Addressing Train Safety and Securement Challenges

Sean Ireland

Good morning, everybody. If you look back, we had four human factor train accidents across the region, and, I mean, that’s a tough week by any measure. Baltimore and Selkirk terminals, in particular, were really hit hard.

Sean Ireland

On top of that, three RCO assignments experienced incidents straight out of the “things we try to avoid” playbook. In Baltimore, we had a crew run through a switch, not lined for their movement, even though the yardmaster’s instructions were that it was not lined. And over in Selkirk, two different crews ended up proceeding after being told to stand by and wait for yardmaster direction. Both happened within twenty-four hours of each other — just wild.

Sean Ireland

What’s really clear from all this is that our folks aren’t always receiving — or maybe fully understanding — what the yardmaster’s asking them to do.

Sean Ireland

So now, we’re really doubling down, making sure our yardmasters slow things down and actually get confirmation — not just, “did you hear me?” but, “what did you hear me say?” Simple, but it’s a difference-maker. And with so many incidents stacked up — six reportable train accidents in a single week — I keep coming back to something we’ve talked about before: safety has to come first. It’s that old saying, “Safety is good for business.” If we’re not operating safely, it doesn’t matter what our cost or service metrics say — because they won’t be sustainable.

Sean Ireland

Okay, let’s lean into what we’re going to do to close the gaps we saw this week, cause we can — and will — turn it around.

Sean Ireland

One thing that really jumped out, especially in post-incident reviews, is we’ve still got some knowledge gaps on equipment securement. So let’s talk about that — where do we actually find the right information on how many handbrakes you need? Folks sometimes just guess, or they’ll do what they saw someone else do, but we have tools for a reason!

Sean Ireland

We've got the Securement Aid, that handbrake chart, and if you haven’t taken five minutes with it — I really encourage you, make it a priority this week. I mean, it breaks things down by total tonnage and the grade your train’s sitting on. Like, let’s take that scenario we had in the Southern West zone on the Big Sandy Subdivision. You’re contacted by the dispatcher — “hey, you need to secure your train, there’s a broken rail ahead.” What do you do?

Sean Ireland

Step one, you go into the T&E Portal. Click on Documents, pull up Track Charts for your territory, and find the location in question — in this case, the segment at Big Sandy, milepost CMG 18.0.

Sean Ireland

Your train’s 10,752 tons — that’s no toy train! — and you have to know the average grade, which you get right out of those track charts. If the grade’s, let’s say, somewhere under half a percent, you check the chart, cross-reference with your tonnage, and boom, you get your required number of handbrakes. It’s not about guessing, it’s about following the process — that’s what makes it repeatable and safe.

Sean Ireland

And here’s a real example: just last week in the Southern West zone, we had a crew do exactly this. They referred to the chart, applied the right number of handbrakes, and you know what? We avoided what could’ve been a serious runaway incident. Sometimes, following directions really is all it takes. I know it sounds overly simple, but in this job, it’s the basics that keep everyone safe.

Sean Ireland

And if you’re unsure on the grade or anything else, pause and reach out for help — reach out to the dispatcher or your MTO or RFE. Better to be the person who asks questions and gets it right, than the person who thought they knew and ends up on the incident list.

Sean Ireland

So, as you’re heading into your week — review the job aids, use the portal, and walk through the process if you’ve got any doubt. We model safety by slowing down and using the resources in front of us.

Sean Ireland

All right, let’s switch gears and talk about what we’re doing operationally right now. There’s daily operational testing happening — so every shift, every day, we’re doing at least one Securement Test and one Switch Tag Test. RCO assignments? Same deal. And, we’re making a point to follow up on those RCO log books, making sure everyone’s clear about when their zones are active, who’s in them, and what’s needed when someone leaves a zone.

Sean Ireland

Now, I know sometimes this stuff sounds repetitive — operational testing, log books, securement checks — but the data doesn’t lie: about forty people with critical operational test failures since October 1st, and that’s across every zone. That’s not a number, that’s a call to action. That’s our managers’ cue to get out, connect one-on-one, and actually talk through securement and rule requirements, not just check a box.

Sean Ireland

Our assistant superintendents are also getting after it. They’re out there during the tough hours, middle of the night, doing in-field coaching — two sessions per week, minimum. And I’ll tell you, I’m a big believer in that. Back when I was a terminal manager on third shift, there was this night — pitch black, cold, and no one really wanting to have a feedback conversation at midnight. But those are the moments you remember. Direct, clear feedback with the yardmasters on radio protocols.

Sean Ireland

So, as you work your plan this week, let’s make sure we’re not just aiming for compliance, but closing the gaps. Whether that’s pulling up a record for review or just having a frank conversation at the end of a shift, it’s about building habits — and a safety culture — that’s stronger than any procedure on paper.

Sean Ireland

That’s it for this Sunday’s notes. We’ve got our work cut out for us, but honestly, I believe in the team we have. Focus on the basics, use the tools, and speak up if you see something that doesn’t seem right. I’ll catch up with you all next week — hopefully with a few more wins. Stay safe out there.