Release Date 18 March 2026

On February 22, 2026, about 11:00 a.m. local time, Illinois Central Railroad Company (IC) mixed freight train Z19491-21 reversed on main track 1 during a switching operation and struck stationary Amtrak passenger train 59-21 at milepost 9.6 on the Shelby Subdivision near Memphis, Tennessee.[1] The IC train consisted of 2 head-end locomotives and 82 railcars and was crewed by a conductor and engineer. The Amtrak train consisted of one locomotive and seven railcars; it was crewed by 7 Amtrak employees and had 118 passengers on board. The IC train was shoving north about 10 mph on main track 1 when it struck the Amtrak train’s locomotive on the same track.[2] When interviewed by the National Transportation Safety Board, the IC crew said that they interpreted the collision as resistance from an air brake problem, pulled forward, and reversed again. This movement ended about 3 minutes after the first collision in a second, lower-speed collision with the Amtrak locomotive. The collisions resulted in minor injuries to two Amtrak employees and two passengers. No other injuries were reported. Visibility conditions at the time of the collision were daylight and clear; the weather was 41°F with no precipitation.

​The Amtrak train was southbound from Chicago to New Orleans, a route that includes other railroads’ track. The main track in the area of accident was owned and operated by IC. It was equipped with a positive train control system, and train movements were coordinated by Canadian National Railway dispatch in Homewood, Illinois.[3] Shortly before the collision, the Amtrak train advanced past a restricting signal into the block where the IC train was switching. A restricting signal allows a train to proceed at restricted speed, meaning the crew must be prepared to stop within one-half their range of vision and must not exceed 20 mph (see Title 49 Code of Federal Regulations 236.812). The Amtrak crew stopped their train when they observed the IC train ahead.

​​Before the collision, the IC crew obtained dispatcher permission to conduct switching operations in the accident area, set out 21 railcars on main track 1, moved south to enter an intermodal yard, and picked up 61 railcars. They then reversed northward and recoupled with the 21 railcars. The conductor directed this coupling movement from the ground. After coupling, the crew kept shoving north to pick up the conductor with the lead locomotive but collided with the Amtrak train before the locomotive reached him. 

All aspects of the collision remain under investigation while the National Transportation Safety Board determines the probable cause with the intent to issue safety recommendations to prevent similar events.

Parties to the investigation include:

• the Federal Railroad Administration; 
  
• Tennessee Department of Transportation; 
• Amtrak; 
• Canadian National Railway Company; 
• American Train Dispatcher Association; 
• Brotherhood of Locomotive Engineers and Trainmen; and 
• International Association of Sheet Metal, Air, Rail and Transportation Workers.