Railroads and regulators must address the dangers of long trains, report says

OMAHA, Neb. (AP) — As freight trains have grown longer, the U.S. has seen an increase in the number of a type of derailment caused by the forces of railcars pushing and pulling against each other, the National Academies of Sciences said Tuesday in a long-awaited report that urges regulators, Congress and the industry to reexamine their risks.

Railroads should take special care in the way they assemble trains that routinely measure more than a mile or two, especially those with a mix of different types of cars, the report said, echoing a warning the Federal Railroad Administration issued last year.

“Long trains aren’t inherently dangerous. But if you don’t have adequate planning on how to put the train together, they can be,” said Peter Swan, a Penn State University professor who was one of the report's authors.

The increased use of long trains has allowed the major freight railroads — CSX, Union Pacific, BNSF, Norfolk Southern, CPKC and Canadian National — to cut costs because they can employ fewer crews and maintain fewer locomotives. The average length of trains increased by about 25% from 2008 to 2017. By 2021, when the report was commissioned, some trains had grown to nearly 14,000 feet (4,267 meters), or more than 2 1/2 miles (4 kilometers) long.

The unions representing train crews have said that longer trains are harder to handle, especially when they travel across uneven territory, because of the way cars push and pull against each other. On a train that's more than a mile (1.6 kilometers) long, one section can be going uphill while another section is going downhill. Such trains are so long that the radios rail workers use might not work from the front to the back of them.

“Anybody and everybody that’s in rail safety knows that this is a problem. It cannot be overstated," said Jared Cassity, the top safety expert at the SMART-TD union that represents conductors. "Long trains absolutely are a risk to the public and a risk to the workers and anybody with common sense can see that."

Mark Wallace with the Brotherhood of Locomotive Engineers and Trainmen said Tuesday's report reinforces what engineers have long known: “Long trains have a greater risk of derailing, have communications issues, and pose a threat to the public due to blocked crossings, among other issues.” The union urged Congress and regulators to act quickly.

The railroads say they work to ensure their trains are safe at any length. The president and CEO of the Association of American Railroads trade group, Ian Jefferies, said many railroads use software that helps them model train forces before railcars are hooked together.

“As operations continue to evolve, railroads are pulling on three key levers — technology, training and infrastructure — to further enhance safety and reliability,” Jefferies said.

But Cassity said countless derailments over the years have shown that software and the cruise control systems that help engineers operate a train are imperfect.

The number of derailments in the U.S. has held steady at more than 1,000 a year, or more than three a day, even as rail traffic decreased. Railroads say two-thirds of those are minor. Derailments have gotten increased attention since a disastrous one in East Palestine, Ohio, in February 2023 in which hazardous chemicals leaked and burned for days. That Norfolk Southern train had more than 149 cars and was 9,300 -feet-long. (1.76 miles long) But the National Transportation Safety Board determined that derailment was caused by an overheating bearing that wasn't caught in time by trackside sensors — not its length.

The biggest concern with long trains is related to derailments caused by the forces that can tear a train apart as it crosses the countryside. Tuesday's report said Congress should make sure the FRA has the power to address the dangers of those trains, and that agency should require railroads to plan carefully on how they handle them.

Railroads can make long trains easier to control by including locomotives in the middle and back of them to help pull and stop them, which is a common tactic.

The report said it's also important for railroads to take great care in where they place heavy tank cars, empty cars and specialized cars like automotive carriers that are equipped with shock absorbers.

Union Pacific said mainline derailments are down on its network over the past five years. The railroad said “technology plays a pivotal role in helping reduce variability and risk, and each year we invest billions back into our network to maintain infrastructure.”

Most of the other major freight railroads didn't immediately respond to the report.

A Federal Railroad Administration spokesperson said it has urged railroads to ensure they train their employees adequately to handle longer trains and take other steps to keep them safe. The agency is also trying to gather additional data about long trains to assess their risks.

In addition to the derailment concerns, long trains can block crossings for extended periods, sometimes cutting off ambulance and police access to entire sections of their communities. They also cause delays for Amtrak passenger trains that get stuck behind monster freight trains that can't fit within side tracks that are supposed to allow trains to pass each other in such situations.

The report said Congress should give federal regulators the power to penalize railroads for causing such problems.

FILE - Los Angeles skyline is seen above the Union Pacific LATC Intermodal Terminal is seen on Tuesday, April 25, 2023 in Los Angeles. (AP Photo/Damian Dovarganes, File)

DUBAI, United Arab Emirates (AP) — Two U.S. Navy pilots were shot down Sunday over the Red Sea in an apparent “friendly fire” incident, the U.S military said, marking the most serious incident to threaten troops in over a year of America targeting Yemen's Houthi rebels.

Both pilots were recovered alive after ejecting from their stricken aircraft, with one suffering minor injuries. But the shootdown underlines just how dangerous the Red Sea corridor has become over the ongoing attacks on shipping by the Iranian-backed Houthis despite U.S. and European military coalitions patrolling the area.

The U.S. military had conducted airstrikes targeting Yemen’s Houthi rebels at the time, though the U.S. military’s Central Command did not elaborate on what their mission was and did not immediately respond to questions from The Associated Press.

The F/A-18 shot down had just flown off the deck of the USS Harry S. Truman aircraft carrier, Central Command said. On Dec. 15, Central Command acknowledged the Truman had entered the Mideast, but hadn't specified that the carrier and its battle group was in the Red Sea.

“The guided missile cruiser USS Gettysburg, which is part of the USS Harry S. Truman Carrier Strike Group, mistakenly fired on and hit the F/A-18,” Central Command said in a statement.

From the military's description, the aircraft shot down was a two-seat F/A-18 Super Hornet fighter jet assigned to the “Red Rippers” of Strike Fighter Squadron 11 out of Naval Air Station Oceana, Virginia.

It wasn't immediately clear how the Gettysburg could mistake an F/A-18 for an enemy aircraft or missile, particularly as ships in a battle group remain linked by both radar and radio communication.

However, Central Command said that warships and aircraft earlier shot down multiple Houthi drones and an anti-ship cruise missile launched by the rebels. Incoming hostile fire from the Houthis has given sailors just seconds to make decisions in the past.

Since the Truman's arrival, the U.S. has stepped up its airstrikes targeting the Houthis and their missile fire into the Red Sea and the surrounding area. However, the presence of an American warship group may spark renewed attacks from the rebels, like what the USS Dwight D. Eisenhower saw earlier this year. That deployment marked what the Navy described as its most intense combat since World War II.

On Saturday night and early Sunday, U.S. warplanes conducted airstrikes that shook Sanaa, the capital of Yemen that the Houthis have held since 2014. Central Command described the strikes as targeting a “missile storage facility” and a “command-and-control facility,” without elaborating.

Houthi-controlled media reported strikes in both Sanaa and around the port city of Hodeida, without offering any casualty or damage information. In Sanaa, strikes appeared particularly targeted at a mountainside known to be home to military installations. The Houthis later acknowledged the aircraft being shot down in the Red Sea.

The Houthis have targeted about 100 merchant vessels with missiles and drones since the Israel-Hamas war in the Gaza Strip started in October 2023 after Hamas’ surprise attack on Israel that killed 1,200 people and saw 250 others taken hostage.

Israel’s grinding offensive in Gaza has killed more than 45,000 Palestinians, local health officials say. The tally doesn’t distinguish between combatants and civilians.

The Houthis have seized one vessel and sunk two in a campaign that has also killed four sailors. Other missiles and drones have either been intercepted by separate U.S.- and European-led coalitions in the Red Sea or failed to reach their targets, which have also included Western military vessels.

The rebels maintain that they target ships linked to Israel, the U.S. or the United Kingdom to force an end to Israel’s campaign against Hamas in Gaza. However, many of the ships attacked have little or no connection to the conflict, including some bound for Iran.

The Houthis also have increasingly targeted Israel itself with drones and missiles, resulting in retaliatory Israeli airstrikes.

The Ticonderoga-class guided-missile cruiser USS Gettysburg (CG 64) steams in the Mediterranean Sea, Dec. 15, 2025. (Kaitlin Young/U.S. Navy via AP)

FILE - Aircraft carrier USS Harry S. Truman is moored near Split, Croatia, Feb. 14, 2022. (AP Photo/Darko Bandic, File)

FILE - A fighter jet maneuvers on the deck of the USS Dwight D. Eisenhower in the Red Sea, June 11, 2024. (AP Photo/Bernat Armangue, File)