Is CSX emerging from what many observers, including customers, say is an operational and service meltdown created by a “too much, too soon” rush to implement Precision Scheduled Railroading on an arguably complex network? CSX President and CEO E. Hunter Harrison says “yes.”
Total U.S. rail traffic was 534,140 carloads and intermodal units for the week ending Sept. 2, down 0.9% from the same week a year ago.
East Coast ports opened a new era in shipping as the Ultra Large Container Vessel CMA CGM Theodore Roosevelt recently called the ports of Virginia, Savannah and Charleston for the first time.
Cowen and Company is “not as concerned as many investors are about slowing volume growth,” says Managing Director and Railway Age Wall Street Contributing Editor Jason Seidl. Though North American Class I carloads have been down for each of the past two years, volumes “have snapped back through August,” up 5% year-to-date.
Knee-jerks are part of business, one of the risks of doing business. As for knees, like most people, I have two of them, and as for jerks, I’ve been one, on occasion.
Intermodal traffic again outpaced overall rail freight for the week ending August 26 as imports flowed in for the retail holiday season, according to the Association of American Railroads.
Improved carload traffic has led BNSF Railway to recall about 4,000 of a total 5,000 workers furloughed in 2016.
The Port of Virginia will purchase four new ship-to-shore cranes as part of the $320-million expansion of Virginia International Gateway (VIG).
CSX late Tuesday said it revised the way it calculates three key service metrics – Train Velocity, Terminal Dwell and Cars Online – to “more accurately reflect the company’s operational performance.”
A preliminary report cites human error as the cause of a fiery CSX derailment Aug. 2 that forced the evacuation of Hyndman, Pa.
