 1.4% compared with the same week in 2025. For the first three weeks of 2026, Canadian railroads reported cumulative rail traffic volume of 474,435 carloads, containers and trailers, down 2.0%.

Mexican railroads reported 13,869 carloads for the week ending Jan. 24, 2026, up 34.8% compared with the same week last year, and 14,664 intermodal units, up 41.3%. Cumulative volume on Mexican railroads for the first three weeks of 2026 was 84,545 carloads and intermodal containers and trailers, up 41.7% from the same point in 2025.

The post AAR: U.S. Rail Traffic Up for Week Three appeared first on Railway Age.

Construction on the Hudson Tunnel Project (HTP), a key component of the Gateway Program, will “pause if disbursements of federal funds do not resume in the coming days,” the Gateway Development Commission (GDC) reported Jan. 27.

The pause is “an absolute last resort,” according to Thomas Prendergast, CEO of GDC, which has oversight of the $16 billion project, but work cannot be funded “on credit indefinitely.”

(Courtesy of GDC)

The Hudson Tunnel Project is building nine miles of passenger rail track between New York and New Jersey, including nearly five miles of tunnel boring to construct a new, two-tube tunnel under the Hudson River, and rehabilitating the existing North River Tunnel, which has been in service since 1910 and is said to be a source of chronic delays for hundreds of thousands of daily passengers. When the project is completed, there will be four modern tracks between New Jersey and New York where there are currently only two.

GDC reported that project contractors have been notified that funding for construction will run out Feb. 6. “GDC’s contractors will spend the next two weeks winding down work at the active construction sites in New York, New Jersey, and the Hudson River,” it said. “At that time, construction will stop until additional funding becomes available.”

January 2026: With 32 panels complete, we’re more than halfway finished installing the slurry wall for the Hudson County Access Shaft. (Caption and Photograph Courtesy of GDC)

Four major procurements that comprise the remaining construction packages for the new tunnel are also impacted by the federal funding pause, GDC reported. Two construction packages—the Hudson River Tunnel Project and the NJ Surface Alignment Project—are planned to start in 2026, but contracts cannot be awarded until funding resumes, according to GDC.

Of the Hudson Tunnel Project’s $16 billion budget, roughly $12 billion—70% percent—is funded by federal grants and the remaining $4 billion is funded through USDOT Build America Bureau loans to be repaid by the States of New York and New Jersey and by the Port Authority of New York and New Jersey. “Funding disbursements from all these sources have been discontinued since Oct. 1 of last year,” GDC said. “GDC has signed and executed funding agreements with all Hudson Tunnel Project funders, including the U.S. Department of Transportation (USDOT), the Federal Transit Administration (FTA), and the Federal Railroad Administration (FRA). $4.38 billion in federal funding is currently obligated to the project.”

“On Sept. 30, 2025, GDC received a notice from the FTA that federal disbursements under the Capital Investment Grants (CIG) Program would be paused pending a review of the Commission’s federally mandated Disadvantaged Business Enterprise (DBE) program,” GDC reported. “The following day, all federal funding for the Hudson Tunnel Project—not just CIG funds—was paused.” 

December 2025: Manufacturing of the two tunnel boring machines that will be used for the Palisades Tunnel Project is complete. (Caption and Photograph Courtesy of GDC)

According to GDC, construction has continued while federal funding disbursements have been paused (watch live feeds from construction sites here). Since Oct. 1, GDC said it has:

• “Procured two tunnel boring machines. The first is on site in New Jersey, ready for assembly, and the second is scheduled to be shipped in February.
• “Finished the Tonnelle Avenue bridge and made significant progress on the portal launch box, setting the stage for tunnel boring to begin in New Jersey.
• “Completed two major concrete pours for HYCC-3, totaling more than 7,200 cubic yards, and broke through the bulkhead, connecting to the completed sections of the concrete casing.
• “Mixed 84 primary columns and 112 secondary columns of reinforced earth in the Hudson riverbed, bringing the total number of finished columns to 838.
• “Installed 29 slurry wall panels for the Hudson County Access Shaft and 15 panels for the 12th Avenue Access Shaft. The Hudson County Shaft slurry wall is now more than 75% finished.”

“More than one billion taxpayer dollars have been spent on construction of the Hudson Tunnel Project to date,” said GDC, which noted that since October it has utilized “available funding sources and credit to keep the project moving forward as planned.” GDC now has “drawn down nearly all available sources and credit,” it said, “and can no longer continue funding construction without access to the project’s funds.”

According to GDC, pausing construction “will result in the immediate loss of nearly 1,000 jobs,” and an extended pause “would put at risk approximately 11,000 construction jobs on the current projects, as well as the 95,000 jobs and $19.6 billion in economic activity that construction of the Hudson Tunnel Project is anticipated to generate overall.” GDC also warned that pausing construction “increases the risk that the 116-year-old North River Tunnel—already a leading cause of delays that impact hundreds of thousands of riders—will shut down, severing the most heavily used passenger rail line in the country and leading to billions of dollars in lost time and productivity.”

December 2025: The HYCC-3 team poured more than 2,700 cubic yards of concrete in 24 hours to form a section of the tunnel box floor. (Caption and Photograph Courtesy of GDC)

“Over the past two years, GDC, together with our federal and state partners, have made significant progress building the most urgent passenger rail infrastructure project in the country,” Thomas Prendergast said. “The progress we have made since the project started construction would not have been possible without the support of the federal Administration. Since federal funding was paused in October, we have done everything in our power to keep construction moving forward as planned, but we cannot fund this work on credit indefinitely. Pausing construction is the absolute last resort, and we will continue working around the clock to secure funding so that the workers who are counting on this project to pay their bills can stay on the job and we can continue delivering the reliable, 21st century infrastructure America needs.”

According to a New York Times report, “Senator Chuck Schumer, the New York Democrat and minority leader who shepherded the tunnel project through the complex process of obtaining federal funding, said at the [Jan. 27 GDC Board] meeting [during which the GDC announced the potential work stoppage] that the Gateway tunnel was ‘the largest and most important infrastructure project in the nation.’ Now, Mr. Schumer said, the project is ‘on the precipice of being derailed and maybe killed.’”

POTUS 47 “did not accede to Mr. Schumer’s pleas” to “stop withholding the funding” when they met earlier this month, and in a social media post “[l]ast week, he held Mr. Schumer responsible for the suspension,” the Times reported.

According to the newspaper, the USDOT “did not respond to a request for comment,” and White House spokesman Kush Desai said, “It’s Chuck Schumer and Democrats who are standing in the way of a deal for the Gateway tunnel project by refusing to negotiate with the Trump administration.”

Further Reading:

• POTUS 47: Hudson Tunnel Project ‘Terminated.’ DOT Says Not True
• MPA Contract Expanded for Hudson Tunnel Project
• Gateway: HTP Makes Concrete Progress
• GDC Awards Manhattan Tunnel Project Contract
• GDC Issues RFQ for New Jersey Surface Alignment Project
• For Hudson Tunnel Project, $2.7B in Federal Grants Now Available for Construction
• Hudson Tunnel Project Primed for FFGA
• GDC Submits FTA Documentation for Hudson Tunnel Project Funding

The post HTP Work Stoppage on the Way? appeared first on Railway Age.

The Alco era on the Ontario Southland is drawing to a close, but fans of the iconic locomotives shouldn’t fret. In January, it was announced that five OSR units built by the Montreal Locomotive Works will be headed east for service on the Sartigan Railway in Quebec. 

The Sartigan operates on the former Quebec Central Railway, a one-time subsidiary of Canadian Pacific. It presently operates from an interchange with Canadian National in Charny (near Quebec City) to Vallée Junction, with work to reopen the line further south to Thetford Mines presently underway and on target for this year. The Sartigan was founded in 2012. 

Sartigan presently owns a fleet of four former BC Rail M-420s, along with an RS-18, RS-23 and M-636, all ex-CP. Five MLWs from Ontario Southland will include RS-18 181 (ex-CP 1861) and RS-23s 503 (ex-CP 8029), 504 (ex-CP 8044), 505 (ex-CP 8021), and 506 (ex-CP 8013). All five units are expected to regain their old CP numbers. 

—Justin Franz 

The post Ontario Southland Alcos Bound For Quebec appeared first on Railfan & Railroad Magazine.

(Courtesy of GBXLE)

The initiative includes installing Amsted Digital’s IQ Series gateways on all new freight cars from GBXLE, whose portfolio includes hopper, intermodal, tank, and open-box cars. “The IQ Series gateway is mounted directly on the [freight car truck]—a configuration unique in the industry—enabling GBXLE to receive critical [health] information about [freight car] running gear, including wheel slide and wheel fault reports,” said Amsterdam-based GBXLE, part of The Greenbrier Companies in the U.S. “In a second phase, the program will expand to include bearing diagnostics delivered through Amsted Digital’s over-the-air upgrade capability, eliminating the need for additional hardware retrofits or service interruptions.”

According to the partners, the IQ Series platform provides:

• “Continuous monitoring of wheelsets and wheel slide events.
• “AI-driven predictive maintenance insights to reduce unplanned downtime.
• “Seamless integration with existing fleet management systems via industry-standard ITSS protocols.
• “Minimal installation time through plug-and-play setup.
• “Long-life battery and hardware built for harsh rail applications.
• “Over-the-air upgrades that unlock new features and benefits.
• “Green technology: one gateway replaces multiple external sensors to reduce environmental impact.”

Customers, they added, will benefit from:

• “Proactive wheelset health insights that help keep the fleet running at its best.
• “Intelligent shock detection for immediate awareness of potential damage.
• “Maximized [freight car] availability through smarter, data-driven maintenance planning.
• “Optimized maintenance spending through targeted, condition-based interventions.
• “Strengthened operational safety with significantly lowered derailment risk.
• “Seamless installation with no need for additional external sensors.
• “A powerful online portal delivering real-time wheel health analytics and instant incident alerts.”

GBXLE said it provides freight car truck-mounted installation services for its customers, with trucks “upfitted to include an approved Amsted Digital-compatible” mounting bracket.

“This collaboration underscores our commitment to continuously improving the performance and safety of our [freight cars], bringing real benefits to our customers,” GBXLE President William Glenn said. “Partnering with Amsted Digital Solutions enables us to explore new possibilities in [freight car] condition monitoring and help shape a more intelligent and sustainable rail system.”

“This is an exciting milestone in our mission to transform freight rail through intelligent, data-driven tools,” commented John Felty, Managing Director of Amsted Digital’s European operations. “We’re proud to collaborate with Greenbrier Leasing Europe on a program that reflects shared values of safety, innovation and long-term operational efficiency.”

(Courtesy of GBXLE) Further Reading:

• For European Railcar Lessor, New Load Health, Tracking Tech
• Telematics: Slow, But Steady
• Amsted Recognized as ‘RailPulse Certified Vendor’

The post GBXLE, Amsted Team on Condition-Based Maintenance Initiative appeared first on Railway Age.

SFRTA

SFRTA on Jan. 26 announced that it has received the Transportation Security Administration (TSA) Gold Standard Award, “recognizing the agency’s continued commitment to transit security and preparedness.” The award was presented at the SFRTA Governing Board Meeting on Friday, Jan. 23, 2026. This marks the second time SFRTA has received the recognition, having previously earned the Gold Standard Award in 2013.

“We are proud to be recognized for our efforts and remain committed to maintaining high security standards while delivering reliable regional transportation,” said SFRTA Executive Director David Dech. “We appreciate TSA’s partnership and the continued support of our security guards and law enforcement partners across the three counties served by Tri-Rail.”

TSA commended SFRTA for “achieving strong security program outcomes based on results from the agency’s most recent Baseline Assessment for Security Enhancement (BASE) review.” BASE is a TSA program that evaluates transit agencies across multiple categories to support security readiness and enhance response capabilities nationwide. The assessment focuses on 17 categories identified by the transit community as fundamental to a sound transit security program, and SFRTA achieved high scores across all categories.

SFRTA’s receipt of a second Gold Standard Award, it says, “underscores the agency’s sustained focus on security practices, continuous improvement, and coordination with local, state, and federal partners.”

Santa Clara VTA

Residents, elected officials, and transit leaders celebrated the opening of the first TOD housing to open in more than 20 years under the portfolio of the Santa Clara Valley VTA.  The apartments are adjacent to the Tamien Light Rail and Caltrain stations on Lick Ave in San Jose.

(Santa Clara VTA)

The Core Companies, leasing the land from VTA, built 135 apartments accessible to families and individuals earning less than 60% of the Area Median Income (AMI.) The 1-, 2-, and 3-bedroom apartments, now all full, are directly adjacent to Tamien Caltrain and VTA Light Rail stations, with transit passes provided for residents of the building.

“VTA is proud to see beautiful, affordable housing go up right next to public transit, which is the lifeline for so many in our community,” said VTA General Manager and CEO Carolyn Gonot. “We are excited to have many more such projects in the pipeline to open next to our transit stations in the near future,” she said.

Half of the units in the Tamien development are allocated for rapid rehousing to help ensure those most in need have safe housing and avoid homelessness. The building includes an on-site daycare center, a fenced-in rooftop playground, a food pantry, a fitness room, and community gathering spaces. Its location adjacent to transit makes downtown San Jose, local employers, parks, and everyday conveniences easily accessible via walking, biking, or public transportation. The project also includes improvements to the nearby transit plaza, reinforcing Tamien Station as a vital transportation hub.

(Santa Clara VTA)

“Welcoming residents to Tamien Station Apartments marks a monumental milestone for the future of transit-oriented development in Santa Clara County,” said Vince Cantore, Senior Vice President of Development at The Core Companies. This community serves as a blueprint for affordable housing projects, ensuring that residents at all-income levels can enjoy amenities that enhance their quality of life. It’s an honor to partner with VTA on this development and a testament to Core’s long-standing mission to build high-quality homes across the Bay Area.”

The 1.6-acre site was previously a VTA-owned parking lot. It is now leased to Urban Co Tamien LLC, a partnership between Core and Republic Urban Properties, “generating revenue to support transit services while fulfilling VTA’s commitment to affordable housing,” the agency noted. This is the first phase of a mixed-income neighborhood development that will create a total of 555 units on this site, according to VTA.

Funding for the project comes from a mix of sources, including the California Debt Limit Allocation Committee (CDLAC), Santa Clara County’s voter-approved Measure A, the City of San Jose, and the Affordable Housing and Sustainable Communities program.

Tamien Station TOD, the agency says, “is part of VTA’s broader effort to develop mixed-use, mixed-income neighborhoods connected by transit, supporting walkability, cycling, and long-term sustainability.” Other projects include a property next to the Berryessa Transit Center, which houses the BART station, Blossom Hill Station, Capitol Station, Branham Station, Winchester Station, and the former Evelyn Station Park and Ride lot.

The post Transit Briefs: SFRTA/Tri-Rail, Santa Clara VTA appeared first on Railway Age.

With an STB merger refiling for the acquisition of Norfolk Southern anticipated “in the coming weeks,” Union Pacific (UP) posted “a record-breaking year and delivered best-ever safety, service, and operating results in 2025,” UP CEO Jim Vena reported Jan. 27. “Our 2025 reported net income grew 6%, earnings per share increased 8%, and we improved our operating ratio. While we work through the regulatory process to create America’s first transcontinental railroad, our team is focused on driving further safety, service, and operating improvements to support growth.”

The railroad, which connects 23 states, linking major U.S. ports and Mexico gateways, was the second Class I to announce its fourth-quarter and full-year 2025 financial and operations results; CSX reported them Jan. 23.

4Q25 vs. 4Q24 Results (Courtesy of UP)

UP’s reported 2025 fourth-quarter net income was $1.8 billion and diluted EPS was $3.11. Results include industrial park land sales of $234 million, increasing diluted EPS $0.30, and $30 million of merger costs, reducing diluted EPS $0.05, according to the railroad. Adjusted fourth-quarter 2025 net income of $1.7 billion, or adjusted diluted EPS of $2.86, it said, compares to adjusted fourth-quarter 2024 net income of $1.8 billion, or adjusted diluted EPS of $2.96.

(Courtesy of UP)

The railroad reported operating revenue of $6.1 billion, declining 1% from the prior-year period, “driven by lower volume, partially offset by core pricing gains and fuel surcharge revenue.” Revenue carloads, it said, declined 4%. The reported operating ratio came in at 60.5%, 180 basis points worse, and adjusted it was 60.0%, 190 basis points worse, according to UP.

(Courtesy of UP)

UP reported posting “best-ever quarterly records for freight car velocity and terminal dwell and [a] record fourth quarter for train length and workforce productivity.” According to the railroad, both reportable personal injury rate and reportable derailment rate improved; freight car velocity was 239 daily miles per car, a 9% increase; average terminal dwell was 19.8 hours, a 9% improvement; average train length was 9,729 feet, a 3% increase; and workforce productivity was 1,151 car miles per employee, a 3% improvement year-over-year.

2025 vs. 2024 Results (Courtesy of UP)

Reported full-year 2025 net income of $7.1 billion, or diluted EPS of $11.98, compares to full-year 2024 net income of $6.7 billion, or diluted EPS of $11.09, according to UP. Reported full-year net income grew 6% and full-year diluted EPS improved 8%, it said. Adjusted full-year 2025 net income of $6.9 billion, or adjusted diluted EPS of $11.66, compares to adjusted full-year 2024 net income of $6.8 billion, or adjusted diluted EPS of $11.11, with adjusted full-year net income growing 3% and adjusted diluted EPS improving 5%, according to the railroad.

Operating revenue came in at $24.5 billion for 2025, up 1% from 2024, “driven by core pricing gains and higher volume, partially offset by business mix, reduced fuel surcharge revenue, and lower other revenue,” UP reported. Freight revenue excluding fuel surcharge grew 3% and revenue carloads increased 1% from 2024. UP said that the reported operating ratio of 59.8% improved 10 basis points; adjusted, it was 59.3%, a 60 basis points improvement.

UP reported the “best ever full year for safety, freight car velocity, locomotive productivity, terminal dwell, train length, workforce productivity, and fuel consumption rate.” According to the railroad, its reportable personal injury and reportable derailment rates both improved, and the personal injury rate was “industry leading.” In 2025, freight car velocity was 225 daily miles per car, an 8% increase; locomotive productivity was 139 gross ton-miles per horsepower day, up 3%; average terminal dwell was 20.9 hours, an 8% improvement; and workforce productivity was 1,132 car miles per employee, a 7% increase from 2024.

2026 Outlook

Looking ahead, UP said it was “on track with Investor Day targets.” The railroad reported that it would meet “customer demand with strong service” during what it called a “muted economic forecast.” It also reported “pricing dollars in excess of inflation dollars”; “earnings per share growth of mid-single digit, consistent with attaining [a] three-year CAGR target of high-single digit to low-double digit through 2027”; “operating ratio improvement,” with an “industry-leading operating ratio and return on invested capital”; and “continued strong cash generation.” According to UP, it will have a capital plan of $3.3 billion in 2026, and “consistent annual dividend increases.”

(Courtesy of UP) Letter to Employees

Jim Vena on Jan. 27 also released a letter to employees highlighting UP priorities for 2026 and beyond, including its planned merger with NS.

“Our first priority is continuing to run a great railroad,” he wrote, in part. “This means building on our safety performance and staying in the lead as the best, with everyone returning home from work in the same condition they left. In service, we delivered what we promised our customers, and we will not lose our focus or strength when it comes to staying fluid and deploying our buffer when needed. Our marketing team is focused on using our great service product to continue growing and winning new business—and we must all do our part by controlling costs and being mindful of unnecessary expenditures. The best way we position ourselves for the future is by delivering exceptional results today.

“Our second priority is working through the regulatory process to create America’s first transcontinental railroad. We are responding to the Surface Transportation Board’s (STB) request for additional information. This is a normal procedural step we have seen in previous acquisitions that were ultimately approved. The STB’s request is focused on three key areas requiring clarification, and our team is already working to prepare that information and refile our application in the coming weeks. We view this as a short-term blip and do not expect a significant change to the timeline; we still target closing in the first half of 2027. We are following the process and doing our part to minimize unnecessary bureaucracy and move with speed.

“This team has done the work to put us in the position of strength we need to become America’s first transcontinental railroad. As you all know, at Union Pacific we like looking at things from a factual point of view instead of a personal point of view. Our customers will see an enhanced service offering that is faster to market and connects the entire United States. This means more opportunity, less costs tied to inventory and assets, and the capability to move more containers off of interstates and city roads and onto our network.

“As you know, New York Dock protection has been imposed in major transactions by the STB before, and we expect them to mandate that as a condition. New York Dock protection is limited by time and maxes out protection in a few years. We have enhanced protection so that every unionized employee working on the day the deal closes will have a job for life. That commitment does not change.

“I am proud of what we accomplished last year. As we work toward combining with Norfolk Southern, we are delivering at the highest levels and aligned on what it takes to win: driving safety, service and operating improvements to support growth—which we did by moving an additional 113,000 carloads compared to 2024.”

Next: Providing More Details to STB Jim Vena (Courtesy of UP)

In a post earnings-call conversation with Railway Age, Vena addressed the merger application refiling, following the STB’s unanimous decision earlier this month rejecting, “without prejudice,” the first application as incomplete “because it does not contain certain information required by the Board’s regulations.”

UP will provide detailed information in three key areas, Vena said.

One is market share. “We have provided the information that said this is where we are as the combined railroad,” Vena told Railway Age. “And this is where we’re going to be [in terms of growth]. And we never, ever were going to get to a place that we were going to be higher than like 38% to 42% in the combined real world, with the growth, but they want us now to project market share.” The second area that will be addressed, he said, is the related application for the UP-NS acquisition of control of the Terminal Railroad Association of St. Louis; the STB found it to be “a significant transaction, not a minor transaction” as submitted in the original application. “Even though in the application, we said about the railroad, the TRRA, we knew that we were going to get the over 50% ownership, and we said in the application that we were going to divest to make sure that we did not have over 50%, that we were going to be less than majority owners of the TRRA, they want to have more information,” Vena said. “They want us now to formalize exactly what we would do.” The third area is what Vena called the “red line” document. “Every time you have a merger or you buy a house, you always have conditions,” he said. “If these conditions aren’t met, you get to walk away from the deal. So, with Norfolk Southern we agreed on what our conditions would be, that Union Pacific would have an option to walk away. And really, what that has to do with the merits of a merger, I cannot figure it out … I cannot figure out what that has to do with the merits of a combined railroad, and what we do for customers, what we do for the nation, and what we do for our employees, but they’ve asked for it, so I guess we give it, and they’ll know, the other railroads, where our red line is, and the public on what we’re willing to put up with to be able to close the deal. Seems odd that we have to give that, but they asked for that, and we’ll give it to them.”

While Vena said there isn’t a “definitive date” for refiling, he anticipates “sometime in March.” It’s a “very short delay,” he pointed out. “We put the application in in five months instead of six. So we tried to do that to speed up the process and get it done.”

Vena also told Railway Age that UP’s safety and service in 2025 were among the high points of its fourth-quarter and full-year 2025 report, which the railroad will build on in 2026. In terms of the capex, he said the railroad will continue modernizing locomotives and investing in the physical plant, in efficiency, and in capacity for growth.

For more financial and operations results, visit the Investors section of the UP website.

The post For UP, a ‘Record-Breaking Year’ appeared first on Railway Age.

This new commemorative locomotive, UP says, pays tribute to the signing of the Declaration of Independence and the founding of the nation. The locomotive will feature the emblem of the America250 Semiquincentennial Commission, the national nonpartisan organization established by Congress to lead the nation’s 250th anniversary.

“We are proud to honor our nation’s great history and legacy of innovation with our heritage locomotives. For the first time, we will share the Big Boy with communities on the East Coast, operating it from ocean to ocean,” said CEO Jim Vena. “America has never been afraid to dream about what’s possible – and neither is Union Pacific as we carry the grain that feeds families, the steel that builds cities and the household goods that stock store shelves.”

The first leg of the tour starts March 29, with the Big Boy and several historical passenger cars from UP’s Heritage Fleet traveling west to California from Cheyenne, Wyo., the steam locomotive’s homebase. The tour ends April 24 in Cheyenne.

Two major public display days are set:

• April 10-11: Roseville, California
• April 18-19: Ogden, Utah

The tour will be a tribute to the vital role railroads have played in helping build and unify America while showcasing the innovative history of the rail industry, UP noted. Since 1862, when President Abraham Lincoln signed the Pacific Railway Act and created UP, “railroads have connected the nation, supporting its industrial and manufacturing sector and spurring the growth of new industries,” the Class I said.

The eastern leg of the tour, anticipated to start in late spring, is still being finalized and will be announced soon. More information is available here.

“UP’s Big Boy No. 4014 is one of the most iconic steam engines ever built and was designed to haul heavy freight over steep grades during World War II. It represents the pinnacle of steam technology and is a powerful symbol of America’s industrial might,” UP said.

The post UP’s Big Boy Celebrates America’s 250th Birthday With Coast-to-Coast Tour appeared first on Railway Age.

The plan total is down 5% from the 2025 plan’s $3.8 billion total, which included $2.4 billion for maintenance and $535 million for expansion and efficiency projects. It is down 8% from the 2024 plan’s $3.92 billion total.

Maintenance projects in 2026 will again cover replacing and upgrading rail and track infrastructure like ballast and ties, and maintaining rolling stock. They will comprise approximately 13,000 miles of track surfacing and/or undercutting work and the replacement of 2.5 million ties and more than 400 miles of rail, according to BNSF, which operates a rail network of 32,500 route miles in 28 states and three Canadian provinces (see map below).

(Courtesy of BNSF)

The $358 million for expansion and efficiency projects in 2026 will add to the $2.6 billion invested in expansion projects over the past five years. This year’s expansion plans, BNSF said, support customer growth “by continuing to invest in facility and line projects that will increase network capacity and efficiency.” Major facility projects include completing property acquisitions and continuing development activities for the planned Barstow International Gateway project in California and continuing development and starting construction activities for a future intermodal facility in the Phoenix area, according to the railroad. Major line expansion projects include Galesburg, Ill., and Winslow, Ariz., yard track expansions “to increase switching capacity, supporting network service performance and asset (railcars and locomotives) productivity initiatives,” it reported.

“Our 2026 capital plan focuses on strengthening and modernizing our network so we can continue to meet our customers’ evolving needs,” BNSF President and CEO Katie Farmer said. “We prioritize investing with the future in mind, improving efficiency, adding capacity, and ensuring our railroad is always ready to support growth while delivering the dependable, resilient service our customers count on.”

Further Reading:

• Hillwood, BNSF, City of Forth Worth Launch Alliance Logistics District
• Cicero Intermodal Expansion Delivers Capacity, Sustainability and Customer Value
• From Class I to Short Line and Back
• BNSF, CSX Offering More, ‘Faster’ Coast-to-Coast Service

The post For BNSF, a $3.6B Capital Plan appeared first on Railway Age.

OmniTRAX announced Jan. 27 that Ryan Dreier has been named Chief Commercial Officer (CCO). Dreier joined OmniTRAX as Executive Vice President in 2025, following an extensive career at BNSF Railway. In his new role, Dreier will oversee all aspects of OmniTRAX commercial strategy, sales operations, transload, and new business development.

Prior to joining OmniTRAX, Dreier served as BNSF Railway’s Vice President of Industrial Products Marketing, leading all marketing and sales across a large and diverse portfolio of carload commodities including food products, building and construction materials, dimensional components, and chemical and petroleum products.

“OmniTRAX’s ability to provide trusted, tailored service has fueled our record-setting growth,” said OmniTRAX CEO Colby Tanner. “As we continue to add new markets and new operations, Ryan’s industry relationships and national network experience will play an invaluable role in bringing new customers to rail.”

OmniTRAX has grown more than 50% in the past five years, adding new customers and serving new markets. In addition to the company’s record volumes, the rail network has added industry giants and Fortune 500 clients that include The Home Depot, Clorox, CMC Steel, Tata Chemicals and WE Soda.  

“As global and domestic supply chains continue to evolve, rail service provides expanded market access and critical connectivity,” said Dreier. “By combining our rail and real estate resources with industry-leading service, OmniTRAX delivers exceptional operational efficiency to our customers across industry.”

Dreier earned an MBA from Southern Methodist University’s Cox School of Business and a Bachelor of Science in Business Administration from the University of Kansas.

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Union Pacific “Big Boy” 4014 will leave Cheyenne, Wyo., on March 29, for the first part of a coast-to-coast trip to celebrate the 250th anniversary of American independence. The first part will take the engine from Wyoming to California and back over a month, returning to its home base on April 24. 

The eastern leg of the tour, which is expected to bring the world’s largest operating steam locomotive to the East Coast for the first time ever, is set to begin in late spring. UP officials said those details are still being worked out. The engine is expected to travel over Norfolk Southern rails, which UP is currently trying to acquire. 

“We are proud to honor our nation’s great history and legacy of innovation with our heritage locomotives. For the first time, we will share the Big Boy with communities on the East Coast, operating it from ocean to ocean,” said CEO Jim Vena. “America has never been afraid to dream about what’s possible – and neither is Union Pacific as we carry the grain that feeds families, the steel that builds cities and the household goods that stock store shelves.” 

So far, only two display dates have been announced: April 10 and 11 in Roseville, Calif., and April 18 and 19 in Ogden, Utah. The 4014 is expected to be joined by two commemorative diesel locomotives, including its newest, 1776, painted in honor of the Semiquincentennial. 

—Justin Franz 

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NS

NS on Jan. 22 reported being named to Fortune’s list of the World’s Most Admired Companies for the second consecutive year, rising two spots to No. 2 in the Trucking, Transportation, and Logistics category and coming in first among railroads.

The 28th edition of the magazine list is based on a poll of some 3,000 executives, directors, and analysts, conducted in partnership with Korn Ferry, a global organizational consulting firm; companies are evaluated on criteria including innovation, people management, social responsibility, and financial soundness. Apple took home the No. 1 spot for the 19th straight year in 2026.

According to NS, earning a place on the list reflects its “steady progress” (“being recognized again points to improvements that are carrying forward year over year,” it noted) and trust (“the ranking is based on how peers and analysts view Norfolk Southern’s leadership, reputation, and execution”), and “reinforces direction“ (“the 2026 recognition builds on a year of continued focus on safety, service, and long-term value”).

“Rising in the Fortune’s World’s Most Admired Companies list and maintaining our top spot among railroads is a testament to our team’s relentless focus,” NS President and CEO Mark George said. “We’re advancing safety, delivering dependable service, and investing for long‑term value, so our customers, communities, employees, and shareholders can thrive together.” 

Beyond the ranking, NS said it “continues to invest in safer operations, resilient infrastructure, and reliable service,” and the company’s strategy “emphasizes long-term value creation for customers, communities, employees, and shareholders.”

Separately, Railway Age has named NS EVP and COO John Orr as its 2026 Railroader of the Year. In Atlanta, the site of the railroad’s headquarters as well as Inman Yard, a principal intermodal hub, Orr recently met with Railway Age Editor-in-Chief William C. Vantuono to talk about his long career and the transformational work he’s doing at NS; watch the video here. Orr will discuss “Intentional Leadership” at Railway Age’s Next-Gen Freight Rail Conference, to be held March 10 at the Union League Club of Chicago.

Further Reading:

• NS: East Edge Double-Stack Service ‘Built for Growth’
• CPKC, NS Advance Locomotive Modernizations
• Sustainability as a Business Imperative, with Norfolk Southern Chief Sustainability Officer Josh Raglin – RAIL GROUP ON AIR PODCAST

UP (Courtesy of UP)

“Our Trenton, Missouri, Engineering team has reached a major safety milestone–working injury free for more than a decade!” UP reported via social media on Jan. 23. “Midwest weather may change by the hour, but this crew stays focused and prioritizes safety through reliable, collaborative work.”

“They look out for one another and themselves,” noted Matthew Sartain, UP Manager-Track Maintenance, in the railroad’s online posts. “This is a solid bunch, and they do a great job.”

Separately, UP’s Livonia, La., locomotive team recently reached one-year of injury-free service, which the railroad attributed to “a culture of mentorship, open communication and a commitment to the why behind each safety protocol.” Also, it partnered late last year to build a first responder training site in California.

Further Reading:

• Thousands of Union Pacific Employees Weigh in on Safety Culture Assessment
• Investing in Safety at Union Pacific: Railway Age CEO Perspectives on Safety

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