This information is preliminary and subject to change.
On October 15, 2026, about 8:25 a.m. local time, Union Pacific Railroad train ZG2LC-14 experienced a derailment involving 37 railcars (railcars 17 through 53) at milepost 330.87 of the Pratt Subdivision near Greensburg, Kansas. The track ran parallel to US Route 400. The train consisted of 3 head-end locomotives, 2 midtrain distributed-power locomotives, and 171 loaded railcars carrying intermodal and automotive railcars. No hazardous materials were released, and no injuries were reported. At the time of the accident, there was light rain with overcast skies, and the temperature was 52˚F. Estimated damages were about $2.4 million.
The train was traveling west with a crew consisting of a conductor and an engineer. The train was operating under signal indications with active positive train control and an energy management system. As the train approached Greensburg, event recorder data indicated the train was traveling about 56 mph with energy management system active and both the head-end and distributed-power locomotives operating in throttle notch 8 when the train received a penalty brake application.[1] The train then decelerated to a stop. While stopped, the engineer verified that communication between the distributed-power locomotives and the end-of-train-device remained intact and recovered the train’s brake pipe pressure.[2] He then resumed the trip; however, shortly afterward, the train experienced an undesired emergency brake application and abruptly stopped.[3] The conductor subsequently observed the derailed railcars and notified the engineer.
National Transportation Safety Board (NTSB) investigators examined the derailed equipment and track structure, conducted mechanical inspections, reviewed locomotive event recorder data, signal and dispatching records, and completed interviews. All aspects of the accident remain under investigation while the NTSB determines the probable cause and ways to prevent similar accidents.
Parties to the investigation include the Federal Railroad Administration; Union Pacific Railroad; the Brotherhood of Locomotive Engineers and Trainmen; the International Association of Sheet Metal, Air, Rail, and Transportation Workers – Transportation Division; and the Brotherhood of Maintenance of Way Employes.[4]
- (a) An energy management system is an automated system that manages throttle and braking inputs to control in-train forces, improve fuel efficiency, and reduce equipment wear. (b) Throttle notch 8 is the highest locomotive throttle setting. It produces the maximum available tractive effort and horsepower. (c) A penalty brake application is an automatic brake application initiated by a locomotive safety system that results in a reduction of brake pipe pressure and the application of train brakes.
- Recovering brake pressure restores brake pipe pressure after a brake application to recharge and release the train’s air brake system.
- An undesired emergency brake application is an unintended loss of brake air pipe pressure, such as from a train separation, ruptured air hose, brake system defect, or other interruption of brake pipe continuity, resulting in the automatic emergency application of the train’s brakes.
- The Brotherhood of Maintenance of Way Employes spells “employees” with one e.
