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CRTS Update #03-68
Monday, March 13th, 2000 at 18:40 EST

ORBCOMM and GE Harris Railway Electronics to Provide Satellite
Communications Service to Fleet of CSX Locomotives

DULLES, Va., March 13th, 2000 -- ORBCOMM Global, L.P. (ORBCOMM), the
first commercial provider of global low-Earth orbit (LEO) satellite data
communication services, today announced that CSX Transportation Inc. (CSXT) is
planning to equip approximately 2,800 locomotives with the PINPOINT(TM)
Locomotive Tracking System offered by GE Harris Railway Electronics, L.L.C.
(GE Harris). ORBCOMM is the satellite communications provider for the
PINPOINT system. CSXT is already using the PINPOINT system to track a portion
of its locomotive fleet and plans to install the system on the remainder of
its fleet by mid-year.

Following an extensive search of tracking systems last year, CSXT selected
the GE Harris PINPOINT system to improve locomotive utilization and decrease
operating costs. CSXT found that using the PINPOINT system with ORBCOMM's Web-
based satellite communication services resulted in a significant increase in
locomotive utilization and miles traveled per locomotive. The PINPOINT system
enables railroads to determine each locomotive's position within approximately
100 meters. The PINPOINT system also provides fuel-level status and several
other on-board data reporting features critical to locomotive operations.

"We are excited by the potential savings that we expect to achieve as a
result of the project," said Michael Erenberg, AVP Locomotive Operations of
CSXT. "PINPOINT gave us the ability to improve productivity by knowing when
our locomotives were inactive or misused and by giving us real-time
information to make real-time decisions in an industry that requires
quick decision making."

"We are excited about the launch of the PINPOINT system with CSXT, and are
pleased with the level of integration and support we have received from
ORBCOMM," said Greg Herrema, President and CEO of GE Harris Railway Electronics.

"ORBCOMM is pleased to be working with GE Harris to provide innovative
solutions to the railway industry," said Scott L. Webster, Chairman and Chief
Executive Officer of ORBCOMM. "CSXT has demonstrated its industry leadership
as the first U.S. railroad to deploy this exciting technology. The PINPOINT
Locomotive Tracking system, together with ORBCOMM's satellite communication
services, provides CSXT with access to critical data that can substantially
improve operational performance and fleet utilization, resulting in significant cost savings."

CRTS Update #02-97
Friday, February 18th, 2000 at 21:00 EST

Darby mayor blocks tracks again
After a CSX train parked in town, she parked her Dodge on the rails.
It was her second such protest this week.

By Deborah Bolling

DARBY BOROUGH - Mayor Paula M. Brown again parked her car on the tracks
yesterday afternoon, removing it only after a federal judge issued an
injunction threatening to jail her.

Brown parked her rusty green 1980 Dodge Diplomat, disrupting service for
two hours, in protest against CSX Corp., which which runs freight trains
through Darby Borough and Yeadon on a route between Florida and Maine.

Earlier in the day, a CSX freight train stopped in downtown Darby at
Sixth and Main Streets for more than an hour, blocking all vehicular
traffic and Brown said, presenting a danger to the community.

The incident occurred after 3 p.m., as children were leaving three area
schools. Brown said that more than 150 children who were trying to get
home climbed over and under the stopped train.

Brown said the entire Darby Police Department had to patrol the length
of the track to ensure the children's safety.

"You never know when the train will start and one of these kids will get
killed," said Brown. "We are blocking the tracks until CSX rectifies the
situation."

In response to Brown's action, CSX spokesman Bob Sullivan apologized
that the train had blocked the crossings, but he accused Brown of
"endangering public safety.

"The mayor has taken an action which is rash and which endangers the
welfare of not only its residents and our employees," he said.

Yesterday's incident comes amid growing tension between CSX and
officials in Darby and Yeadon because of derailments in the area. Brown
said there have been six derailments so far this month, the last
occurring late Wednesday.

Officials from CSX said this week that there have only been three.

On Sunday, after a CSX trail derailed near an apartment complex, Brown
parked her car on the same tracks for the first time, and then replaced
it with a borough police car, delaying efforts to remove the derailed
freight and shutting down the line for about 12 hours.

In yesterday's incident, Brown again blocked the tracks after CSX
freight train finally moved. She said she was hoping to prevent another
train from passing through.

The mayor was flanked by several members of the community angry with
CSX.

"My son hopped on one of these stopped trains last year and was badly
hurt when he jumped off after it started moving again," said Carla
Stevenson, a resident. "But this kind of thing happens every day."

Borough Solicitor Fincourt B. Shelton served the mayor the injunction,
which was requested by CSX. Shelton negotiated with CSX on Sunday.
Yesterday, he participated in a hearing from the site of the blockade by
cellular phone with U.S. District Court Judge Jan E. DuBois.

DuBois said he understood Brown's position, but warned that it was
illegal.

Shelton said that although he was an officer of the court, he regretted
having to serve the mayor the injunction.

"The judge agreed that it was dangerous, but said we have to move," said
Shelton. "So I will have to serve her, even though I don't like what I
am doing."

Shelton served the injunction at 6:35 p.m., and Brown moved her car 15
minutes later.

"I'm going to move my car on the sole condition that somebody listens to
us," said Brown. "I'm only doing this because I need to stay here and I
can't lose time by going to jail."

CRTS Update #12-06
Wednesday, December 2nd, 1999 at 16:30 EST

OPERATING PLAN CHANGE PROPOSAL
CSX INTERMODAL APL/PLACER NORTHERN PLAN (CHICAGO-EAST)

CSXI HAS SIGNED A CONTRACT WITH APL/PACER, INC. TO HANDLE AMERICAN
PRESIDENT LINES (APL) RAIL TRAFFIC THAT IS CURRENTLY BEING HANDLED OVER
NORFOLK SOUTHERN. UNDER THIS CONTRACT, CSXI EXPECTS TO ADD OVER 254,000
ADDITIONAL LOADS IN 2000 AND WILL HANDLE OVER 95% OF THEIR
TRANSCONTINENTAL BUSINESS EAST OF THE MISSISSIPPI RIVER IN AN 'ALL OR
NOTHING' LONG TERM CONTRACT. THIS VOLUME IS A SIGNIFICANT PORTION OF
THE EXPECTED **21%** INCREASE IN INTERMODAL VOLUME IN 2000 VS. 1999
(NORMALIZED).

TERMINAL IMPACTS WILL BE SIGNIFICANT, THE FOLLOWING TERMINALS WILL SEE
A GREATER THAN 15% INCREASE OVER CURRENT LEVELS:

ATLANTA 43%
BALTIMORE 21%
BUFFALO 103%
CHARLOTTE 110%
PORTSMOUTH 37%
PHILADELPHIA 21%

TO ACCOMODATE THIS SIGNFICANT INCREASE IN VOLUMES REQUIRES MAJOR
CHANGES IN THE INTERMODAL NETWORK. THIS PROPOSAL COVERS TRAIN CHANGES
FOR THE 'NORTHERN' PORTION OF THE CSXT NETWORK (CHICAGO-EAST) WHILE A
SECOND PROPOSAL WILL BE RELEASED WHICH COVERS CHANGES ASSOCIATED WITH
TRAFFIC MOVING THROUGH THE MEMPHIS AND NEW ORLEANS GATEWAYS.
CSX INTERMODAL EXPECTS TO SEE THE FIRST SEGMENT OF NEW BUSINESS MOVING
THROUGH THE GATEWAYS THE FIRST WEEK IN DECEMBER.

MAJOR ADJUSTMENTS CHICAGO-EAST INCLUDE:

A. EXTEND Q130/Q139 TO OPERATE CHICAGO-PORTSMOUTH

B. Q130/Q133 WILL BECOME PURE CHICAGO-BALTIMORE TRAINS

C. ***NEW*** Q152 TO OPERATE CHICAGO-KEARNY 3 DAYS/WEEK ON A MANAULLY
AUTHORIZED BASIS

D. ***NEW*** Q140/Q143 TO OPERATE ONE DAY/WEEK BETWEEN CHICAGO AND
CINCINNATI TO HANDLE TOYOTA-GEORGETOWN, KY CONTAINERS

E. ***NEW*** Q190/Q191 TO OPERATE BETWEEN KEARNY AND
PHILADELPHIA-GREENWICH WITH CONNECTIONS FROM/TO Q156/Q157

CRTS Update #11-30
Wednesday, November 10th, 1999 at 21:30 EST

SELKIRK, NY OPERATING SCHEDULE:

Time Train Symbol Frequency Conrail Symbol 01:00 Q-418 Daily CASE 02:30 Q-254 Daily ML-488 03:00 Q-160 Daily TV-8 03:30 Q-161 Daily TV-77 03:30 Q-186 Wednesday through Sunday TV-186 03:45 Q-150 Daily TV-10B 03:50 Q-403 As Required SENS 04:00 Q-108 Wednesday through Friday Mail-46 04:00 Q-174 Daily TV-174 04:10 Q-164 Daily TV-304 04:15 Q-115 Tuesday through Sunday TV-5 04:35 L-108 Saturday through Monday Mail-46 04:45 Q-159 Monday through Thursday TV-307 04:45 L-159 Friday and Saturday TV-307 04:45 Q-264 Daily ML-482 05:00 Q-420 Daily SEBO 05:00 Q-439 Daily SEBU 05:30 Q-117 Tuesday through Sunday TV-7 05:40 Q-157 Tuesday through Friday TV-301 05:45 Q-110 Wednesday through Friday and Sunday TV-100 05:45 L-110 Saturday only TV-102 05:45 Q-168 Wednesday through Friday Mail-8S 05:45 Q-185 Tuesday through Sunday TV-185 05:45 Q-290 Daily ML-430 06:00 Q-232 As Required BUSE 06:10 Q-109 Tuesday through Saturday TV-99 06:30 Q-118 Monday through Friday Mail-10 06:30 Q-380 Daily IHSE 07:00 Q-116 Wednesday through Monday TV-6 07:00 Q-165 Daily TV-261 07:00 L-409 Tuesday/Thursday/Saturday SETA 07:30 Q-271 Daily ML-401 07:30 Q-433 Daily SEOI 08:30 Q-113 Tuesday through Saturday TV-13 08:30 Q-422 Daily SEPW 09:00 Q-409 Daily SETA 09:15 Q-273 Daily ML-407 10:00 Q-417 Daily SECA 10:30 Q-390 Daily NPSE 10:30 Q-430 Daily OPSE 10:45 Q-158 Friday only TV-90 10:45 Q-170 Friday only TV-80W 11:00 Q-387 Daily SEBB 11:00 Q-620 Daily CNSE 11:15 Q-421 Daily BOSE 11:20 Q-119 Tuesday through Friday TV-9 11:20 L-119 Saturday only TV-9 11:30 Q-436 Daily SEFR 12:01 L-158 Sunday only TV-90 12:05 Q-169 Tuesday through Friday TVBN 12:05 L-169 Saturday only TVBN 12:45 Q-111 Tuesday through Sunday Mail-5 13:00 Q-426 Daily SENE 14:30 Q-628 Daily NFSE 16:00 Q-263 Daily TOMT 16:00 Q-424 Daily SPSE 16:45 Q-432 Daily SABU 17:30 Q-621 Daily SECN 17:45 Q-389 Daily SEBR 18:30 Q-364 Daily INSE 18:45 Q-277 Daily ML-433 18:45 Q-279 Daily new train 18:45 Q-410 Daily RYSE 19:00 Q-629 Daily SENF 20:00 Q-156 Daily TV-302 20:00 Q-404 Daily OISE 20:00 Q-437 Daily PWSE 20:15 Q-386 Daily CWSE 20:15 Q-423 Daily FRSE 20:30 Q-112 Tuesday through Thursday, Saturday and Sunday TV-24 20:30 Q-429 Daily SESP 21:30 Q-265 Daily LMSE 21:30 Q-402 As Required NSSE 21:55 Q-268 Daily ML-268 22:00 Q-367 Monday through Saturday SEIN 22:00 Q-427 Daily NESE 22:15 Q-114 Daily TV-14 22:15 Q-235 As Required LMSE 22:30 Q-431 Sunday through Thursday SELI 22:40 Q-162 Daily TV-18 23:00 L-112 Friday only TV-24 23:00 Q-374 Daily NLSE 23:00 Q-385 Daily SEBU 23:00 Q-425 Daily LASE 23:00 Q-428 Daily SELA

Information courtesy of: Ben Kron

Saturday, October 23rd, 1999 at 13:20 EDT

SD70MAC 13/15 units 739 from 4144 06/23/99 renumbered in error - re-renumbered 789 775 from 4130 07/12/99 776 from 4131 08/13/99 777 from 4132 09/23/99 778 from 4133 10/07/99 779 from 4134 07/09/99 780 from 4135 07/19/99 781 from 4136 08/31/99 783 from 4138 08/12/99 785 from 4140 08/16/99 786 from 4141 08/10/99 787 from 4142 08/27/99 788 from 4143 08/27/99 789 no details SD80MAC 13/13 units renumbering complete 800 from 4100 08/05/99 801 from 4104 07/20/99 CSXT Paint 802 from 4107 07/19/99 803 from 4108 07/23/99 804 from 4110 07/15/99 805 from 4112 06/23/99 806 from 4113 09/08/99 807 from 4116 07/30/99 808 from 4121 07/07/99 809 from 4122 08/09/99 810 from 4124 08/26/99 811 from 4125 07/20/99 812 from 4128 08/31/99 MT-4 1/2 units 1005 from 1018 07/12/99 MT-6 7/13 units 1010 no details 1012 no details 1014 from 1116 08/13/99 1015 from 1118 06/29/99 1016 no details 1017 from 1127 09/23/99 1018 no details SW1500 23/32 units 1070 from 9511 09/28/99 1071 from 9518 09/09/99 1072 from 9526 08/09/99 1073 from 9529 08/16/99 1074 from 9533 06/29/99 1075 from 9537 07/28/99 1076 from 9541 06/29/99 1077 from 9544 08/06/99 1078 from 9545 07/14/99 1081 no details 1082 from 9559 08/12/99 1083 from 9561 08/12/99 1084 from 9563 08/23/99 1086 from 9570 08/19/99 1089 from 9583 08/16/99 1090 from 9584 07/22/99 1091 from 9585 07/28/99 1092 from 9593 06/23/99 1094 from 9597 08/04/99 1095 from 9599 09/23/99 1097 from 9610 10/11/99 1098 from 9613 08/20/99 1129 from 9504 08/06/99 SW1001 8/9 units 1120 from 9401 10/04/99 1121 no details 1122 no details 1123 no details 1124 no details 1125 no details 1126 no details 1127 no details GP15-1 25/42 units 1525 from 1600 09/07/99 1532 no details 1533 from 1611 08/09/99 1534 from 1616 09/10/99 1535 from 1617 08/16/99 1536 from 1618 08/16/99 1537 no details 1538 from 1622 08/30/99 1539 from 1628 06/23/99 1541 from 1630 07/16/99 1542 from 1631 08/02/99 1546 from 1639 07/26/99 1549 from 1645 10/14/99 1552 from 1655 08/12/99 1553 no details 1554 no details 1555 no details 1556 from 1664 08/24/99 1558 from 1669 09/17/99 1560 from 1673 07/22/99 1561 from 1675 08/11/99 1562 from 1678 07/20/99 1563 from 1683 08/03/99 1564 from 1686 08/13/99 1566 from 1690 09/07/99 GP38 48/57 units 1943 no details 1944 from 7670 10/11/99 1945 from 7671 09/13/99 1946 from 7672 09/17/99 1947 from 7673 08/24/99 1948 from 7674 08/06/99 1949 from 7677 09/22/99 1950 from 7678 08/10/99 1951 from 7680 08/02/99 1952 from 7682 08/09/99 1953 no details 1954 no details 1955 no details 1956 from 7688 08/19/99 1957 from 7689 08/23/99 1958 from 7690 10/04/99 1959 from 7713 08/16/99 1960 from 7715 08/30/99 1961 no details 1962 from 7718 10/07/99 1963 from 7719 07/07/99 1967 from 7729 10/11/99 1968 no details 1969 from 7735 09/22/99 1973 no details 1974 from 7875 09/28/99 1975 no details 1976 from 7885 08/17/99 1977 from 7892 10/04/99 1980 from 7905 09/13/99 1981 from 7907 08/24/99 1982 from 7912 07/29/99 1983 from 7915 09/02/99 1984 from 7919 08/18/99 1985 from 7920 08/11/99 1986 from 7921 08/23/99 1987 from 7922 09/13/99 1988 from 7923 10/04/99 1989 from 7925 10/05/99 1990 from 7926 09/07/99 1991 from 7927 08/09/99 1992 no details 1993 from 7931 08/26/99 1995 from 7933 09/28/99 1996 from 7935 09/17/99 1997 no details 1998 from 7938 08/13/99 1999 no details SD38 8/14 units 2455 no details 2460 from 6940 08/30/99 2461 from 6942 06/29/99 2463 from 6948 09/23/99 2464 from 6953 07/12/99 2465 no details 2466 from 6957 08/13/99 2467 no details GP38-2 79/98 units 2717 no details 2718 from 8045 08/10/99 2719 from 8050 10/04/99 2720 from 8051 08/10/99 2721 from 8053 09/09/99 2722 from 8055 07/28/99 2725 from 8065 09/21/99 2726 from 8068 08/09/99 2727 from 8072 08/06/99 2728 from 8074 07/21/99 2729 from 8075 08/16/99 2730 from 8076 10/15/99 2731 from 8082 08/30/99 2732 from 8087 07/13/99 2733 no details 2736 from 8095 09/24/99 2737 from 8098 08/30/99 2738 from 8103 09/17/99 2739 no details 2741 from 8108 08/18/99 2742 from 8109 07/29/99 2744 from 8115 07/01/99 2748 from 8130 09/20/99 2751 from 8137 06/23/99 2752 from 8140 07/28/99 2753 from 8144 09/01/99 2754 from 8145 09/20/99 2755 from 8146 06/23/99 2757 from 8150 09/13/99 2759 from 8162 08/30/99 2760 from 8163 08/24/99 2761 from 8164 08/30/99 2762 from 8169 09/17/99 2763 from 8174 08/02/99 2765 no details 2766 from 8177 08/16/99 2767 from 8178 09/10/99 2768 from 8179 10/07/99 2769 from 8183 07/20/99 2771 from 8189 06/18/99 2772 from 8190 10/05/90 2774 from 8195 08/16/99 2775 from 8197 07/22/99 2777 from 8199 07/16/99 2778 from 8200 08/09/99 2779 from 8201 09/28/99 2780 from 8204 07/20/99 2781 from 8205 09/17/99 2782 from 8206 08/13/99 2783 from 8210 10/05/99 2784 from 8215 08/05/99 2785 from 8216 07/12/99 2786 from 8217 10/07/99 2787 from 8218 08/16/99 2788 from 8219 10/07/99 2789 from 8220 08/19/99 2790 from 8222 10/04/99 2792 from 8225 08/23/99 2793 from 8226 08/30/99 2794 from 8228 07/29/99 2795 from 8234 07/26/99 2796 from 8236 07/30/99 2797 from 8237 07/29/99 2799 from 8241 08/27/99 2800 from 8246 07/20/99 2801 from 8249 10/05/99 2802 from 8250 08/17/99 2803 from 8251 09/13/99 2804 from 8260 08/23/99 2805 from 8261 06/24/99 2806 from 8265 07/13/99 2807 from 8266 06/30/99 2808 from 8268 07/07/99 2809 from 8273 07/07/99 2810 from 8274 07/07/99 2811 from 8275 09/17/99 2812 from 8278 08/23/99 2813 from 8279 06/29/99 B23-7 37/42 units 3145 from 1916 07/07/99 3146 from 1919 07/27/99 3147 from 1920 06/23/99 3148 from 1922 06/24/99 3149 from 1923 07/26/99 3150 from 1925 08/31/99 3151 from 1926 06/23/99 3152 from 1931 07/15/99 3154 from 1936 06/29/99 3155 from 1937 07/08/99 3156 from 1938 10/04/99 3157 from 1939 08/02/99 3158 from 1940 08/03/99 3159 from 1943 08/09/99 3160 no details 3161 from 1954 09/07/99 3163 from 1957 08/30/99 3165 from 1964 09/17/99 3167 from 1992 09/13/99 3168 from 1994 07/14/99 3169 from 1995 08/30/99 3170 from 1996 08/17/99 3171 from 1999 06/18/99 3172 from 2001 07/19/99 3173 from 2006 07/14/99 3174 from 2007 06/15/99 3175 from 2014 08/23/99 3176 from 2017 07/19/99 3177 from 2019 06/29/99 3178 from 2021 07/07/99 3179 from 2023 07/02/99 3180 from 2801 07/12/99 3181 from 2802 07/02/99 3182 from 2806 07/30/99 3183 from 2813 08/11/99 3184 from 2816 08/23/99 3189 from 1980 09/20/99 B23-7 Super 7 4/4 units renumbering complete 3185 from 2030 07/15/99 3186 no details 3187 from 2036 08/20/99 3188 from 2039 08/09/99 GP40-2 46/53 units 4401 from 3277 09/17/99 4402 from 3284 09/17/99 4403 from 3286 07/26/99 4404 no details 4405 from 3293 07/27/99 4406 from 3295 07/28/99 4408 from 3297 07/20/99 4409 from 3299 07/21/99 4410 from 3301 ? 4411 no details 4412 from 3306 10/12/99 4413 from 3308 06/24/99 4415 from 3314 07/26/99 4416 from 3318 07/13/99 4417 from 3320 06/23/99 4418 from 3321 08/16/99 4420 from 3325 08/16/99 4421 from 3331 10/04/99 4422 from 3336 10/04/99 4424 from 3339 09/28/99 4425 from 3340 09/13/99 4426 from 3342 09/29/99 4427 from 3343 09/17/99 4428 from 3345 09/21/99 4429 from 3346 08/27/99 4430 from 3354 08/27/99 4431 from 3356 07/19/99 4432 from 3357 07/30/99 4433 from 3358 06/23/99 4434 from 3359 06/24/99 4435 from 3361 07/20/99 4436 from 3363 07/22/99 4437 from 3365 08/09/99 4438 from 3366 07/15/99 4439 from 3368 10/05/99 4440 from 3369 10/11/99 4441 from 3373 08/17/99 4443 from 3375 06/23/99 4444 from 3379 10/05/99 4445 from 3380 08/11/99 4446 no details 4447 from 3390 10/14/99 4449 from 3393 10/07/99 4450 from 3396 08/20/99 4451 from 3398 08/16/99 4452 from 3403 08/06/99 B36-7 18/23 units 5783 from 5001 09/01/99 5784 from 5002 09/21/99 5787 from 5009 07/26/99 5788 from 5011 08/13/99 5789 from 5013 07/07/99 5790 from 5015 09/13/99 5791 from 5018 09/28/99 5793 from 5024 09/02/99 5794 from 5025 08/18/99 5795 from 5029 10/15/99 5797 from 5033 09/13/99 5798 from 5034 07/15/99 5799 from 5038 09/17/99 5800 from 5041 08/30/99 5802 from 5046 08/02/99 5803 from 5049 08/18/99 5804 from 5050 07/23/99 5805 from 5052 07/02/99 B40-8 11/12 units 5950 from 5060 08/02/99 5951 from 5061 06/29/99 5952 from 5062 09/20/99 5953 from 5065 09/01/99 5954 no details 5955 from 5071 07/12/99 5956 from 5074 10/11/99 5958 from 5076 10/04/99 5959 from 5080 07/20/99 5960 from 5086 08/12/99 5961 from 5087 06/23/99 C30-7A 19/21 units 7095 from 6551 06/29/99 7097 from 6558 08/20/99 7098 from 6560 06/15/99 7099 from 6564 06/18/99 7100 from 6565 08/20/99 7101 no details 7102 from 6571 06/23/99 7103 from 6572 07/26/99 7105 from 6575 09/07/99 7106 from 6576 08/11/99 7107 from 6577 07/07/99 7108 from 6578 06/25/99 7109 from 6579 07/09/99 7110 from 6581 09/13/99 7111 from 6583 10/04/99 7112 from 6586 08/02/99 7113 from 6587 09/02/99 7114 from 6588 06/25/99 7115 from 6594 09/01/99 C36-7 11/11 units renumbering complete 7116 from 6622 06/23/99 7117 from 6626 06/18/99 7118 from 6628 10/04/99 7119 from 6629 08/17/99 7120 from 6630 08/06/99 7121 from 6633 09/13/99 7122 from 6634 10/04/99 7123 from 6635 07/12/99 7124 from 6638 08/06/99 7125 from 6640 07/12/99 7126 from 6642 07/27/99 C40-8W 86/98 units 7300 from 6050 08/11/99 7301 from 6052 08/20/99 7302 from 6054 07/15/99 7303 from 6055 07/19/99 7304 from 6059 10/11/99 7305 from 6063 08/13/99 7306 from 6066 09/23/99 7307 from 6067 08/30/99 7308 from 6072 09/07/99 7309 from 6075 08/02/99 7310 no details 7312 no details 7313 from 6084 06/23/99 7314 from 6085 08/13/99 7316 from 6089 08/16/99 7317 from 6090 09/03/99 7318 from 6093 07/30/99 7319 from 6095 07/15/99 7320 from 6100 07/26/99 7321 from 6104 07/28/99 7322 no details 7324 from 6115 08/13/99 7326 from 6119 08/04/99 7328 from 6122 06/18/99 CSXT Paint 7329 from 6126 09/13/99 7330 from 6128 08/02/99 7331 from 6129 08/04/99 7332 from 6132 06/23/99 CSXT Paint 7333 from 6134 07/22/99 7334 from 6138 09/07/99 7335 from 6139 07/26/99 7336 from 6142 06/24/99 7337 from 6143 10/12/99 7338 from 6146 07/30/99 7339 from 6147 06/24/99 CSXT Paint 7340 from 6148 08/19/99 7341 from 6151 08/31/99 7342 from 6154 06/29/99 7343 from 6156 08/06/99 7344 from 6161 08/11/99 CSXT Paint 7345 from 6162 07/29/99 7346 from 6163 09/22/99 7347 from 6164 06/18/99 CSXT Paint 7348 from 6167 07/22/99 7349 from 6169 08/23/99 7350 from 6172 08/16/99 7351 from 6177 09/09/99 7352 from 6179 07/12/99 CSXT Paint 7353 from 6181 08/06/99 7354 from 6183 08/19/99 7355 from 6186 08/02/99 7356 from 6190 06/23/99 7357 from 6192 08/02/99 7358 from 6193 10/14/99 7359 from 6194 08/03/99 7360 from 6198 08/20/99 7361 from 6201 07/26/99 7362 from 6203 07/12/99 7363 from 6204 08/12/99 7365 from 6208 07/22/99 7366 from 6213 08/02/99 7367 from 6215 08/02/99 7368 from 6217 09/28/99 7369 from 6219 08/23/99 7370 from 6223 07/16/99 7371 from 6224 06/29/99 7372 from 6227 08/09/99 7373 from 6229 09/28/99 7374 from 6232 08/11/99 7375 from 6233 07/07/99 7376 from 6238 07/16/99 7378 from 6242 07/28/99 7379 from 6244 08/20/99 7380 from 6246 08/18/99 7381 from 6247 07/22/99 7382 from 6249 07/21/99 7384 from 6255 08/03/99 7385 from 6258 09/03/99 7387 from 6263 09/24/99 7388 from 6265 08/13/99 7390 from 6270 08/05/99 7391 from 6272 08/30/99 7393 from 6277 06/23/99 7394 from 6280 06/29/99 7395 from 6282 07/12/99 7396 from 6284 06/23/99 C32-8 3/4 units 7476 from 6610 09/03/99 7477 from 6612 06/23/99 7479 from 6618 07/20/99 C39-8 9/9 units renumbering complete 7480 from 6001 09/02/99 7481 from 6002 07/13/99 7482 from 6005 07/20/99 7483 from 6008 09/09/99 7484 from 6009 08/27/99 7485 from 6013 09/28/99 7486 from 6018 08/05/99 7487 from 6019 09/23/99 7488 from 6020 07/07/99 C40-8 10/11 units 7489 from 6025 07/13/99 7490 from 6033 07/13/99 7491 from 6036 08/16/99 7492 no details 7493 from 6038 08/03/99 7494 from 6039 07/21/99 7495 from 6040 08/04/99 7496 from 6042 07/19/99 7497 from 6044 08/06/99 7498 from 6049 08/02/99 SD50 53/57 units 8499 from 6701 08/03/99 8644 from 6703 08/12/99 8645 from 6704 08/09/99 8646 from 6705 07/20/99 8647 from 6709 07/12/99 8648 from 6711 07/21/99 8649 from 6718 07/19/99 8650 from 6719 07/12/99 8652 no details 8653 from 6726 07/23/99 8654 from 6728 08/16/99 8655 from 6731 07/19/99 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8710 from 6841 09/28/99 8711 from 6842 07/26/99 8712 from 6844 09/22/99 8713 from 6847 08/16/99 8714 from 6850 07/21/99 8715 from 6851 06/23/99 8716 from 6856 07/30/99 8717 from 6860 08/12/99 8718 from 6863 08/09/99 8719 from 6864 08/09/99 8720 from 6865 07/01/99 SD60I 34/34 units renumbering complete 8722 from 5575 08/02/99 8723 from 5576 08/27/99 8724 from 5579 09/17/99 8725 from 5583 08/18/99 8726 from 5585 09/07/99 8727 from 5588 08/04/99 8728 from 5589 08/27/99 8729 from 5591 08/27/99 8730 from 5594 09/22/99 8731 from 5597 09/29/99 8732 from 5599 09/10/99 8733 from 5601 09/07/99 8734 from 5604 08/02/99 8735 from 5609 09/17/99 8736 no details 8737 from 5614 07/13/99 8738 from 5615 08/17/99 8739 from 5616 07/22/99 8740 from 5619 07/09/99 8741 from 5627 10/04/99 8742 from 5628 08/05/99 CSXT Paint 8743 from 5630 07/12/99 8744 from 5631 07/15/99 8745 from 5633 07/16/99 8746 from 5634 08/18/99 8747 from 5635 06/23/99 8748 from 5637 09/13/99 8749 from 5639 07/28/99 8750 from 5642 08/24/99 8751 from 5645 07/22/99 8752 from 5647 07/28/99 8753 from 5649 08/02/99 8754 from 5652 07/22/99 8755 from 5654 10/11/99 SD60M 30/31 units 8756 from 5500 08/06/99 8757 from 5502 08/03/99 8758 from 5505 07/16/99 8759 from 5508 06/28/99 CSXT Paint 8760 from 5509 10/04/99 8761 no details 8762 from 5514 06/23/99 CSXT Paint 8763 from 5516 07/22/99 CSXT Paint 8764 from 5518 08/27/99 8765 from 5521 08/23/99 8766 from 5524 10/07/99 8767 from 5525 06/11/99 CSXT Paint 8768 from 5528 06/18/99 CSXT Paint 8769 from 5534 06/18/99 CSXT Paint 8770 from 5535 07/16/99 8771 from 5536 09/09/99 8772 from 5540 09/07/99 8773 from 5543 09/10/99 8774 from 5544 08/27/99 8775 from 5545 06/23/99 8776 from 5547 09/17/99 8777 from 5549 07/28/99 8778 from 5551 09/28/99 8779 from 5555 08/16/99 8781 from 5561 08/31/99 8782 from 5562 07/16/99 8783 from 5566 08/03/99 8784 from 5567 09/13/99 8785 from 5569 07/26/99 8786 from 5573 10/08/99 SD40-2 83/90 units 8801 from 6370 08/26/99 8802 from 6372 08/04/99 8803 from 6373 07/20/99 8804 from 6375 08/06/99 8806 from 6378 07/20/99 8807 from 6379 09/07/99 8808 from 6382 08/23/99 8809 from 6383 09/23/99 8810 from 6386 08/05/99 8811 from 6388 06/29/99 8812 from 6391 07/12/99 8813 from 6392 08/02/99 8814 from 6393 10/11/99 8815 from 6396 08/09/99 8817 from 6401 07/13/99 8818 from 6402 07/22/99 8819 from 6405 08/23/99 8820 from 6408 09/23/99 8821 from 6411 08/17/99 8822 from 6413 08/19/99 8823 from 6420 07/20/99 8824 from 6425 07/28/99 8825 from 6426 07/29/99 8826 no details 8827 from 6430 07/19/99 8828 from 6431 08/16/99 8829 from 6433 07/21/99 8830 from 6435 08/10/99 8831 from 6439 08/09/99 8832 from 6440 10/04/99 8833 from 6442 08/31/99 8834 from 6443 07/23/99 8835 from 6452 08/09/99 8836 from 6460 09/28/99 8837 from 6461 07/21/99 8838 from 6462 08/16/99 8839 from 6463 07/23/99 8840 from 6465 08/23/99 8841 no details 8842 from 6473 08/16/99 8843 from 6477 10/12/99 8844 from 6480 08/13/99 8845 from 6481 09/13/99 8846 from 6482 10/07/99 8847 from 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8976 from 6665 10/14/99 693/812 units as of 10/19/99

CRTS Update #09-101
Friday, September 10th, 1999 at 11:00 EDT

RINGLING BROTHERS & BARNUM BAILEY BLUE UNIT COMING:
The Ringling Brothers & Barnum Bailey blue unit circus train will
arrive in former Conrail territory early next week. It will travel over
former Conrail trackage now owned by both CSXT and Norfolk Southern. A
schedule of upcoming engagements is as follows:

Kemper Arena, Kansas City, MO
Friday, September 10th, 1999 through Sunday, September 12th, 1999

Market Square Arena, Indianapolis, IN:
Wednesday, September 15th, 1999 through Sunday, September 19, 1999

Van Andel Arena, Grand Rapids, MI:
Wednesday, September 22nd, 1999 through Sunday, September 26th, 1999

Marine Midland Arena, Buffalo, NY:
Thursday, September 30th, 1999 through Sunday, October 3rd, 1999

Joe Louis Arena, Detroit, MI:
Thursday, October 7th, 1999 through Sunday, October 10th, 1999

FleetCenter, Boston, MA:
Friday, October 15th, 1999 through Sunday, October 24th, 1999

Civic Arena, Pittsburgh, PA:
Wednesday, October 27th, 1999 through Sunday, October 31st, 1999

CRTS Update #10-39
Saturday, October 10th, 1998 at 22:00 EDT

Rail Freight Traffic Rises During Quarter

WASHINGTON, October 8th, 1998 - Freight traffic on U.S. railroads rose
both during the month of September and during the third quarter in
comparison with the same periods last year, the Association of American
Railroads (AAR) reported today.

Carload freight increased 3.8 percent during the month and 1.9 percent
for the quarter, said AAR Senior Assistant Vice President Craig F.
Rockey. "Automotive traffic has recovered from the General Motors strike
earlier this summer, with volume up 22.9 percent for the month and 11.9
percent for the quarter."

"Coal traffic was especially strong during September, registering a 5.5
percent gain over September 1997, Mr. Rockey said. "For the quarter,
coal loadings rose 4.0 percent. Grain traffic also began to show some
signs of recovery, with volume up 7.0 percent for the month and 1.6
percent for the quarter."

Intermodal traffic, which is not included in the carload data, was not
as strong as carload freight, he noted. Volume was off 1.4 percent for
September and 0.5 percent for the quarter. "That decline was due to
lower trailer volume, as container traffic was up both for the quarter
and for September itself."

Canadian railroads experienced the reverse of the U.S. situation, with
carload freight down and intermodal traffic up during both the third
quarter and September. Carload traffic was down 4.1 percent for the
month and 9.1 percent for the quarter, while intermodal registered a 2.3
percent rise for the month and 4.4 percent gain for the quarter.

"Canadian carload freight was especially hard hit by the weak demand for
export grain," Mr. Rockey said, with grain off 27.8 percent for the
month and 36.1 percent for the quarter. For just the week ended October
3, the AAR reported the following figures for U.S. railroads: 367,323
carloads, up 3.1 percent from the corresponding week last year; 183,728
trailers and containers, down 2.0 percent from last year; and total
volume of an estimated 27.7 billion ton-miles, up 4.1 percent from the
comparable 1997 week.

The AAR also reported the following cumulative U.S. totals for the first
39 weeks of 1998: 13,653,019 carloads, up 2.1 percent from 1997;
6,573,388 trailers and containers, up 0.4 percent; and total volume of
an estimated 1,026.3 billion ton-miles, up 1.3 percent from last year.

On Canadian railroads, volume during the week ended October 3 totaled
55,861 carloads, down 1.0 percent from the comparable 1997 week; and
29,894 trailers and containers, up 7.1 percent from last year. The
cumulative volume for the first 39 weeks of 1998 was 2,017,163 carloads,
down 3.5 percent from 1997, and 1,011,760 trailers and containers, up
4.5 percent from last year.

The AAR also reported the following combined U.S.-Canadian cumulative
totals for 19 reporting U.S. and Canadian railroads: 15,670,182
carloads, up 1.4 percent from last year; and 7,585,148 trailers and
containers, up 0.9 percent from 1997.

AAR is the world's leading railroad policy, research and technology
organization focusing on increasing the safety and productivity of rail
carriers.

CRTS Update #06-65
Saturday, June 19th, 1999 at 12:30 EDT

2 Rail Lines Inch Toward Stable Service
Some Trains Still Run Late For CSX, Norfolk Southern
By Don Phillips

Norfolk Southern Corp. and CSX Corp. yesterday limped to the end of a
third week of congestion and service breakdowns growing out of the
complicated merger with Conrail, but there were signs the problems may
be stabilizing.

Some customers of both Norfolk Southern and CSX reported improved
service, while others reported continued deterioration, including the
railroads' single largest customer, United Parcel Service of America
Inc.

Customer reports come in varying shades of alarm or ease. UPS, which not
only is the railroads' largest customer but the most demanding, said
both railroads were running hot UPS trains three to 13 hours late,
threatening to shred UPS's customer guarantees.

"For us, that is just unacceptable," said UPS spokesman Norman Black,
who said the company has crammed as many of its brown trucks as possible
back onto the highway. He estimated that perhaps half the UPS trucks
that were on rail cars before the June 1 merger -- mostly on CSX -- are
back on the road.

Black said service is not in a meltdown. "We do view this as a temporary
problem. We are upset it happened. We did not expect it to happen this
way."

However, Ford Motor Co., one of Norfolk Southern's largest customers,
said that while service is still a problem and some plant overtime work
has been cut back for lack of supplies, there have been no plant
shutdowns. "We don't consider any of this important at this point," Ford
spokesman Ron Iori said.

A snapshot of system statistics, while inconclusive in the short run,
indicates that things are not getting worse. A key measure of
congestion, the number of cars on each railroad that have not been
delivered to customers, stabilized over the past few days. But some key
yards remain congested on both railroads, and freight train crews are
sometimes unable to complete trips before they reach the maximum 12
hours on duty under federal law.

In an effort to assure that exhausted crews work through the weekend to
whittle down a backlog of traffic, both railroads have called on their
unions for help.

Norfolk Southern, which traditionally has had a less friendly
relationship with national rail unions than CSX, has asked for help and
has offered a bonus of up to double pay for any union member who works
through the weekend to help clear the traffic backlog.

"We're seeing the beginnings of change over there [at Norfolk
Southern]," said Charles Little, president of the United Transportation
Union, who said the union is doing everything possible to help the
railroads.

Both railroads, which split the eastern railroad Conrail between them on
June 1, have made headway in fixing dumbfounding computer problems that
have sent thousands of freight cars astray. This included an odd quirk
on Norfolk Southern called the "ping-pong effect," in which a computer
declares a loaded car suddenly empty and orders the car returned to its
original terminal.

On CSX, computer systems that had seemed to be operating properly last
week suddenly spent a couple of days selectively misrouting hundreds of
cars.

Norfolk Southern still appears to be in worse shape than CSX, but
Richmond-based CSX also suffers congestion problems that have resulted
in deteriorated service.

Ronald Conway, CSX executive vice president for operations, said
customers on former Conrail lines are not getting the service they
received under Conrail. "I can't say when we will get back up to Conrail
service," he said. However, "we're going back in the right direction."

The railroads have invested in hurried construction projects to relieve
seriously congested yards. And they have shifted large volumes of
freight to alternate routes on smaller railroads, effectively
reactivating former main lines that were declared surplus.

"There's a lot of track still out there," said James W. McClellan,
Norfolk Southern senior vice president. McClellan said formerly excess
infrastructure in the East may be one of several important reasons that
it will be spared the fate of service meltdown that hit the West after
the Union Pacific's 1996 merger with Southern Pacific.

Alan W. Maples, president of the Everett Railroad Co. of Duncansville,
Pa., one of many short-line railroads that have suffered serious service
disruptions, said Norfolk Southern computer systems can at least now
tell him the location of almost all of his incoming cars. "I'm feeling
better today," Maples said. "I hope I'll feel much better next week."

CRTS Update #06-61
Friday, June 18th, 1999 at 23:35 EDT

Conrail still exists

Conrail still exists, as a terminal operator for owners Norfolk Southern
and CSX in three "shared assets areas" in Michigan, Pennsylvania, and
New Jersey, and sent out this summary of its role.

Conrail's heritage of providing safe and efficient rail service
continues today for many local rail freight customers in Detroit, New
Jersey, and Philadelphia. As of June 1, Conrail owners CSX
Transportation and Norfolk Southern absorbed most of Conrail's former
operations in 12 Northeastern and Midwestern states, so today Conrail's
role is to provide customers along its remaining lines with access to
CSX, NS and, through them, to the nation's rail network.

Although Conrail no longer handles most commercial matters for
customers, it plays a critical role in serving shippers and receivers as
agent for its owners. As agent, it's Conrail's job as local rail service
provider to make sure that customers' freight shipments are safely and
efficiently moved between their sidings and the long distance freight
trains operated by CSX and NS. In addition, CSX and NS operate trains
over Conrail tracks to reach major yards, terminals, and distribution
facilities located in Detroit, New Jersey, and Philadelphia.

In the Detroit area, Conrail operations over nearly 90 miles of railroad
are focused in the north-south corridor connecting Trenton, Detroit, and
Sterling Heights/Utica, Mich. Major yards served by Conrail include
Livernois, North, River Rouge, and Sterling yards. Geographic limits
include Trenton on the south, Carleton on the southwest, and CP Townline
in Dearborn on the west.

In northern New Jersey, Conrail operates nearly 200 miles of railroad
concentrated in Essex, Hudson, Middlesex, Monmouth, Ocean, and Union
counties. The hub of CR activities is Oak Island Yard in Newark, with
smaller yards in Bayonne, Greenville (Jersey City), Linden, Manville,
Metuchen, Newark, Old Bridge, Port Reading (Woodbridge), and Red Bank.
Conrail also operates new automobile distribution facilities in the area
on behalf of its owners, and provides local freight service along
Amtrak's Northeast Corridor between Newark and Trenton.

In the Philadelphia/southern New Jersey area, Conrail operates about 250
miles of railroad, providing local freight service on virtually all
lines south of Trenton, and provides connections with the short lines
serving the remainder of the region.

In Pennsylvania, Conrail lines serve many customers in Philadelphia, and
along or near the Delaware River in Chester and lower Bucks counties.
Conrail also provides local service for customers along Amtrak's
Northeast Corridor between Philadelphia and Trenton.

The hub of Conrail operations in the region is Pavonia Yard in Camden,
N.J., with local yards in Chester, Morrisville, and the Midvale, Port
Richmond, and South Philadelphia areas of Philadelphia. In New Jersey,
local yards are at Burlington City, Mount Holly, Paulsboro, and
Woodbury.

Conrail's company headquarters are located at 2 Commerce Square,
Philadelphia. In addition to the company's office of the president,
other functions located in the Center City headquarters include
community relations, employee and corporate communications, finance and
administration, human resources, labor relations, and law. Conrail's
Mount Laurel (N.J.) office houses Conrail's operations functions,
including engineering, mechanical, police, and transportation, including
a computer-assisted train dispatching facility. A customer service
office will be transferred to Mount Laurel from Pittsburgh later in
1999.

CRTS Update #06-60

Friday, June 18th, 1999 at 23:30 EDT

AAR reports on Conrail break up

The first substantive, systemwide data that tracks the breakup of
Conrail Inc. confirm shipper reports about delays and congestion since
CSX Corp. and Norfolk Southern Corp. took over on June 1, the Journal of
Commerce reported today.

Though information about systemwide operations remains sketchy,
statistical data and shipper reports point to weak carloadings, sluggish
train operations and bloated terminals.

Specific comparisons to past performance aren't available for some
operational indicators because the carriers chose not to disclose
historical information.

The subpar performance comes despite optimistic projections about smooth
operations and traffic increases that both companies delivered right up
until June 1.

Shippers, regulators and industry analysts are monitoring the
performance of NS and CSX because of the post-merger problems on Western
railroads over the past three years.

Union Pacific Railroad's problems were severe enough that the company
was required to provide detailed weekly reports to the Surface
Transportation Board so that regulators could gauge how much progress
had been made in restoring normal operations.
The total business volume of NS, CSX and the surviving remnant of
Conrail last week trailed 1998 levels for those three railroads by 8%.

Last week was the first week when meaningful comparisons could be drawn.
Traffic declined by 15% in the week ending June 5, but that comparison
was skewed because the Memorial Day holiday fell in different weeks
during 1999 and 1998.

The traffic numbers, compiled and released by the Association of
American Railroads, included a note saying "carload figures reported by
CSXT and NS are preliminary and will be revised upwards as the
integration is completed."

Early traffic numbers don't support post-Conrail expectations on revenue
and traffic growth by both railroads.

The latest reports show a substantial spike in the number of freight
cars on the NS system from week to week.

The freight car count is widely used in the rail industry to measure
whether a system is becoming clogged or more fluid.

NS last week had more than 240,000 freight cars on its system, 7.5% more
than the week before. By comparison, CSX's car count increased by 1%
from week to week to more than 245,000.

At the height of its service disaster, the extent of Union Pacific
Railroad's gridlock was reflected in a car count that was about 15%
higher than optimum levels.

CSX and NS train operations over the past two weeks can't be compared
with operations on the stand-alone Conrail system before June 1, because
Conrail never publicly disclosed its car count, train speeds or yard
performance.

NS and CSX removed pre-June 1 data about their operations, making
month-to-month comparisons impossible.

Both railroads claimed the Conrail acquisition triggered enough changes
to make comparisons impossible.

Train operations in northern New Jersey, the Philadelphia area and
Detroit are sluggish, with more than a third of departures from some
major terminals six or more hours behind schedule.

Only 25% of the trains in areas where NS and CSX have operations left on
time. There was no significant change in on-time service from week to
week.

Those regions, called shared-asset areas, appeared to be in some
trouble, as "terminal dwell time" -- the period needed to process
freight cars -- doubled.
In Detroit, it took three times as long to sort cars between trains.

Service performance at major intermodal terminals in New Jersey was not
released, but some customers have reported problems.

Terminal operations slowed from week to week at almost every other major
freight yard previously operated by Conrail.

In Buffalo, dwell time at CSX facilities once owned by Conrail increased
50%. Indianapolis dwell time rose 25%, on CSX, and Albany, N.Y., area
yards were running 15% slower.

Yards in Pittsburgh, Columbus, Ohio, and Elkhart, Ind., that once were
Conrail's and now are owned by NS were running slower.

Only Harrisburg, Pa., cited by some in anecdotal reports as a trouble
spot, processed cars faster last week than the week before.

The Oak Island yard in Newark, N.J., was as much as 40% above capacity
during some of last week.

Train speeds were slowing as well.

The average NS train ran 6% slower last week than the week before. All
types of traffic were affected. CSX speeds dropped 2% to 18.8 mph. The
only area of improvement was grain trains.
NS and CSX also file confidential reports at the Surface Transportation
Board with detailed on-time performance, interchange and terminal
efficiency.

CRTS Update #06-42
Monday, June 14th, 1999 at 18:50 EDT

Norfolk Southern, CSX Struggle
With Ex-Conrail's Freight Delays
By DANIEL MACHALABA

Trouble spots have broken out on the former Conrail Inc. rail system
recently divided between Norfolk Southern Corp. and CSX Corp.,
causing freight tie-ups and service failures for railroad customers.

Norfolk Southern acknowledged that computer foul-ups have led to
misrouted shipments and backups at major freight yards in the Northeast
and Midwest. Industry officials said that in some cases, Norfolk Southern
computers were misclassifying railroad cars as empty, when in fact they
were loaded. The result is that some cars were sent to the wrong place.

CSX also cited some computer problems and freight delays at facilities
in Cleveland, Indianapolis and Albany, N.Y.

Problems Worsen

The latest reports indicate that instead of getting better, problems that
were reported in the first week after the June 1 Conrail carve-up are
persisting, and may even be getting worse.

The railroads said they are taking remedial action and expect to have the
former Conrail routes running smoothly in two to three weeks. But some
people said that the railroads are in a critical stage when they must
demonstrate they are in control or in danger of being overwhelmed by the
problems. Already, the railroads have parked some trains on sidings and
have run short of crews because of congestion. If left unchecked, such
problems can have a ripple effect.

"It's either going to peak and boil over, or they will fix the fires," said
Gary Landrio, a vice president of Stone Consulting & Design Inc., Warren, Pa.

Ford Shutdowns

Last week, Ford Motor Co. shut down some production briefly at its
plants in Buffalo, N.Y., and Oakville, Ontario, because rail shipments of
critical materials arrived late. Ford spokesman Ron Iori said the company
is closely monitoring rail shipments to avoid outages at Ford plants in
Ohio and Michigan.

J.B. Hunt Transport Services Inc., a Lowell, Ark., trucking company that
uses rail for many of its long-distance deliveries, said some Norfolk
Southern trains between Chicago and northern New Jersey have been as
much as eight hours late. As a result, J.B. Hunt has had to reschedule
delivery appointments with its customers. J.B. Hunt and United Parcel
Service of America Inc., another big rail user, said they will wait
until the middle of the week to decide if rail service is improving or
they need to divert shipments to the highways.

Even Amtrak, the national passenger railroad, reported that some of its
trains that operate over former Conrail tracks are running late due to
freight congestion.

At least so far, the rail problems in the East aren't anywhere near as severe
as those in the West in 1997 and 1998 after Union Pacific Corp. took over
Southern Pacific Rail Corp. Those problems led to rail gridlock, massive
freight backups and higher costs for rail users. The Union Pacific problems
also made rail customers nervous about the planned $10 billion takeover
and carve-up of Conrail.

Norfolk Southern, Norfolk, Va., said computer foul-ups have caused
some of its freight yards to fall behind. The company said it has identified
the cause of the problem and is implementing a solution. Meanwhile, it is
making sure that some processes continue to function on a manual basis.

"We've experienced some difficulties, and we are working arduously to
resolve those issues," said Steve Tobias, Norfolk Southern's chief
operating officer. "We are extremely regretful of any inconvenience or
disappointment we have caused in our customer-service package."

Michael Ward, an executive vice president at CSX's rail unit, said
Cleveland has become a bottleneck for its new operation. Richmond,
Va.-based CSX is shifting some fueling operations to other locations,
rescheduling trains to arrive at different times and accelerating construction
of additional tracks. He said a "minor mismatch between [computer] files at
CSX and Conrail" caused a backup of 800 freight cars at the company's
yard near Albany, but a change in procedure is eliminating the backup.

"We aren't ready to declare victory," Mr. Ward said. "Things won't be
running as well as we would like until the end of this month."

CRTS Update #06-37
Saturday, June 12th, 1999 at 14:20 EDT

CONRAIL ALPHA SYSTEM CONVERSION LIST: PART ONE

ALBU NS 41A Allentown - Harrisburg - Buffalo ALCA NS 48G Allentown - Camden ALCS NS 43A Allentown - Philadelphia/Park Jct ALED NS 45A Allentown - Edge Moor/Bell DE ALHB NS 49A Allentown - Enola ALLI NS 457 Allentown - Hagerstown - Linwood NC ALPI-F NS 11A Allentown - Conway ARIN CSX Q234 Salem/UP IL - Indianapolis/Avon ASIN CSX Q282 E.St.Louis - Indianapolis/Avon ATPI NS 41E Altoona - Conway BAPI NS 13A Baltimore/Sparrow's Point - Conway BBBU CSX Q386 Willard - Buffalo/Frontier BHEL NS 40G Burns Harbor - Elkhart BHIN NS 48M Burns Harbor - Anderson IN BIBV NS 11T Binghamton - Vermillion - Bellevue BNST NS 18Q E.St.Louis - Warren/Sterling BOSE CSX Q421 Boston/Beacon Park - Selkirk BREL NS 44G Chicago/BRC - Elkhart BRPI NS 16E Chicago/BRC - Conway BUAL NS 40A Buffalo - Harrisburg - Allentown BUCI CSX Q365 Buffalo/Frontier - Cincinnati/Queensgate BUCU CSX Q641 Buffalo/Frontier - Cumberland BUCW CSX Q357 Buffalo/Frontier - Chicago BUEL NS 13M Buffalo - Ashtabula - Elkhart BUHE NS 15J Buffalo - Ashtabula - Hennepin BUIN CSX Q363 Buffalo/Frontier - Indianapolis/Avon BUOI NS 46G Buffalo - Oak Island/Newark BURX CSX Q393 Buffalo/Frontier - Willard West BUSY CSX Q624 Buffalo/Frontier - Dewitt BUUP CSX Q351 Buffalo/Frontier - Chicago/UP BVBI NS 12T Bellevue - Vermillion - Binghamton BVMF NS 13K Bellevue - Mansfield BVMR NS 49N Bellevue - Moraine BVPI NS 12K Bellevue - Conway CAAL NS 49G Camden - Allentown CAPI NS 19E Camden - Conway CASE CSX Q418 Camden - Selkirk CCAL NS 15A South Amboy/Brown's - Allentown CHPI NS 180 Chattanooga - Cincinnati - Conway CIBU CSX Q366 Cincinnati/Queensgate - Buffalo/Frontier CIIN CSX Q361 Cincinnati/Queensgate - Indianapolis/Avon CNSE CSX Q620 Massena - Selkirk COCS NS 43N Columbus/Buckeye - Cincinnati/CSX CODI NS 44N Columbus/Buckeye - Dickinson WV COEL NS 11M Columbus/Buckeye - Elkhart COIH CSX K521 Columbus/CSX - Indiana Harbor/IHB COIN CSX Q311 Columbus/CSX - Indianapolis/Avon COLO NS 405 Columbus/Buckeye - Lordstown COLT NS 18J Columbus/Buckeye - Lordstown COMR-A NS 47N Columbus/Buckeye - Moraine COMR-B NS 49N Columbus/Buckeye - Moraine CONS NS 117 Columbus/Buckeye - Cincinnati COPI NS 12V Columbus/Buckeye - Conway CORO NS 148 Columbus/Buckeye - Watkins OH - Roanoke COST NS 19M Columbus/Buckeye - Warren/Sterling COTO CSX Q636 Columbus/CSX - Toledo/Stanley CSAL NS 42A Philadelphia/Park Jct - Allentown CSCO NS 40N Cincinnati/CSX - Columbus/Buckeye CTSE CSX K276 Baltimore/Bay View - Selkirk CUBU CSX Q640 Cumberland - Lordstown - Buffalo/Frontier CWBU CSX Q356 Chicago - Buffalo/Frontier CWIN CSX Q643 Chicago - Lafayette - Indianapolis/Avon CWTO CSX Q509 Chicago - Willard - Toledo/Stanley DECI CSX Q503 Detroit/CSX - Lima - Cincinnati/Queensgate DEIN CSX Q594 Decatur - Terre Haute - Indianapolis/Avon DICO NS 45N Dickinson WV - Columbus/Buckeye DREL NS 43J Detroit/River Rouge - Elkhart ELBH NS 41G Elkhart - Burns Harbor ELBN NS 43G Elkhart - Cicero/BNSF ELBR NS 45G Elkhart - Chicago/BRC ELBU NS 12M Elkhart - Ashtabula - Buffalo ELCH NS 143 Elkhart - Cincinnati - Chattanooga ELCO NS 10M Elkhart - Columbus/Buckeye ELDL NS 42J Elkhart - Detroit/Livernois ELGR NS 46E Elkhart - Grand Rapids ELIH NS 45J Elkhart - Boone-IHB ELJA NS 48J Elkhart - Jackson MI ELKA NS 47J Elkhart - Kankakee ELNP NS 43E Elkhart - Ogden Ave - North Platte ELPI-A NS 14N Elkhart - Conway ELPI-B NS 16N Elkhart - Conway ELPR NS 45E Elkhart - Ogden Ave - Proviso ELSF-A NS 41K Elkhart - Streator ELSO NS 47M Elkhart - Chicago/BRC ELST NS 48E Elkhart - Warren/Sterling ELTO NS 46M Elkhart - Toledo ENAL NS 48A Enola - Allentown ESPI NS 13G Harrington DE - Conway FRSE CSX Q423 Framingham - Selkirk HEBU NS 14J Hennepin - Ashtabula - Buffalo HMOI CSX Q412 Hamlet - Baltimore/Bay View - Oak Island GREL NS 47E Grand Rapids - Elkhart GRTO CSX Q334 Grand Rapids - Toledo/Stanley ICIN CSX Q639 Effingham - Indianapolis/Avon ICPI NS 16K Tolono - Vermillion - Conway IHCO CSX K520 Toledo/Stanley - Columbus/CSX IHDL NS 46A Indiana Harbor-IHB - Detroit-Livernois IHEL NS 44J Boone-IHB - Elkhart IHSE CSX Q380 Indiana Harbor-IHB - Selkirk INAS CSX Q281 Indianapolis-Avon - E.St.Louis INBU CSX Q362 Indianapolis-Avon - Buffalo-Frontier INCI CSX Q360 Indianapolis/Avon - Cincinnati/Queensgate INCO CSX Q310 Indianapolis/Avon - Columbus/CSX INCW CSX Q642 Indianapolis/Avon - Lafayette - Chicago INDE CSX Q593 Indianapolis/Avon - Terre Haute - Decatur INFW CSX Q379 Indianapolis/Avon - Salem - Fort Worth INNA CSX Q651 Indianapolis/Avon - Evansville - Nashville INSE CSX Q364 Indianapolis/Avon - Selkirk INTO CSX Q309 Indianapolis/Avon - Toledo/Stanley INTR CSX Q373 Indianapolis/Avon - E.St.Louis/TRRA KAEL NS 46J Kankakee - Elkhart LAEL NS 49J Lansing - Elkhart LAPI NS 11G Lancaster PA - Conway LASE CSX Q425 Barber Station/GRS - Selkirk LIAL NS 456 Linwood NC - Hagerstown - Allentown LIOI NS 154 Linwood NC to Oak Island/Newark LMPI NS 15G Linden-Metuchen - Conway LMSE CSX Q265 Linden-Metuchen - Selkirk LOBA CSX Q368 Louisville - New Castle - Baltimore LOCO NS 406 Lordstown - Columbus/Buckeye LTCO NS 19J Lordstown - Columbus/Buckeye MEPI NS 45K Meadville - Conway MOPI NS 17G Morrisville - Conway MRBV NS 48N Moraine - Bellevue MRCO-A NS 46N Moraine - Columbus/Buckeye MRCO-B NS 48N Moraine - Columbus/Buckeye MYTO NS 49K Chrysler/Twinsburg - Toledo/East Yard NAIN CSX Q514 Nashville - Indianapolis/Avon NESE CSX Q427 Barber Station/GRS - Selkirk NFSE CSX Q628 Niagara Falls - Selkirk NLIN CSX Q376 North Little Rock - Indianapolis/Avon NLPI NS 10E North Little Rock - Butler - Conway NLSE CSX Q374 North Little Rock - Salem - Selkirk NPBV NS 14A North Platte - Ogden Ave - Bellevue NPPI NS 18A North Platte -Ogden Ave - Conway NPSE CSX Q390 North Platte - Willard - Selkirk NSCO NS 116 Cincinnati - Columbus/Buckeye OIBU NS 47G Oak Island/Newark - Buffalo OIEL NS 11N Oak Island/Newark - Elkhart OILI NS 155 Oak Island/Newark -Hagerstown - Linwood NC OIRM CSX Q413 Oak Island/Newark - Richmond/Acca OJTA CSX K651 Greenville NJ - Bay View - Bradenton FL OPSE CSX Q430 Oak Point - Selkirk PGLO CSX Q375 Philadelphia/Greenwaich - Louisville PIAL NS 10A Conway - Allentown PIAT NS 40E Conway - Altoona PIBA NS 12A Conway - Baltimore/River PIBE NS 10N Conway - Bethlehem PIBR NS 17E Conway - Chicago/BRC PIBV NS 13K Conway - Bellevue PICA NS 18E Conway - Camden PICH NS 179 Conway - Chattanooga PICO NS 13V Conway - Columbus/Buckeye PIDE NS 35N Conway - Decatur PIEL-A NS 15N Conway - Elkhart PIEL-B NS 17N Conway - Elkhart PIES NS 12G Conway - Harrington DE PIEW NS 11E Conway - Butler - UP Texas PIIC NS 17K Conway - Vermillion - Centralia IL PILA NS 10G Conway - Lancaster PA PIME NS 44K Conway - Meadville PIML NS 14G Conway - Metuchen/Linden NJ PIMO NS 16G Conway - Morrisville PIOI-B NS 18G Conway - Oak Island/Newark PIPR NS 19A Conway - Ogden Ave - Proviso-UP PIRO NS 127 Conway - Hagerstown - Roanoke PWSE CSX Q437 Worcester/P&W - Selkirk ROCO NS 147 Roanoke - Watkins OH - Columbus/Buckeye ROPI NS 126 Roanoke - Hagerstown - Conway RXBU CSX Q392 Willard - Buffalo/Frontier RYSE CSX Q410 Rocky Mount - Selkirk SABU CSX Q432 South Amboy/Brown's - Buffalo/Frontier SAWI CSX Q396 Saginaw - Stanley - Walbridge - Wilmington SEBB CSX Q387 Selkirk - Willard West SEBO CSX Q420 Selkirk - Boston/Beacon Park SEBR CSX Q389 Selkirk - Chicago/BRC SEBU CSX Q439 Selkirk - Buffalo/Frontier SECA CSX Q417 Selkirk - Camden SECN CSX Q621 Selkirk - Massena SECT CSX Q277 Selkirk - Baltimore/Bay Viw SEFR CSX Q436 Selkirk - Framingham SEIN CSX Q367 Selkirk - Indianapolis/Avon SELA CSX Q428 Selkirk - Barber Station/GRS SELI CSX L431 Selkirk - Oak Point SENE CSX Q426 Selkirk - Barber Station/GRS SENF CSX Q629 Selkirk - Niagara Falls SEPW CSX Q422 Selkirk - Worcester/P&W SESA CSX Q433 Selkirk - South Amboy/Brown's SESP CSX Q429 Selkirk - West Springfield SETA CSX Q409 Selkirk - Tampa SETO CSX Q391 Selkirk - Willard - Toledo/Stanley SFEL NS 40K Streator - Elkhart SFPI NS 10R Streator - Conway SLIN CSX Q370 E.St.Louis/TRRA - Indianapolis/Avon SPSE CSX Q424 West Springfield - Selkirk STBN NS 17J Warren/Sterling - Madison/TRRA STCO NS 10K Warren/Sterling - Columbus/Buckeye STEL NS 49E Warren/Sterling - Elkhart STIT NS 17M Warren/Sterling - Indianapolis/IT STPI NS 12N Warren/Sterling - Conway STTO CSX Q305 Warren/Sterling - Toledo/Stanley SYBU CSX Q625 Dewitt - Buffalo/Frontier SYMS CSX Q622 Dewitt - Massena TAOJ CSX K650 Bradenton FL - Bay View - Greenville NJ TOCI CSX Q507 Toledo/Stanley - Lima - Cincinnati/Queensgate TOCO CSX Q637 Toledo/Stanley - Columbus/CSX TOCW CSX Q508 Toledo/Stanley - Willard - Chicago TOEL NS 43M Toledo - Elkhart TOGR CSX Q335 Toledo/Stanley - Grand Rapids TOIN CSX Q308 Toledo/Stanley - Indianapolis/Avon TOMT CSX Q263 Toledo/Stanley - Metuchen TOMY NS 48K Toledo - Chrysler/Twinsburg TOPI NS 16J Toledo - Conway TOWS CSX Q304 Toledo/Stanley - Warren/Sterling

CRTS Update #06-38
Saturday, June 12th, 1999 at 14:30 EDT

CONRAIL ALPHA SYSTEM CONVERSION LIST: PART TWO

ML-221 CSX Q221 Lordstown - Indianapolis/Avon ML-231 CSX Q231 Toledo/Walbridge - Evansville ML-243 CSX Q243 Marysville - Cincinnati/Queensgate ML-268 CSX Q268 Cleveland/Collinwood - Dockside/Port Newark ML-276 CSX Q276 Indianapolis/Avon - Willard - Twin Oaks PA ML-291 CSX Q291 Buffalo/Seneca - Gibson IN ML-401 CSX Q271 Doremus Ave/Newark - Marysville ML-403 NS 11J Metuchen - Bellevue ML-407 CSX Q273 Metuchen - Buffalo/Seneca ML-411 NS 47K Port Wilmington DE - Buffalo ML-417 NS 13J Wimington DE - Chicago ML-420 NS 46K Buffalo - Port Wilmington DE ML-421 NS 11K Oak Harbor OH - Gibson IN ML-430 CSX Q290 Warren/Sterling - Dockside/Port Newark ML-433 CSX Q277 Framingham - Warren/Sterling ML-438 CSX Q294 West Springfield - Ayer/GRS ML-440 NS 18N Warren/Sterling - Doremus Ave/Newark ML-441 NS 41M Detroit/North Yard - Gibson IN ML-451 CSX Q246 Marysville - Chicago ML-453 CSX Q288 Garrett - Marysville ML-460 CSX Q270 Evansville - Cleveland/Collinwood ML-470 CSX Q284 Toledo/Stanley - Cleveland/Collinwood ML-480 NS 10J Toledo - Harrisburg - Croxton ML-482 CSX Q264 Cleveland/Collinwood - Framingham ML-488 CSX Q254 Cleveland/Collinwood - Selkirk ML-490 NS 12J Cicero/BNSF - Oak Harbor OH ML-493 NS 27E Elkhart - South Chicago - Wentzville MO TVBN CSX Q169 North Bergen NJ to Bedford Park IL TVLA NS 21M Croxton NJ to Chicago 47th St. IL TVLT NS 24K Chicago 47th St IL to Croxton NJ TV-1 NS 21Q Morrisville-TV PA to BNSF-TV Corwith IL TV-10 NS 20K Chicago 47th St IL to Croxton NJ TV-10B CSX Q150 Toledo-Walbridge OH to Boston-Beacon Park MA TV-100 CSX Q110 Garrett IN to North Bergen NJ TV-102 CSX L110 Willard OH to North Bergen NJ TV-11 NS 21R E'port E-Rail NJ to Chicago Ashland Ave IL TV-12 NS 20R Chicago Ashland Ave IL to E'port E-Rail NJ TV-13 CSX Q113 Boston-Beacon Park MA to Chicago 59th St IL TV-134 CSX Q134 Cleveland-Collinwood OH to Ashtabula OH TV-135 CSX Q135 CP-River PA to Baltimore-Chicago-Englewood TV IL TV-14 CSX Q114 Willard OH to Boston-Beacon Park MA TV-141 CSX Q141 Detroit-TV MI to Toledo-Walbridge OH TV-151 CSX Q151 Cleveland-Collinwood OH to Detroit-TV MI TV-172 CSX Q172 Little Ferry NJ to Selkirk NY TV-173 CSX Q173 Little Ferry NJ to Jacksonville FL TV-174 CSX Q174 Baltimore-Bay View MD to Selkirk NY TV-175 CSX Q175 Philadelphia-Greenwich PA to Orlando FL TV-176 CSX Q176 Acca-Richmond VA to Philadelphia-Greenwich PA TV-18 CSX Q162 Willard OH to Kearny NJ TV-2H NS 22W Chicago 47th St IL to Harrisburg PA TV-2HK NS 20G Chicago 47th St IL to Harrisburg PA TV-2M NS 20Q Chicago-Ashland Ave IL to Morrisville-TV PA TV-20 NS 20V Harrisburg PA to Philadelphia-Ameriport PA TV-20N NS 20N Chicago-Ashland Ave IL to Detroit-TV MI TV-200 NS 20Z Chicago-UP Proviso IL to API-Kearny NJ via PRR TV-202 NS 22Z Chicago-Ashland Ave IL to Croxton NJ via PRR TV-203 NS 23Z API-Kearny NJ to Global 1 UP IL via EL TV-204 NS 24Z Chicago-Ashland Ave IL to Croxton NJ via PRR TV-207 NS 23M Port Newark NJ to UP Global 2 IL via PRR TV-21 NS 21V Philadelphia-Ameriport PA to Enola PA TV-211 NS 211 Croxton NJ to Atlanta GA TV-212 NS 212 Hagerstown MD to Croxton NJ TV-213 NS 213 Croxton NJ to Dallas TX via Meridian MS (KCS) TV-214 NS 214 Atlanta GA to Croxton NJ TV-22 NS 24M Chicago 47th St IL to Baltimore-TV MD TV-220 NS 22N Chicago-Ashland Ave IL to Columbus OH TV-221 NS 23N Columbus OH to Chicago-Ashland Ave IL TV-24 CSX Q112 Willard OH to Boston-Beacon Park MA TV-24P CSX Q184 Selkirk NY to Dockside-Port Newark NJ TV-261 CSX Q165 Kearny-TV NJ to Chicago IL TV-265 NS 25K Croxton NJ to Cicero-BNSF IL via EL TV-268 NS 268 Chicago-Landers IL to Albany NY TV-269 NS 269 Albany NY to Chicago-Landers IL TV-3 NS 21T E'port NJ to Kansas City MO via PRR TV-300 CSX Q152 Chicago IL to Kearny-TV NJ TV-301 CSX L157 Kearny-TV NJ to Chicago-UP Global 1/2 IL TV-302 CSX Q156 Willard OH to Kearny NJ TV-304 CSX Q164 Willard OH to Kearny NJ TV-307 CSX Q159 Dockside-Port Newark NJ to Syracuse NY TV-320 CSX L146 Garrett IN to Columbus-TV OH TV-321 CSX Q147 Columbus-TV OH to Chicago-UP Global 1 IL TV-5 CSX L115 Boston-Beacon Park MA to E.St.Louis-Rose Lake IL TV-6 CSX Q116 E.St.Louis-Rose Lake IL to Boston-Beacon Park MA TV-61 NS 24W Baltimore-TV MD to Chicago-47th St IL TV-61H NS 25V Allentown-TV PA to Harrisburg PA TV-62A NS 24V Harrisburg PA to Allentown-TV PA TV-7 CSX Q117 Boston-Beacon Park MA to Chicago-Englewood TV IL TV-77 CSX Q161 Kearny-TV NJ to Chicago-Bedford Park IL TV-79 CSX Q167 Worcester MA to Cincinnati-Queensgate OH TV-8 CSX Q160 Willard OH to North Bergen NJ TV-8W CSX Q166 Syracuse NY to Boston-Beacon Park MA TV-80W CSX L158 Selkirk NY to Worcester MA TV-9 CSX Q119 Boston-Beacon Park MA to Chicago-Bedford Park IL TV-99 CSX Q109 North Bergen NJ to BNSF-Willow Springs IL MAIL-3 NS 21J Croxton NJ to Harrisburg PA MAIL-44 NS 20A Butler IN to E'port-E-Rail NJ MAIL-46 CSX Q108 E.St.Louis-Rose Lake IL to Little Ferry NJ MAIL-5 CSX Q111 Little Ferry NJ to E.St.Louis-Rose Lake IL MAIL-8 NS 22K Chicago-47th St IL to Croxton NJ MAIL-8M NS 20E Chicago-47th St IL to Morrisville-TV PA MAIL-8S CSX Q168 Selkirk NY to Boston-Beacon Park MA MAIL-9 NS 21E Morrisville-TV PA to Willow Springs IL MAIL-9H NS 21W Harrisburg PA to Chicago-47th St IL

CRTS Update #04-20
Monday, April 5th, 1999 at 13:20 EDT

Conrail Shared Assets Areas' locomotives to remain blue

Although Conrail locomotives are being renumbered to fit into the
rosters of CSX and Norfolk Southern and will wear new reporting
marks, not all of the "Big Blue" fleet will see CSX's gray, blue, and
yellow paint or NS's black-and-white. The 138 locomotives that
CSX and NS have assigned to the Shared Asset Areas--where
Conrail will survive after the June 1 "Day One" split to provide
local and yard service for its new owners--will remain in Conrail
blue, complete with the Conrail logo, says CR spokesman Bob
Libkind.

The "new Conrail" roster is heavy on switchers and
low-horsepower units and light on high-horsepower road units.
The big exceptions are the 11 ex-Erie Lackawanna SD45-2's--the
oldest road power left on Conrail--that will roam the North Jersey
and Philadelphia-South Jersey shared asset territories. The two
Jersey areas are assigned 111 units: 12 GP15-1's, 46 B23-7's, 2
GP40-2's, the 11 SD45-2's, 11 GP38's, 11 GP38-2's, 11
SW1001's, 4 SW1500's, and 3 SD40-2's. The Detroit shared
asset area is assigned 18 GP15-1's, 3 GP38-2's, 2 SD40-2's, and
4 SW1500's.

On March 12, the first of 1108 Conrail units to be renumbered
into the NS fleet emerged from the shop at Enola, Pa.: SD50
6715, which came out as PRR 5409, a number last worn by an
Alco RS3 and, before that, a K4s 4-6-2.

Technically, NS and CSX won't own any Conrail locomotives.
They'll be owned by the shared assets Conrail and the two new
subsidiaries, Pennsylvania Lines LLC (PRR), which goes to NS,
and New York Central Lines LLC (NYC), which goes to CSX.
The names are both a nod to history and a rough parallel of how
Conrail territory is being carved up.

Locomotives going to NS are being prepared just like CR 6715,
with new number boards and a vinyl decal affixed to the cabsides,
bearing the new number and PRR initials. Although Conrail freight
cars destined for CSX wear NYC reporting marks, locomotives
will sport CSXT initials, CSX says. As of March, CSX expected
to begin renumbering its 802 Conrail units after June 1 when they
come in for their 90-day maintenance, and did not expect to fully
repaint any CR locomotives until they're in for heavy work. NS
expects to have all its Conrail units repainted within 5 years.

Bill Stephens, Trains Newswire

CRTS Update #04-11
Saturday, April 3rd, 1999 at 00:20 EST

WASHINGTON- CSX Corp. and Norfolk Southern Corp. are bracing for
minor service snags as they prepare to split Conrail routes between them
two months from today.

Seeking to play down the significance of any problems, officials from the
two companies said Wednesday that the transition will not be error-free and
that disruptions are inevitable.

They said they have maximized planning and capacity so that any problems
do not lead to a service meltdown similar to one that faced Union Pacific
Railroad following its 1996 merger with Southern Pacific Rail Corp.

``We expect things will go bump in the night, so we have contingencies ...
and more assets and people than you really need,'' said John Snow, CSX
chairman and chief executive.

Slowdowns will occur in the first several hours of the transition as
computers are shut down and reprogrammed, forcing a temporary shift to
manual operations, Snow said.

The $10.3 billion takeover of Philadelphia-based Conrail by CSX and
Norfolk Southern, now scheduled for June 1, has come under scrutiny
because of the Union Pacific problems.

Snow likened the adverse effects from the computer shutdown and other,
unforeseen problems to those of ``a freak ice storm that slows the
railroads for a little while.''

The Union Pacific gridlock in the West and Midwest lasted several months
and caused major delivery delays. It spawned several lawsuits by shippers
and a drive in Congress to give federal regulators more oversight
over the rail industry.

Norfolk Southern spokeswoman Susan Terpay said her company had
contingency and backup plans to address problems as they occurred.

Teams from Conrail, CSX and Norfolk Southern will spend the next several
weeks testing their computer systems and running through scenarios that
could cause problems.

The deal, approved by the federal Surface Transportation Board last
summer, is the most complex and most extensive rail transaction in U.S.
history, covering nearly 45,000 miles of tracks among the three
railroads.

CRTS Update #03-26
Tuesday, March 23rd, 1999 at 20:00 EST

Trains crash in Momence
Union Pacific, Conrail freights collide, derail
By Janet Cremer

MOMENCE - Just 11 miles east of the site of the fatal Amtrak collision
last week in Bourbonnais, an eastbound Conrail freight train collided
with a southbound Union Pacific early this morning in Momence, derailing
both, and spilling diesel fuel into a nearby creek.

Three people, including both engineers, were taken to Riverside Medical
Center for treatment of minor injuries. A third person, a crewman from
Union Pacific, also suffered minor injuries, said railroad officials.

Conrail Engineer Tim Norred of the Kankakee area, and conductor Dan
Pickering of Bourbonnais were at Riverside Medical Center this morning
under observation. Hospital spokesmen said both would likely be released
this afternoon.

A third person, William Smith, whose address was not available at
presstime, was treated and released from Riverside this morning.

Those injured reportedly had only cuts and bruises, according to
hospital spokesman Mike Silgen.

The accident happened at 7 a.m. at Railroad Avenue and 6th Street on the
city's northeast side. Both trains were moving at the time and hit at
about a 45-degree angle at the diamond crossing, said Ron Hildebrand, a
Conrail spokesman.

''Our engine ran into the side of their train,'' Hildebrand said. ''Who
had the right-of-way is not known.''

The impact resulted in the derailment of two Conrail engines and 13
Union Pacific cars and two engines.

After the collision, the lead Conrail locomotive was on its side and a
second that followed was leaning, followed by four derailed cars,
Hildebrand said. The Conrail engines were pulling 60 cars total, he
said.

James Coulter of Momence, who lives near the crash, said that he helped
pull a Conrail engineer from the wreckage. He said the Conrail engine
was on its side when he stepped on the top and pulled open the door,
pulling the engineer to safety.

''He just seemed dazed and confused,'' he said. Coulter said he walked
the man to a safe by the time paramedics arrived.

A small fire was also reported, said Momence retired Fire Chief Jim
LaMotte, who was handling media questions. LaMotte said the fire was in
one of the Union Pacific freight cars which contained motor and
transmission parts. The fire, he said, was quickly extinguished by
Momence firefighters.

Early reports were that a couple of the Conrail cars were carrying
hazardous materials which were to be hauled away from the site by
Conrail. Nothing leaked, however, police at the scene said.

A foam truck from Mobil Chemical in Joliet was also called to the scene.

The impact of a derailed car gouged a hole in a mammoth grain bin at the
Orr Elevator along the Union Pacific tracks. The bin was said to be
filled with corn.

Union Pacific workers on the scene said that there appeared to be no
signal malfunction.

Conrail Union spokesman for the conductors Dale Burkhalter said that
during that time of day the signal is hard to see since the sun is
rising directly over the tracks. He added that Norred is a two-year
engineer.

The Conrail train was en route from Kankakee to Elkhart, Ind.

Burkhalter also said that crews are ''overworked and understaffed'' from
Kankakee and that may have contributed to the mishap.

Untold gallons of diesel fuel spilled from the Conrail engine into a
creek that runs parallel with the Union Pacific tracks, just two blocks
north of the Kankakee River.

''Our main concern right now is the diesel fuel,'' said Momence Police
Chief Steve Cromwell.

Triangle Construction and Azzerelli were called out to deliver
dumptrucks of sand to help dam up the ditch. In the meantime a temporary
boom was placed across the 10- foot wide ditch to hold back the fuel.
Area farmers also came out in droves, delivering truck loads of straw,
also to hold back the fuel.

Hildebrand said track speed at that point was 45 mph, though he didn't
know how fast either train was traveling.

''There's quite a mess out there, with debris all around,'' said
LaMotte. ''It's not a real hazardous situation.''

Gene Smith and Erika Schneider, who both live near the scene, said that
the derailment made a loud noise and drew them both outside.

''My dog just went crazy when she heard it,'' said Ms. Schneider.

The National Transportation Safety Board headquartered in Washington was
called to the scene.

Journal writer Rochelle Simpson also contributed to this article.

CRTS Update #02-52
Saturday, February 27th, 1999 at 20:35 EST

Conrail's Port Richmond Grain Elevator to be Razed Sunday, Feb. 28;
Interstate 95 to be Closed in Area Beginning at 7:50 a.m.

PHILADELPHIA, Feb. 25 -- Demolition experts will use controlled
explosives Sunday to remove the upper portion of the former grain elevator
at Conrail's Port Richmond rail freight facilities. The detonation will
require the closing of I-95 between Girard Avenue and Bridge Street, as
well as local streets. The detonation is scheduled for about 8 a.m.

(Note to Editors: An advisory with information about the news media
viewing area for Sunday follows this news release. The Philadelphia Police
Department has issued a separate news release detailing I-95 and local
street closing information.)

The main public viewing location will be at the corner of Allegheny and
Delaware avenues. After 7:30 a.m., access to this area can only be
gained by going south on Delaware Avenue from Castor Avenue or Venango
Street.

Only the upper 135 feet of the 245-foot tall structure will be removed
Sunday morning. The remainder of the heavily reinforced concrete structure
will be demolished using conventional methods. Winzinger, Inc., of
Philadelphia and Hainesport, N.J., is Conrail's contractor for the
demolition project.

Most of Conrail's Port Richmond property remains in active use to serve
the freight transportation needs of shippers along this section of the
Philadelphia waterfront. The 200-acre Port Richmond site is used by
shippers of various bulk commodities, including molasses, caustic soda,
scrap metal, construction and paving materials, and petrochemicals.
Conrail's tracks in Port Richmond must be used to access other nearby rail
freight users, including the Tioga Marine Terminal. In addition, Conrail
operates a repair shop on the property where track maintenance equipment
and company motor vehicles are maintained.

The former Farmer's Exchange grain terminal included both storage silos
and the workhouse/elevator structure, where grain was transferred to
conveyors leading to the terminal's piers for loading on vessels for
export. Winzinger began demolishing the 110 concrete silos last year
with conventional wrecking equipment. Each of the concrete silos was
approximately 17-feet in diameter and 115-feet high.

The Reading Railroad Company, one of Conrail's six predecessor railroads,
built the grain storage and transfer facility in 1927 to handle grain
exports. The last grain exports were handled in the mid-1970s. The
facility briefly served as an export terminal for anthracite fines to
Korea until the mid-1980s.

CRTS Update #02-42
Monday, February 22nd, 1999 at 20:25 EST

Officials see boom after rail breakup
The goal is 2,700 jobs after competitive freight service arrives this
year. Tough problems remain.
By Henry J. Holcomb

City and port officials have grand plans to build a job-creating
economic boom around the competitive rail freight service they have been
promised will arrive this summer with the breakup of Conrail.

Right now, the city and port authority are negotiating on a range of
issues -- including financing new rail facilities and forming marketing
partnerships with the railroads -- all designed to persuade companies to
move manufacturing and distribution businesses to the region.

Manuel N. Stamatakis, chairman of the Delaware River Port Authority, and
other key players profess optimism about pulling all this off -- and
about producing 2,700 jobs in the near future and many more down the
road.

But they acknowledge that the job is far more difficult than some
expected, and that the hoped-for benefits still could be lost.

"Lots of details have surfaced that need to get worked out," Stamatakis
said last week.

Most of these issues are related to the very thing the local officials
hope to exploit -- competition.

The city and the port authority are doing things to make sure that all
three railroads that will serve the region -- CSX, Norfolk Southern and
Canada's CP Rail -- have a strong opportunity to serve customers here.

The railroads, meanwhile, are doing what railroads do -- plotting to get
a competitive advantage over each other.

Archrivals CSX and Norfolk Southern fought hard to buy Conrail. When
their struggle ended in a stalemate, they compromised on a breakup plan,
and jointly paid $10.3 billion -- $115 per share in cash, the most ever
paid for a railroad. With that high purchase price and
higher-than-expected breakup transition costs, they have restless
shareholders to please.

The acquisition, as approved by the federal government last summer,
assured that Philadelphia's seaport and most of its industrial sites
would have competitive access to both railroads.

Each company has sought to interpret parts of that agreement to its own
advantage.

CSX and Norfolk Southern recently settled their most serious
Philadelphia-area dispute -- over access to a key rail yard -- that
Norfolk Southern said threatened to limit its access to key seaport
terminals.

But other problems remain.

At the moment, the railroads are focused on the details of taking over
Conrail, the Philadelphia freight railroad that was established more
than two decades ago to replace six bankrupt railroads.

Each must take over its piece of Conrail during the Memorial Day
weekend, without a rail-service collapse.

Major disruptions would surely trigger a revolt by shippers, still
simmering over the massive delays and extended service interruptions
that followed Union Pacific's 1996 takeover of Southern Pacific. That
would persuade the Congress to reregulate railroads, railroaders and
shippers say.

Once the breakup tasks are finished, if things go as planned, the
Philadelphia area will for the first time have competitive freight rail
service -- with the lower rates that competition brings -- to virtually
every market east of the Mississippi River as well as improved service
to Canada and the west.

The muscular industrial-development departments of both CSX and Norfolk
Southern will soon be enticing companies to relocate on long-vacant
sites along track they are acquiring from Conrail.

"We could light up this area," Alexander H. Jordan, a corporate affairs
manager for Norfolk Southern, said last week.

The new rail service, along with improvements on the waterfront, could
also make Philadelphia a key military supply port.

"If that happens, we could really have a powerhouse operation,"
Stamatakis said.

If the remaining issues can be worked out, the port authority and the
Philadelphia Industrial Development Corp., the city's economic
development unit, have plans to help both railroads improve facilities
in ways they hope will attract business.

Those plans include loans to build badly needed new yards near the
waterfront in South Philadelphia -- for CSX at Conrail's Greenwich Yard
and for Norfolk Southern at the old Philadelphia Navy Base.

To gain a competitive advantage, CSX has already begun work, with its
own money, on its $15 million Greenwich Yard intermodal facility, which
will be equipped to transfer cargo in truck-size containers between
trains and trucks. It will replace CSX's obsolete and congested CSX
Snyder Avenue Yard.

Craig Lewis, Norfolk Southern's Philadelphia-based vice president for
corporate affairs, was in Roanoake, Va., on Wednesday and Thursday to
speed up work on his company's proposed deal with the port authority.

As envisioned now, the port authority would build and operate an
intermodal yard for Norfolk Southern. It would be on 100 acres of the
old Mustin Field Naval Air Station at the eastern end of the old Navy
Base. The Kvaerner Shipyard is being built at the west end of the base.
The cost of the rail yard would be covered by lease payments from
Norfolk Southern, Stamatakis said.

"In return, we have agreed to take the lead responsibility for marketing
the remaining area on the east end of the base to industrial users,"
Lewis said.

Norfolk Southern would build other rail facilities on about 110 acres
adjacent to the intermodal yard, north of the Mustin Field runway, "that
would be a focal point for industrial development," Lewis said.
Stamatakis said the new yards would generate 2,700-plus jobs in the
region soon after the new yards are in operation.

But he said the real job growth would come from the firms drawn to the
old Navy Base by Norfolk Southern.

For that to happen, the city and port authority say they must build a
road across land to be owned by Norfolk's arch rival, CSX.

This road, to be built with federal money, would connect the Norfolk
Southern area on the Navy Base with Columbus Boulevard (formerly
Delaware Avenue) and its maritime terminals. It could restrict future
use of the now-idle Pier 124, which is being taken over by CSX.

"We're being asked to give up something we just paid for to help a
competitor," lamented CSX spokesman Bob Sullivan.

There are similar concerns about another element of the grand plan -- a
new terminal for a new generation of high-speed ocean cargo ships.

The port authority invested $7 million, added to more than $3 million
put up by two local maritime businessmen, Thomas J. Holt Sr. and Dennis
Colgan Jr., to help complete design of those ships by FastShip Inc. In
response to that, the company moved to Philadelphia and agreed to make
the city the only American port for the transatlantic service it will
offer if the company can come up with money to build the ships.

The port authority initially planned to put FastShip on the Navy Base,
where it now wants to build the Norfolk Southern yard. It wants to put
FastShip on a portion of CSX's Greenwich Yard.

Because Norfolk Southern has a much faster route between Philadelphia
and Chicago, Norfolk Southern would get most of any rail business
FastShip might generate. So, as on the road issue, CSX questions why it
should give up land it might need later to help a rival.

Even if those thorny issues get worked out, there is still a lingering
problem with the Navy's bureaucracy. The Pentagon decided to close the
base eight years ago. The base's shipyard finished its last project,
overhaul of the aircraft carrier John F. Kennedy, in 1995. With the
playing of Taps and lowering of the flag, the base officially closed on
Sept. 27, 1996.

Despite high-level promises in 1997 that "only three or four technical
issues" remain, the Navy still hasn't turned the property over to the
city. So there is still military-like security at the gates, hampering
trucks going to the new CP Rail bulk cargo transfer yard on the west
side of the base and other new tenants.

It has also made it difficult for prospective developers to visit the
area. On Thursday morning, for example, Thomas G. Washbon, an industrial
development manager for Norfolk Southern, was quite rudely turned away
from the gate nearest the area his company is proposing to help the city
develop.

CRTS Update #02-07
Saturday, February 6th, 1999 at 15:45 EST

RADIO FREQUENCY CHANGES:

Effective January 21st, 1999, the following radio frequency changes
took place on the Indianapolis Division:

*Toledo Branch/Scottslawn Secondary - Now channel 3 (formerly channel 4)
*Buckeye Yard - Now 160.920 (formerly channel 3)
*Buckeye Van Site - Now channel 3 (formerly 160.920)

Also, on the Albany Division's Hudson Line, crews now change from
channel 1 to channel 2 at CP-141 instead of at milepost 130.

Channel 1 = 160.800
Channel 2 = 161.070
Channel 3 = 160.860
Channel 4 = 160.980

CRTS Update #01-72
Tuesday, January 26th, 1999 at 11:30 EST

PHILADELPHIA, Jan. 25th, 1999 -- Timothy T. O'Toole, President and
Chief Executive Officer of Consolidated Rail Corp. (Conrail) issued the
following statement today:

"Along with their families and coworkers, we mourn the tragic losses
of four of our colleagues this month in accidents. We need to learn from
each of these events to make sure similar accidents do not happen again.

"Despite our achievements last year, when we were the only major U.S.
railroad without a single on-the-job fatality, these sad events remind us that
we can never let down our guard when it comes to safety. I am asking everyone
at Conrail to rededicate themselves to safety with increased vigilance, so
that we can keep these tragedies from being repeated."

CRTS Update #01-70
Tuesday, January 26th, 1999 at 11:00 EST

Questions over mergers and safety rise after four deaths aboard Conrail
BY RIP WATSON

Questions about the relationship between rail mergers and safety again
are being raised in the aftermath of four on-duty employee deaths at
Conrail Inc.

The United Transportation Union is pressing the Federal Railroad
Administration for an investigation into the circumstances surrounding
three separate fatal incidents between Jan. 14 and Jan. 22 at the
railroad that was acquired by CSX Corp. and Norfolk Southern Corp. last
year.

Efforts by UTU to step up the pressure on Conrail are identical to union
efforts in the summer of 1997 to force changes in safety practices on
Union Pacific Railroad.

CSX and NS are to take over their respective portions of Conrail on June
1. Until then, the railroad is being operated independently. Prior to
their acquisition, both carriers submitted detailed plans meant to
enhance post-merger safety and avoid a repetition of past problems.

A string of accidents that killed nine persons on the UP in less than
two months triggered an FRA safety audit and compliance proceeding in
which the agency concluded that UP's merger with Southern Pacific eroded
safety on that railroad.

The latest request came in a letter sent Monday by UTU president Charles
Little to FRA Administrator Jolene Molitoris.

In his letter, Mr. Little said "four deaths in days demands that fast
action be taken to intensely investigate safety and training procedures
at Conrail. These incidents are every bit as serious as the UP problem,
and deserve the same scrutiny."

"The number of accidents within such a short time span ... is of such a
character that it must be immediately learned whether there is a
systemic operating deficiency at Conrail that degrades safety," Mr.
Little wrote. "Our members and the public are entitled to know now the
status of operations on Conrail."

FRA spokeswoman Pam Barry said: "On the face of it, there is no obvious
linkage between these collisions."

She said FRA will take a more detailed look at the safety issues in
light of the accidents, including a Friday meeting in Philadelphia that
involves agency safety officials and representatives of NS, CSX and
Conrail.

That meeting will review issues such as operational, training and
supervision issues raised by the acquisition of Conrail, she said. After
that session ends, FRA will brief rail union representatives.

In the most recent accident on Jan. 22, a Conrail employee and UTU
member in the Buffalo area died in a derailment.

Two more rail workers, a UTU member a member of the Brotherhood of
Locomotive Engineers, died Jan. 17 near Toledo, Ohio. Three days before,
a UTU member working in the rail yard at Port Newark, NJ was killed.

CRTS Update #01-66
Sunday, January 24th, 1999 at 17:15 EST

Broken train wheel suspect in derailment
Investigators say prior damage may have caused freight cars to jump track
MICHAEL P. BRUNO

NELLISTON -- Investigators believe a broken wheel on one of the freight
cars may have caused the train derailment of 33 cars carrying flammable
liquid, a Conrail spokesman said Saturday.

The derailment about 6 p.m. Thursday forced more than 150 people to be
evacuated from their homes, but all were allowed back by 6 p.m.
Saturday, said spokesman Robert Libkind.

"On a preliminary basis, it appears the cause was a broken wheel --
broken before the accident -- on a freight car,'' said Libkind. Investigators
don't believe human error or problems with the heavily used track
contributed to the accident. The wheel has been sent to a Conrail lab in
Altoona, Pa. for further examination.

The train carrying propane, butane and other hazardous and flammable
chemicals was traveling eastbound from Niagara Falls to Selkirk when it
derailed along the banks of the Mohawk River. The accident forced officials
to close a 75-mile stretch of the New York State Thruway for hours.

Service on the line was expected to resume late Saturday night, Libkind
said. Workers are bringing in about 2,400 feet of panel track, or prebolted
railroad ties, to create a bypass around the section where the derailment
occurred, he said.

The bypass, called a shoofly track, will run for about 10 miles, Libkind
said. Though there are two rail lines there, trains in both directions
will have to slow to 10 mph, with the panel tracks shuttling the trains on
and off a single track for the 10-mile stretch, he said.

The accident also disrupted Amtrak passenger service between Utica and
Albany, with Amtrak busing people along the route. An Amtrak spokesman said
normal service would resume today.

Workers have rerailed 22 cars and are attempting to set aside the rest,
Libkind said. They are also focusing on one tanker that leaked propane,
although Libkind said he was unaware of any chemicals seeping into the
river. Workers conducted a controlled burn of vapors from that tanker
overnight Friday after removing as much of the liquid fuel as possible,
he said. Another controlled burn lasting a few days will likely be needed,
he added.

"Through all of this, the number-one concern is taking care of the
safety situation for everyone -- workers and residents,'' he said.

CRTS Update #01-63
Sunday, January 24th, 1999 at 11:00 EST

NATIONAL TRANSPORTATION SAFETY BOARD
Abstract to Final Report:
Rear-End Collision/Derailment
Conrail
Hummelstown, Pennsylvania
September 29, 1997

This is an abstract from the Safety Board's report and does not include
the Board's rationale for the conclusions, probable cause, and safety
recommendations. Safety Board staff is currently making final revisions
to the report from which the attached conclusions and safety
recommendations have been extracted. The final report and pertinent
safety recommendation letters will be distributed to recommendation
recipients as soon as possible. The attached information is subject to
further review and editing.

ACCIDENT SUMMARY

On September 29, 1997, about 5:45 p.m. eastern daylight time, eastbound
Consolidated Rail Corporation (Conrail) train PIBE-8, consisting of 2
locomotive units and 136 cars, passed a stop and proceed signal at 30
mph and struck the rear locomotive unit of eastbound Conrail train
ENS-103, consisting of 5 locomotive units. Train ENS-103 was stopped at
signal 1081E (milepost 104.2 at control point [CP] Tara) in Hummelstown,
Pennsylvania. Each train was crewed by a conductor and an engineer. The
conductor on train PIBE-8 sustained fatal injuries in the accident. No
other injuries were reported. Damages were estimated at $571,700.
Weather conditions were clear, with bright sunlight and a temperature of
65� F.

The train ENS-103 crew went on duty at 2:30 p.m. at Enola Yard near
Harrisburg, Pennsylvania. The crew picked up five locomotive units at
the diesel shop and began a trip to Oak Island Yard in Newark, New
Jersey. According to event recorder data, the train had been halted at a
stop signal at 1081E for 28 minutes when the rear-end collision
occurred.

Train PIBE-8 departed Harrisburg about 4:15 p.m. en route to Allentown,
Pennsylvania. As the train approached signal 1061E, the signal was
displaying a stop and proceed (red over red signal aspect) indication.

1 The engineer stated that both he and the conductor observed and called
the signal as "approach medium" (yellow over green signal aspect).

2 The engineer said the train was traveling about 10 mph when he and the
conductor observed the signal; the engineer then allowed the train to
increase speed to about 30 mph, which would have been an appropriate
response to an approach medium signal. He stated that as train PIBE-8
came around the lefthand curve, he observed train ENS-103 stopped at CP
Tara. The train PIBE-8 engineer put his train into emergency braking but
was unable to stop short of train ENS-103.

Post-accident tests revealed that signal 1061E, located about 2 miles
west of signal 1081E, was coded to display a stop and proceed signal.
The tests also confirmed that the signals were properly wired.
Postaccident inspection of signal 1061E revealed that the stop and
proceed signal was out of focus. Rusty water was found in the signal
lens. When viewed from the track, the signal was partially obscured by
tree foliage.

On October 1, 1997, National Transportation Safety Board investigators,
with representatives of the Federal Railroad Administration, the
Brotherhood of Locomotive Engineers, the United Transportation Union,
and Conrail, used a locomotive to replicate the preaccident events. In
sunny conditions, the test locomotive traveled eastbound toward signal
1061E at the same time of day that the incident occurred. Signal 1061E
was set to display a stop and proceed signal.

When the test locomotive had moved to within about 1,500 feet of signal
1061E, the signal could not be clearly distinguished by persons on the
locomotive. As the locomotive approached the signal more closely, the
top aspect of the signal appeared to be yellow and the bottom aspect
appeared to be green. Eventually, as the locomotive moved still closer
to signal 1061E, the signal aspect could not be distinguished at all.
Persons on the test locomotive variously reported seeing yellow, red,
and green aspects.

The out-of-focus condition of signal 1061E, in combination with the late
afternoon sun shining on the signal face and the water in the lens,
probably made the signal aspect appear to the train PIBE-8 train crew to
be yellow over green instead of its actual display, which was a red over
red aspect. The result was a "phantom signal." A phantom signal is
defined by the Association of American Railroads Signal Manual as "an
aspect displayed by a light signal, different from the aspect intended,
caused by a light from an external source being reflected by the optical
system of the signal."

PROBABLE CAUSE

The National Transportation Safety Board determines that the probable
cause of the accident was a phantom signal indication that resulted
because the Consolidated Rail Corporation failed to ensure that the
signal aspects displayed could be properly seen by train crews.

1 This indication calls for the train crew to stop and then proceed at
restricted speed.

2 An approach medium indication calls for the train crew to proceed to
the next signal not exceeding medium speed.

CRTS Update #01-58
Saturday, January 23rd, 1999 at 16:10 EST

NORFOLK SOUTHERN TENATIVE LIST OF HARRISBURG DIVISION YARD JOBS:

NS Symbol Terminal Former Conrail Symbol

HM01 Abrams, PA YPAB-01 HM02 Abrams, PA YPAB-02 HM12 Abrams, PA YPAB-22 HM31 Abrams, PA YPAB-12 HA01 Allentown, PA YPEX-A1 HA10 Allentown, PA YPAL-10 HA11 Allentown, PA YPAL-11 HA13 Allentown, PA YPAL-13 HA15 Allentown, PA YPAL-15 HA20 Allentown, PA YPAL-20 HA2