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Transportation

Intermodal rail better by 10% in latest count

Transportation via FreightWaves
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Weekly traffic on U.S.railroads was 534,256 carloads and intermodal units for the week ending Oct. 10, up 7.2 percent compared with the same week a year ago. Carload commodities totaled 232,004 carloads, up 3.4 percent, according to Association of American Railroads data, while intermodal volume was 302,252 containers and trailers, up 10.4% y/y. Eight of 10 carload commodity groups posted an increase from the same week in 2025. They were topped by metallic ores and metals typically used in steelmaking, 19.7%; forest products, 9.6%, and motor vehicles and parts, 9.4%. Declines were seen in coal, 2%, and farm products excluding grain and food, 5.6%. For the first 40 weeks of this year, U.S. railroads reported cumulative volume of 9,142,597 carloads, up 2.7%, and 11,379,949 intermodal units, up 4.4% from a year ago. Total combined traffic was 20,522,546 carloads and intermodal units, an increase of 3.6%. The gains came as high diesel prices and regulatory enforcement have tightened the trucking market. North American rail volume for the week on nine reporting U.S., Canadian and Mexican railroads totaled 338,457 carloads, up 2.6%, and 386,946 intermodal units, up 9.1% y/y. Total combined traffic was 725,403 carloads and intermodal units, up 5.9%. Volume year-to-date was 28,096,978 carloads and intermodal units, up 3.1% from 2025. Subscribe to FreightWaves’ Rail e-newsletter and get the latest insights on rail freight right in your inbox. Read more articles by Stuart Chirls here. Read more:CSX operations chief to retireState loan to aid Louisiana port’s new rail connection Climbing intermodal rail volumes more than treble commodities traffic gains Union Pacific CEO ‘99.99%’ confident rail merger will win approval Major chemical producer backs UP-NS merger The post Intermodal rail better by 10% in latest count appeared first on FreightWaves.

Weekly traffic on U.S.railroads was 534,256 carloads and intermodal units for the week ending Oct. 10, up 7.2 percent compared with the same week a year ago.

Carload commodities totaled 232,004 carloads, up 3.4 percent, according to Association of American Railroads data, while intermodal volume was 302,252 containers and trailers, up 10.4% y/y.

Eight of 10 carload commodity groups posted an increase from the same week in 2025. They were topped by metallic ores and metals typically used in steelmaking, 19.7%; forest products, 9.6%, and motor vehicles and parts, 9.4%.

Declines were seen in coal, 2%, and farm products excluding grain and food, 5.6%.

For the first 40 weeks of this year, U.S. railroads reported cumulative volume of 9,142,597 carloads, up 2.7%, and 11,379,949 intermodal units, up 4.4% from a year ago. Total combined traffic was 20,522,546 carloads and intermodal units, an increase of 3.6%. The gains came as high diesel prices and regulatory enforcement have tightened the trucking market.

North American rail volume for the week on nine reporting U.S., Canadian and Mexican railroads totaled 338,457 carloads, up 2.6%, and 386,946 intermodal units, up 9.1% y/y. Total combined traffic was 725,403 carloads and intermodal units, up 5.9%. Volume year-to-date was 28,096,978 carloads and intermodal units, up 3.1% from 2025.

Subscribe to FreightWaves’ Rail e-newsletter and get the latest insights on rail freight right in your inbox.

Read more articles by Stuart Chirls here.

Read more:
CSX operations chief to retire
State loan to aid Louisiana port’s new rail connection

Climbing intermodal rail volumes more than treble commodities traffic gains

Union Pacific CEO ‘99.99%’ confident rail merger will win approval

Major chemical producer backs UP-NS merger

The post Intermodal rail better by 10% in latest count appeared first on FreightWaves.

Source: FreightWaves

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South Korea: Tram revival faces a bumpy ride

The Wirye Line tramway in Seoul is set to open this year as the first modern tram line in South Korea, followed by a 38.1 km line in Daejeon. However, the already-tendered Ulsan tramway is being challenged by a newly elected mayor, while Hwaseong is exploring how best to realise its two-line network following six unsuccessful calls for tenders. Benjámin Zelki investigates. Seoul is on course to bring trams back to South Korea. The start of passenger-carrying test operations on the 5.4 km Wirye Line is scheduled by the end of the year. The return of trams to Seoul comes almost 60 years after the last section of the city’s legacy network closed in 1968. Construction work on the Wirye Line started in 2023, and test runs with the first vehicle have been underway at Korea Railroad Research Institute’s Osong test track since September 2025. Seoul city map Click to explore The catenary-free tramway will serve 12 stops, improving access to the centre of the Wirye district which lies in the southeast of the urban area. The route runs south from the Macheon terminus of metro Line 5 before splitting; one branch serves Namwirye on metro Line 8, and the other runs west to Bokjeong on Line 8 and the Suin-Bundang Line, which was created in 2020 through the merger of the Suin and Bundang suburban lines. Daejeon in full swing The city of Daejeon started construction on its first light rail line in December 2024, and works are now underway across all the scheme’s 14 contractual packages. Named Line 2 to follow on from the city’s sole metro line, the 38.1 km route will run in a loop around the city centre, with a one-stop branch in the southwest and a four-stop branch in the northeast. There will be a total of 45 stops, including five interchanges with metro Line 1. Part of the alignment will be in tunnel, and the entire line will be catenary-free. An increased budget of 1.51tr won for the project was announced by Daejeon Mayor Lee Jang-woo in August 2024. The city council confirmed in June this year that the opening of Line 2 was expected in the second half of 2030, two years later than originally planned. Ulsan project review In contrast to the progress in the capital and Daejeon, the delivery of Ulsan’s 10.9 km tram Line 1 has encountered several roadblocks. Preliminary works began in April for the catenary-free tram line with 15 stops, which is intended to link Taehwagang railway station in the city centre with Sinbok to the west. The current timescale envisages that the main civil works would start in February 2027, with the total cost of the scheme originally estimated at 381bn won. However, Kim Sang-wook, who was elected as mayor of Ulsan in local elections at the start of June, initiated a review on June 25, issuing a ‘temporary suspension’ of the project. This was lifted on July 31, allowing the works to resume for now, but the city has reportedly been seeking legal ways to abort the project without incurring a significant loss. The local authority had until August 29 to terminate the main works contracts, citing unforeseen circumstances, although this would have left it facing some liabilities for compensation relating to the construction and rolling stock contracts. After that deadline, termination became more difficult. Local media reported on August 31 that that so far, the council has been unable to find a lawful way to terminate the project. BRT plan, depot relocation According to the mayor, the tram project, as it is being delivered under the existing plans, would result in a significant reduction in road space, causing traffic congestion both during construction and after opening. He is also concerned about the risk of cost overruns and future operating expenses. Kim believes that the development of a bus rapid transit corridor could deliver similar benefits with less expenditure and reduced road traffic disruption. Most recently, local media reported that the tram depot, which was originally planned for a site next to Taehwagang station, needs to be relocated to an as-yet unconfirmed location due to issues around ground stability and utilities. Hwaseong tendering troubles Elsewhere, the municipality of Hwaseong, a satellite town south of Seoul, is working to deliver a two-line tramway. It called tenders no less than six times from April 2025 to March 2026 for the final design and civil works for a 31.6 km network. According to local media, the repeated procurement procedures were unable to attract bids meeting the city council’s terms, as the industry found the construction budget to be too low, contractual risks too high, and the construction period too short. In a bid to address these concerns, Hwaseong municipality has decided to enter into a contract negotiation with a consortium led by local construction and engineering company DL E&C, which was the sole bidder for the last tendering round that concluded in April. As part of the negotiations, the city boosted the funding envelope for civil works by 8.9bn won to 693.2bn won, and extended the delivery timeframes for design and construction. This included better terms for utility relocation works. DL E&C holds a 50% stake in the construction consortium, along with Taeyoung Construction (20%), Shindongah General Construction (10%), C&C General Construction (10%), Jungju Construction (5%) and Daelim (5%). Dohwa Engineering and Seongu Engineering are the design partners. Hwaseong city hall approved the technical proposal submitted by DL E&C on October 9 and expects to sign the contract and start preliminary works by the end of this month. A two-line network The first phase of the Hwaseong network would consist of two routes. The 13.8 km Red Line would run from Mangpo station on the Suin-Bundang Line in Suwon to Banggyo-dong in Hwaseong, while the 17.8 km Blue Line would connect Byeongjeom station on Seoul metro Line 1 with a depot site in the south of Hwaseong. The two lines would meet at the Dongtan terminus of Great Train Express Line A. Seoul & Hwaseong map Click to explore The Red Line was originally intended to run to Osan station on Seoul metro Line 1, but the final 2.8 km section was deferred from the first phase to cut costs. Catenary-free operation is envisaged. The network would be worked by 34 light rail vehicles using either hydrogen or battery power. Services would run at every 9 min during peak hours and every 15 min off-peak. The total cost of the first phase is estimated at 1tr won, which includes rolling stock and railway systems. No wires needed All of the tramways approved or being built in South Korea will be catenary-free. The Daejeon and Ulsan lines will be operated with hydrogen fuel cell trams supplied by Hyundai Rotem, while the Wirye Line is to be worked by battery LRVs developed by Woojin Industrial Systems. Hyundai Rotem is building 34 hydrogen LRVs for Daejeon’s Line 2 under a 293.4bn won contract signed in July 2024. It is also supplying nine five-section trams to Ulsan under a 63.4bn won contract agreed in March 2026. The trams are expected to have a range of 200 km before refuelling. The design was developed as part of a national research and development project which began in 2021 and was undertaken by Hyundai Rotem, Korea Institute for the Advancement of Technology, Korea Railroad Research Institute, Korea Automobile Research Centre and Ulsan Tecno Park. The 10 five-section trams developed by Woojin Industrial Systems to operate the Wirye route are 100% low-floor vehicles, 33.9 m long and and 2 650 mm wide. They have high-capacity roof-mounted ­lithium-ion batteries, and both high and low-level headlights. They are being fitted with a collision warning system that combines radar and camera sensors to warn the driver when an obstacle is detected and activate the emergency brake if there is no response. The lavender livery was selected by residents through a local poll. Meanwhile, Hyundai Rotem announced on July 16 that it had completed the development of an obstacle-detection system for its light rail portfolio. 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via Railway Gazette
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His death made finding the cause of the accident difficult to ascertain. window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/FW-Responsive-Main_Content-Slot1', [[300, 100], [320, 50], [728, 90], [468, 60]], 'div-gpt-ad-1709668545404-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1709668545404-0'); }); The lead named plaintiff in the case is the estate of Jennifer Lipe, represented by Peyton Lipe. Jennifer Lipe was one of the persons killed in the crash that occurred in Jackson, Mississippi, though the case was heard in Texas because that is the headquarters of Lupus Superior. The case of Lipe vs. Lupus Superior, the carrier hired by C.H. Robinson, is problematic for C.H. Robinson on two key fronts. One is the $600-million plus verdict. While there have been nuclear verdicts in trucking larger than that–though not many–there is no known precedent for a verdict of that size against a publicly-traded company with an investment-grade credit rating and an end-second quarter balance sheet of $5.8 billion. Some of the larger verdicts were handed down against companies that were effectively ghosts and didn’t participate in their defense. (It is notable that the second quarter balance sheet for C.H. Robinson listed cash and cash equivalents of $154.9 million, far below the Lipe award). Who’s in control? But the other major issue for C.H. 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Robinson reiterated several of the same points that it made not only when the initial decision was handed down in July but also in various forums since then. The company expressed sympathy for the “profound loss suffered by the families in this case.” “But C.H. Robinson did not cause or contribute to the accident, and accountability must be grounded in the facts and the law,” Dorothy Capers, chief legal officer at C.H. Robinson, said in the prepared statement. Capers’ statement brought up a question facing brokers in the post-Montgomery landscape: what constitutes a hiring process that can protect them? Dorothy Capers of C.H. Robinson window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot4', [[300, 100], [320, 50], [728, 90], [468, 60]], 'div-gpt-ad-1709668086344-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1709668086344-0'); }); She pointed out, as has been done before, that Lupus Superior had a Satisfactory rating from the Federal Motor Carrier Safety Administration (FMCSA) and had “safely delivered nearly 270 loads for our customers.” “The carrier is an independent company and the driver worked for them,” Capers said in the statement. “C.H. Robinson does not employ drivers.” “The extreme nature of this judgment underscores why a clear national standard for what constitutes a safe carrier is needed now,” Capers’ statement added. “America’s freight network should not be governed by safety standards determined after the fact, state by state and courtroom by courtroom.” It is an issue that has been raised publicly by the Transportation Intermediaries Association. In June, it called for federal action of some kind to determine what a broker can rely upon to protect itself when hiring brokers. The size of the payout does not end with the $604 million. As TD Cowen’s Jason Seidl noted in an analyst report released soon after news spread of the affirmation, there is also approximately $107 million in pre-judgement interest affirmed by Judge Jones. window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot5', [[728, 90], [468, 60], [320, 50], [300, 100]], 'div-gpt-ad-1665767778941-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1665767778941-0'); }); “We believe the substantial interest charge was less appreciated by investors and drove weakness in trading immediately after the judgment was entered, though this was included in the plaintiff’s originally proposed judgment,” Seidl wrote. The interest rate being applied to the judgment is 6.75%. “Assuming CHRW moves to appeal and this results in a multi-year process, this would imply an even larger compounded charge if appeal is unsuccessful,” Seidl added. C.H. Robinson, Seidl wrote, has a “non-trivial incentive to settle this lawsuit eventually if appeal sees adverse developments, though overturning the vicarious liability ruling (where C.H. Robinson was found to control the driver) in appeal is likely to remain a first preference.” window.googletag = window.googletag || {cmd: []}; googletag.cmd.push(function() { var gptSlot = googletag.defineSlot('/21776187881/fw-responsive-main_content-slot6', [[728, 90], [468, 60], [320, 50], [300, 100]], 'div-gpt-ad-1665767872042-0').defineSizeMapping(gptSizeMaps.banner1).addService(googletag.pubads()); googletag.pubads().enableSingleRequest(); googletag.pubads().collapseEmptyDivs(); googletag.enableServices(); setInterval(function() { if (!document.hidden) { googletag.pubads().refresh([gptSlot]); } }, 60000); }); googletag.cmd.push(function() { googletag.display('div-gpt-ad-1665767872042-0'); }); More articles by John Kingston English language rule’s comments bring criticism from Sikh organization FMCSA split sleeper berth pilot program moves closer to launch Federal DOT grants will fund more than 2,400 parking spots The post BREAKING: Texas judge upholds nuclear verdict against C.H. Robinson appeared first on FreightWaves.

via FreightWaves