BNSF Railway (reporting markBNSF) is the largest freight railroad in the United States. One of six North American Class I railroads, BNSF has 36,000 employees,[1] 33,400 miles (53,800 km) of track in 28 states, and over 8,000 locomotives.[2] It has three transcontinental routes that provide rail connections between the western and eastern United States. BNSF trains traveled over 169 million miles (272 million kilometers) in 2010, more than any other North American railroad.[3]
The BNSF Railway Company is the principal operating subsidiary of parent company Burlington Northern Santa Fe, LLC. Headquartered in Fort Worth, Texas, the railroad's parent company is a wholly owned subsidiary of Berkshire Hathaway, Inc., of Omaha, Nebraska.[4] The current CEO is Kathryn Farmer.[5]
According to corporate press releases, the BNSF Railway is among the top transporters of intermodal freight in North America. It also hauls bulk cargo, including coal.
The creation of BNSF started with the formation of a holding company on September 22, 1995. This new holding company purchased the Atchison, Topeka and Santa Fe Railway (often called the "Santa Fe") and Burlington Northern Railroad, and formally merged the railways into the Burlington Northern and Santa Fe Railway on December 31, 1996.[6] On January 24, 2005, the railroad's name was officially changed to BNSF Railway Company using the initials of its original name.[7]Warren Buffett's Berkshire Hathaway acquired BNSF Railway in February 2010, obtaining all of its shares and taking the company private.
BNSF Dash 9-44CW #1041 leading a manifest freight train northwest of Shallowater, Texas, running on former ATSF railroad tracks that run parallel to U.S. Route 84 as they cross the high plains of the Llano Estacado. Immediately behind the locomotive are cars painted in the old Burlington Northern livery.
GE Dash 9-44CW 4464 leads a container train through Winslow, Arizona, in the rain on the BNSF Southern Transcon in Northern Arizona.
On June 30, 1994, BN and ATSF announced plans to merge.[10][page needed] They were the largest and smallest (by track mileage) of the "Super Seven", the seven largest of the then-twelve U.S. Class I railroads. The long-rumored announcement was delayed by a disagreement over the disposition of Santa Fe Pacific Gold Corporation, a gold mining subsidiary that ATSF agreed to sell to stockholders.[11] This announcement began the next wave of mergers, as the "Super Seven" were merged down to four in the next five years. The Illinois Central Railroad and Kansas City Southern Railway (KCS), two of the five "small" Class Is, announced on July 19 that the former would buy the latter,[12] but this plan was called off on October 25. The Union Pacific Railroad (UP), another major Western system, started a bidding war with BN for control of the SF on October 5.[13] The UP gave up on January 31, 1995, paving the way for the BN-ATSF merger.[14] Subsequently, the UP acquired the Southern Pacific Transportation Company (SP) in 1996, and Eastern U.S. systems CSX Transportation and Norfolk Southern Railway split Conrail in 1999.[citation needed]
Ex. Burlington Northern BNSF SD40-2, sitting in Galveston, Texas, alongside many other locomotives.
On February 7, 1995, BN and ATSF heads Gerald Grinstein and Robert D. Krebs both announced that shareholders had approved the plan, which would save overhead costs and combine BN's coal and ATSF's intermodal strengths. Although the two systems complemented each other with little overlap,[15] in contrast to the Santa Fe-Southern Pacific merger, which failed because it would have eliminated competition in many areas of the Southwest, BN and ATSF came to agreements with most other Class I's to keep them from opposing the merger. UP was satisfied with a single segment of trackage rights from Abilene, Kansas, to Superior, Nebraska, which BN and ATSF had both served. KCS gained haulage rights to several Midwest locations, including Omaha, East St. Louis, and Memphis, in exchange for BNSF getting similar access to New Orleans. SP, initially requesting far-reaching trackage rights throughout the West,[16] soon agreed on a reduced plan, whereby SP acquired trackage rights on ATSF for intermodal and automotive traffic to Chicago, and other trackage rights on ATSF in Kansas, south to Texas, and between Colorado and Texas. In exchange, SP assigned BNSF trackage rights over the former Chicago, Rock Island and Pacific Railroad between El Paso and Topeka and haulage rights to the Mexican border at Eagle Pass, Texas.[17]RegionalToledo, Peoria and Western Railway also obtained trackage rights over BN from Peoria to Galesburg, Illinois, a BN hub where it could interchange with SP[18] (which had rights on BN dating from 1990[19]). The Interstate Commerce Commission (ICC) approved the BNSF merger on July 20, 1995 (with final approval on August 23), less than a month before UP announced on August 3 that it would acquire SP.[20] Parents Burlington Northern Inc. and Santa Fe Pacific Corporation were acquired on September 22, 1995, by the new Burlington Northern Santa Fe Corporation. The merger of the operating companies was held up by issues with unions;[21] ATSF merged on December 31, 1996, into BN, which was renamed the Burlington Northern and Santa Fe Railway Company.[22]
Effect of UP-SP merger
Union Pacific's merger with Southern Pacific further enlarged the combined BNSF network. Unlike BN and ATSF, UP and SP had significant overlap, where the end of competition between the two risked creating a monopoly for freight carriage in much of the West. UP and BNSF announced in late September 1995 that, in exchange for BNSF not opposing the merger, it would obtain ownership of 335 miles (539 km) of line and about 3,500 miles (5,600 km) of trackage rights to reach these "two-to-one" shippers. Significant additions included rights over SP's Central Corridor from Denver via the Moffat Tunnel and Salt Lake City, and over Donner Pass, to the San Francisco Bay Area, with an alternate route through the Feather River Canyon along UP. The ATSF trackage in California's Central Valley was linked to BN's line into Oregon, through trackage rights over UP between Stockton and Keddie and acquisition of UP's section of the "Inside Gateway" to the beginning of BN trackage at Bieber. In Texas, BNSF received rights in several directions from the Houston area: west over UP to San Antonio, with a branch to Waco, and continuing over SP to Eagle Pass (replacing the haulage rights they had just obtained); south over UP to Brownsville; east over SP to New Orleans (including the purchase of this line east of Lake Charles); and northeast over SP to Memphis with a branch on UP to Little Rock. Ownership of a short connection between Waxahachie and Dallas also went from UP to BNSF. UP, in return, got a few short sections of trackage rights over BNSF, mainly connecting the SP at Chemult to the UP at Bend, Oregon, and connecting the SP at Mojave, California with existing UP rights on ATSF at Barstow, California.[23][24] On April 18, 1996, UP, BNSF, and the Chemical Manufacturers Association entered into an agreement giving BNSF rights over the UP line between Houston and East St. Louis, paralleling the Houston-Memphis SP line, and allowing BNSF to participate in the UP's plan for directional running, in which each line would serve through trains in only one direction.[25][26] The Surface Transportation Board, successor to the ICC, approved the UP-SP merger on July 3,[27] and UP control of SP took effect on September 11, 1996.[28] BNSF trackage rights operations began on the Central Corridor on October 10, and soon thereafter on other lines.[29]
BNSF continued projects started by its predecessors, most notably BN's work on reopening Stampede Pass. BN had closed Stampede Pass, the Northern Pacific Railway's main line across Washington, in 1984, in favor of the ex-Great Northern Railway's Stevens Pass. BN never abandoned the line and began rehabilitating it in early 1996, and the route reopened in early December, relieving the crowded Stevens Pass.[30] The ex-ATSF main line, now known as the Southern Transcon, has also seen steady work to add tracks, giving BNSF more capacity on this major intermodal route.[31]
Attempted merger with CN
On December 20, 1999, BNSF and the recently privatizedCanadian National Railway announced plans (STB Finance Docket No. 33842Archived 2016-03-03 at the Wayback Machine) to combine as subsidiaries of a new holding company, North American Railways, which would control about 50,000 miles (80,000 km) of railroad. With CN's lines located primarily in Canada and, through subsidiary Illinois Central Railroad, on a north–south corridor near BNSF's eastern edge, the two systems had little overlap. The combination would have benefited both companies by expanding available cash for capacity improvements, and allowing for longer single-system movements. Shippers and the Surface Transportation Board expressed concern and surprise about the timing, since the merger that produced BNSF had been the only one in the 1990s that did not cause severe deterioration in service.[32] The STB imposed on March 17, 2000, a 15-month moratorium (STB Ex Parte No. 582Archived 2016-03-03 at the Wayback Machine) on mergers involving any two Class I railroads, citing widespread opposition not only to the merger but its effects, likely starting the final round of mergers into two big systems. BNSF and CN immediately turned to the U.S. Court of Appeals,[33] which on July 14 ruled that the STB's right to regulate mergers allowed a moratorium, and the two railroads called off the merger.[34] The STB released its final rules (STB Ex Parte No. 582 (Sub-No. 1)Archived 2016-03-03 at the Wayback Machine) on June 11, 2001, requiring any new application to merge two Class I railroads, with the exception of smaller Kansas City Southern Railway, to demonstrate that competition would be preserved and address effects of defensive moves by other carriers.[35] No further Class I mergers would take until the merger between Kansas City Southern and Canadian Pacific in April 2023, creating the Canadian Pacific Kansas City Railway.[36][37][38]
Acquisition by Berkshire Hathaway
The Burlington Northern Santa Fe Corporation was incorporated in 1993 to facilitate the merger of Burlington Northern, Incorporated, parent of the Burlington Northern Railroad, and Santa Fe Pacific Corporation, which owned the Atchison, Topeka and Santa Fe Railway (Santa Fe).[39] The corporate merger was consummated on September 22, 1995, at which point shareholders of the previous companies became shareholders of BNSF and the two companies became wholly owned subsidiaries of BNSF.[39] In December 1996, the two holding companies and two railroads were formally merged, and in January 1998 the remaining intermediate holding company was folded into the railroad.
Robert D. Krebs of Santa Fe Pacific was president of BNSF from the merger until 1999, chief executive from the merger until 2000, and chairman from 1997 until 2002. He was succeeded in all three positions by Matthew K. Rose.
On November 3, 2009, Berkshire Hathaway made a $26 billion offer to buy the remaining 77.4% of Burlington Northern Santa Fe Corporation it did not already own, valuing the purchase at $34 billion. The deal, which including Berkshire's previous investment and the assumption of $10 billion in Burlington Northern debt brings the total value to $44 billion.[40] Consummated February 12, 2010, it is the largest acquisition in Berkshire Hathaway's history.[41]
The deal was structured so that the Burlington Northern Santa Fe Corporation would merge with and into R Acquisition Company, LLC, an indirect, wholly owned subsidiary of Berkshire Hathaway. The deal closed on February 12, 2010, and at the same time, the now merged company changed its name to Burlington Northern Santa Fe, LLC that remains an indirect, wholly owned subsidiary of Berkshire Hathaway.[42]
Acquisition of Montana Rail Link
In January 2022, BNSF agreed to purchase Montana Rail Link, a private company, for $2 billion, through an "early lease termination".[43][44][45] The return to BNSF control required the approval of the Surface Transportation Board,[46][47] which was approved on March 8, 2023.[48] The railroad had over 900 miles (1,400 km) of track,[49] and served 100 stations. The main classification yard was in Laurel, Montana, with smaller yards in Missoula, Billings, Bozeman and Helena.[50]
BNSF took over MRL operations on January 1, 2024.[51] This absorbed the MRL into BNSF, integrating MRL operations, technology and personnel. All 1,200 employees were offered employment with BNSF.[52]
Operations
Markets and services
The BNSF 'heritage' logo found on an EMD SD70MAC. The colors of the logo represented the railroads that are part of BNSF
With BNSF's large system, it hauls many different commodities, most notably coal and grain, as well as intermodal freight.
BNSF ES44DC 7402 leads a train of Boeing 737 fuselages at Greenwood, Nebraska in October 2014.An eastbound BNSF Railway train passes some maintenance of way equipment in Prairie du Chien, Wisconsin, August 8, 2004. The lead unit is painted in the Heritage II scheme.
For administrative purposes, BNSF is divided into two regions and ten operating divisions. The North Region includes the Montana, Northwest, Twin Cities, Heartland and Powder River divisions. The South Region includes the Red River, California, Chicago, Kansas and Southwest divisions. Each division is further divided into subdivisions, which represent segments of track ranging from 300-mile (480 km) mainlines to 10-mile (16 km) branch-lines. The former Texas and Gulf divisions were combined into the Red River Division, and the former Springfield and Nebraska divisions were combined into the Heartland Division, in the spring of 2016.
Not including second, third and fourth main-line trackage, yard trackage, and siding trackage, BNSF directly owns and operates over 24,000 miles (39,000 km) of track. When these additional tracks are counted, the length of track which the railway directly controls rises to more than 50,000 miles (80,000 km).
Additionally, BNSF Railway has gained trackage rights on more than 8,000 miles (13,000 km) of track throughout the United States and Canada. These rights allow the BNSF to operate its own trains with its own crews on competing railroads' main tracks. BNSF locomotives also occasionally show up on competitors' tracks throughout the United States and Canada by way of leases, mileage equalizations, and other contractual arrangements.
BNSF operates various facilities all over the United States, plus a yard in Winnipeg, to support its transportation system. Facilities operated by the railway include yards and terminals throughout its rail network, system locomotive shops to perform locomotive service and maintenance, a centralized operations center for train dispatching and network operations monitoring in Fort Worth, and regional dispatching centers.
BNSF Railway also operates numerous transfer facilities throughout the western United States to facilitate the transfer of intermodal containers, trailers, and other freight traffic. BNSF Railway has direct control over a total of 33 intermodal hubs and 23 automotive distribution facilities.
The BNSF mechanical division operates 13 locomotive maintenance facilities that perform preventive maintenance, repairs and servicing of equipment. The largest of these facilities are located in Alliance, Nebraska and Argentine Yard in Kansas City, Kansas. The mechanical division also controls 46 additional facilities responsible for car maintenance and daily running repairs.
The BNSF system mechanical division, a subset of the mechanical division, operates two maintenance-of-way work equipment shops, responsible for performing repairs and preventive maintenance to BNSF's track and equipment, in Brainerd, Minnesota and Galesburg, Illinois. The system mechanical division also operates the Western Fruit Express Company's refrigerated car repair shop in Spokane, Washington.
On October 1, 2022, BNSF Railway announced plans to construct a $1.5 billion state of the art master planned rail facility in Southern California, the first such facility developed by a Class I railroad. The Barstow International Gateway, encompassing approximately 4,500 acres (1,800 ha, 7.0 sq mi), an integrated rail facility, will be located on the west side of Barstow, California. This new facility, when built, will enable more efficient rail operations from the Port of Los Angeles and Port of Long Beach to trains for transport through the Alameda Corridor onto the BNSF mainline to the new facility, and then move across the nation on the eastbound BNSF route network.[57][58]
Pasco Yard
Large freight car hump yards are located throughout the BNSF system.[59]
A second-generation Electro-Motive Diesel (EMD) yard-switching engine at Hobson Yard in Lincoln, Nebraska. This is EMD GP28-2 (GP28M) low emissions BNSF H4 1524.
The Southern Transcon runs between Los Angeles and Chicago. The 2006 BNSF Annual Report states: "We also added about 33 miles of second main track on our main line between Chicago and Los Angeles. All but 51 miles (82 km) of this high-volume 2,200-mile (3,500 km) route were double track, as of the end of 2006. Last year, we ran 100 trains per day on this expanded main line, compared with 60 per day in 2000." Technically, it is not double tracked in mid-Kansas where two routes are used: Mulvane to Wichita to Newton to Emporia for primarily eastbound traffic; Emporia to El Dorado to Augusta to Mulvane for primarily westbound traffic. In 2008, BNSF completed nearly sixteen miles (26 km) of a third main track through Cajon Pass in Southern California, increasing capacity on the transcontinental main route between Chicago and Los Angeles from 100 to 150 trains per day. BNSF started adding a second main track in Abo Canyon (east of Belen, New Mexico) the largest bottleneck on the Transcon with grading in 2008–2009, bridges in 2010 and signal work in late 2010 or early 2011. Approximately 1.7 million cubic yards (1.3 million cubic metres) of rock need to be excavated, mostly by blasting. The 2008 BNSF Annual Report states: "Following completion of the Abo Canyon project scheduled in 2011, our 2,200‑mile [3,540 km] Transcontinental Corridor between Southern California and Chicago will have only about 30 miles [48 km] of single track."[citation needed]
The Powder River Basin supplies forty percent of the coal in the United States. The 2008 BNSF Annual Report states that the quadruple track project was completed.
Operating divisions
The BNSF system is divided into 13 divisions grouped into three regions. Each division includes numerous subdivisions, normally comprising a single main line and branches.[63] A fourteenth division, Colorado, has been consolidated with the Powder River Division, except for the Casper and Cody Subdivisions, which were transferred to the Montana Division.
Bayard, Beatrice, Bellwood, Council Bluffs, Creston, Des Moines, Giltner, Hastings, Lester, Napier, Neb City, Omaha, Ottumwa, Ravenna, Sioux City, St. Joseph, Wymore
Akron, Angora, Big Horn, Black Hills, Boise City, Brush, Butte, Campbell, Canyon, Dalhart, Dutch, Front Range, Golden, Orin, Pikes Peak, Pueblo, Reno, Sand Hills, Spanish Peaks, Twin Peaks, Valley
The line used by New Mexico Rail Runner Express was sold to the state of New Mexico, but BNSF retained all freight rights on the line and operates freight trains as needed.
Metra's cars that were originally purchased by BNSF predecessor Chicago Burlington & Quincy have letterboards above the doors. In about 2011, about 15 of the remaining cars had the original "BURLINGTON" lettering restored, while the rest now read "BNSF RAILWAY". Other Metra cars assigned to BNSF have the current BNSF "swoosh" logo next to the door.
After the 2015 Oxnard train derailment, BNSF loaned 40 of their AC4400CWs to Metrolink while their Rotem cab cars received upgrades. These 40 units were converted to PTC. The locomotives have since been returned after the cab cars went back into service.[citation needed]
As one of the leading supporters of the Operation Lifesaver program to promote safety at railway crossings and rights-of-way, the BNSF Railway, in 2000, established a grade-crossing closure program. This program, in which BNSF works with communities and landowners to identify unnecessary or redundant crossings, has helped close more than 2,900 of BNSF's railway crossings throughout the United States. Due to the program, BNSF has been the industry leader in lowering the number of grade-crossing collisions.
BNSF contracts with News Link, a small business in Lincoln, Nebraska, to publish employee newsletters focused on safety for some of the railroad's divisions and shops. These newsletters vary in length from four to 28 pages, published ranging from monthly to quarterly.
In 2014, the Occupational Safety and Health Administration ordered BNSF to pay over $526,000 to workers who had been terminated in 2010 and 2011 after revealing workplace injuries at the terminal in Havre, Montana, which is in contravention of provisions of the Federal Railroad Safety Act protecting whistleblowers.[66]
In August 2016, a "huge number" of used hypodermic drug needles were found along a BNSF railroad bridge in between the University Park and St. Johns neighborhoods of Portland, Oregon that has become an encampment for homeless individuals. According to a conductor quoted by The Oregonian "Pretty much see people down there at all hours of the night. We report them but nobody does anything."[67]
In March 2024 the company furloughed 360 mechanical workers, a small percentage of the railroad’s 37,000 employees, but enough to encourage a condemning letter from the Transportation Trades Department labor coalition calling on the Federal Railroad Administrator to increase inspections. The unions maintain that these cuts will make it difficult for BNSF to finish needed repairs and inspections of its rolling stock.[68] In a letter dated March 2024 sent to the FRA, the Shop Craft Unions at BNSF urged the Administration look at “…safety and maintenance issues” in the railroad industry, presenting evidence of a 41% decrease in repair and maintenance departments since 2015. BNSF shippers complain that shipments to the US Northwest have seen delays, most citing lack of enough crew as the reason. They also complained of high rates for secondary shuttle freight.[69]
Equipment
According to the 2007 BNSF Annual Report, at the end of 2007 the railway had more than 40,000 employees; 6,400 locomotives (8,359 as of 2018); and 85,338 freight cars (72,369 as of 2018).
Broken down by specific kind of car, the BNSF owned:
At the end of 2007, the average age (from date of manufacture) was 15 years for the BNSF's locomotive fleet and 14 years for the freight car fleet.
On January 24, 2006, BNSF announced a US$2.4 billion program of infrastructure upgrades for 2006. The upgrade program includes: double- and triple-tracking 40 miles (64 km) of track and a second mainline track through New Mexico's Abo Canyon on the former ATSFtranscontinental line; expanding the Lincoln, Nebraska, classification yard and double- and triple-tracking 50 miles (80 km) of track in Wyoming's Powder River Basin region; expansions at eight of the railroad's larger intermodal facilities, and extending many sidings and expanding and improving refueling facilities. In making the announcement, BNSF chairman Matthew K. Rose cited improvements in the company's return on invested capital and expressed hope for continued improvement.[70] In March 2008, the railroad was completing the triple-tracking of Cajon Pass in California, creating four tracks through the pass—three BNSF (former Santa Fe and newly installed) and one Union Pacific (former Southern Pacific).
Most of BNSF's high-horsepower road locomotives are painted in "Heritage" schemes – primarily based on BN predecessor Great Northern Railway's colors of Omaha Orange and Pullman Green, with yellow striping and silver underframes. Since 2005, BNSF's locomotives feature black instead of dark green paint.
Many locomotives retain their original paint schemes, but this is gradually changing, as these units are now either being retired, or rebuilt and repainted in the Heritage III and Heritage IV schemes, respectively.
Common locomotive paint schemes
BNSF Warbonnet
ATSF “Yellowbonnet” with Santa Fe lettering, also lettered for BNSF
BN "Cascade Green" scheme lettered for BNSF
BN "Grinstein" Executive scheme lettered for BNSF
Heritage I or H1
Heritage II or H2
Heritage III or H3
Heritage IV or H4
The first locomotive to bear BNSF lettering was BN SD70MAC No. 9647, introduced in late August 1995, just as the Interstate Commerce Commission was approving the merger. VMV Enterprises in Paducah, Kentucky painted it in a one-of-a-kind commemorative scheme, combining Santa Fe's "Warbonnet" with BN's "Executive" colors of dark "Grinstein green" and cream. It was nicknamed the "vomit bonnet" by railfans. "BNSF" replaced "SANTA FE" on the front of the unit, and "Burlington Northern Santa Fe" was painted on the side.[71] The locomotive has since been repainted into the standard Heritage III livery.
BNSF logo adopted in 1996
By January 1996, BNSF had begun painting locomotives originally ordered for BN and ATSF patched with “BNSF” on the front and sides.[72] Then, in late May, the company introduced a new design on BN SD60M 9297, painted mainly in BN predecessor Great Northern Railway's pre-1967 colors of orange and dark "Pullman green," but also incorporating red and silver, and said to represent all major BN predecessors and Santa Fe. On the front was a new logo, placing "Burlington Northern Santa Fe Railway" in the Santa Fe cross. Some of the striping details were different on each side,[73] and employees voted for the simpler right-side design, which, with some minor changes, became the new scheme,[74] replacing the BN colors. However, president and CEO Robert Krebs said the railroad was big enough for two designs, and Santa Fe's "Warbonnet" (with "BNSF" instead of "Santa Fe" on the front[75]) remained alongside the new Heritage I scheme.[76]
On January 24, 2005, as part of its tenth-anniversary celebration, the Burlington Northern and Santa Fe Railway was renamed BNSF Railway and adopted a new logo.[77] By March, the logo had been applied to the sides and fronts of six ES44DCs,[78] and on April 11, BNSF officially chose the design it had applied to No. 7701.[79] The New Image scheme is also referred to as Heritage III.[80]
Since 2006, BNSF's locomotives designated for yard work or local trains have been painted in the Heritage IV scheme. Somewhat of a simplified form of the Heritage III scheme, Heritage IV is virtually identical to the original Heritage I scheme, with black instead of dark green, and the current BNSF logo.
^"Our People". BNSF Railway and Burlington Northern Santa Fe, LLC, Officers. Archived from the original on June 27, 2021. Retrieved June 20, 2021.
^EuDaly, Kevin; Jessup, Steve; Schafer, Mike; Boyd, Jim; McBride, Andrew; Glischinski, Steve (2016). The Complete Book of North American Railroading. New York, NY: Crestline. p. 74. ISBN978-0-7858-3389-5.
^ abMiddleton, William D.; MORGAN, RICK; Diehl, Roberta L. (2007). Encyclopedia of North American Railroads. Bloomington, Idiana: Indiana University Press. p. 220. ISBN978-0-253-02799-3.
^Bryant, Keith; Frailey, Fred W. (2020). History of the Atchison, Topeka and Santa Fe Railway. Lincoln: University of Nebraska Press. ISBN978-1-4962-2271-8.
^"Railroad News". Trains. September 1994. pp. 14–16.
^Michael W. Blaszak, Illinois Central, KCS seek a potent union, Trains, October 1994, pp. 14–16
^Don Phillips, UP vies for Santa Fe; IC+KCS called off, Trains, January 1995, pp. 20–24
^For a general guide to the railroad, see Del Grosso, "Montana Rail Link Trackside Guide and Locomotive Directory" (1992, Great Northern Pacific Publications).
^BNSF Railway Twin Cities Division, Northern LightArchived 2012-03-01 at the Wayback Machine (employee newsletter), March 2009: "The Mobridge Subdivision from Aberdeen to Hettinger ceded from Twin Cities Division to the Montana Division Jan. 20 to break down territory in the region, allowing for better coverage."
^"Lake Ashtabula Segment". North County Trail Association – Sheyenne River Valley Chapter. Archived from the original on August 11, 2015. Retrieved August 1, 2015.
Railroads in italics meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no freight component.
BNSF Warbonnet
ATSF “Yellowbonnet” with Santa Fe lettering, also lettered for BNSF
BN "Cascade Green" scheme lettered for BNSF
BN "Grinstein" Executive scheme lettered for BNSF
Heritage I or H1
Heritage II or H2
Heritage III or H3
Heritage IV or H4
