Railroads are vulnerable to extreme weather conditions, and they need to prepare for winter’s onslaught well before operations and the flow of goods are affected. Innovative technologies are needed in critical areas of train operation and functionality. Several railroads and suppliers share with Railway Age how they ready themselves for sub-zero temperatures.
CPKC
“We pioneered railroading in the harsh Canadian winter,” CPKC tells Railway Age. “Challenging weather conditions can have a significant impact on railway operations. Each year, across our North American network, we plan for the challenges associated with railroading in extreme weather to mitigate the impacts to the extent possible so that we can continue delivering for our customers.”
As part CPKC’s winter weather contingency planning, the Class I analyzes weather data and meteorological models to forecast the type, severity, and geographical scope of anticipated winter conditions. While weather forecasts are not exact, they guide critical preparation efforts, CPKC noted. Winter plans are developed for each region, rail yard, and facility across the network, while assets and resources such as snow removal equipment and sand are strategically placed to facilitate rapid responses to winter weather. Contingency plans also address Operations, Engineering, Mechanical, and Operations Centre personnel.
“CPKC prioritizes winter preparedness to mitigate the significant challenges extreme weather poses to railway operations. Operational adjustments, such as implementing shorter train lengths in certain conditions, are required to maintain safety, which always must be the priority,” the Class I said. CPKC says it continues to invest in the people, equipment, and infrastructure needed to safely and efficiently transport traffic throughout the winter and all other seasons. These investments, CPKC adds, “have achieved significant improvements to the capacity and resiliency of the railway network during the winter period and all year round.” For example, this year, CPKC is taking delivery of 100 new Tier 4 locomotives.
“Collaboration with customers complements these efforts by preparing facilities for winter weather. Safety here remains a cornerstone, with measures like snow and ice removal prioritized throughout the rail network.”
CSX
The CSX winter readiness strategy is a coordinated effort led by the Class I’s engineering and mechanical teams with a strong focus on employee and operational safety, CSX tells Railway Age. As winter weather can pose operational challenges for the transportation industry, CSX takes a proactive approach to seasonal preparedness to ensure its network remains resilient and safe.
This, CSX says, includes ensuring employees are ready for cold-weather conditions, aware of emergency procedures, and equipped with the proper personal protective equipment, such as boot spikes and thermal gear. Walking paths are routinely inspected for hidden hazards, and salt is strategically placed to mitigate slips and falls.
Rail infrastructure is inspected and winterized, and key assets like switch heaters, snow blowers, and generators are tested and staged for rapid deployment. During the spring and summer months, switch heaters are upgraded, and new heaters are installed at additional locations. This year, CSX installed more than 30 new heaters across its network in high traffic locations like Chicago, Indianapolis, Cincinnati, Louisville, and Philadelphia.
CSX’s preparedness strategy also includes exploring innovations that enhance winter operations, the Class I said. “We leverage advanced technologies, including dual electric and propane switch heaters, to effectively reduce weather-related disruptions. CSX works closely with our customers and other railroads to coordinate traffic flows and maintain fluidity across our network during peak winter conditions.”
Norfolk Southern
“As a Class I railroad, we know that winter weather can pose serious challenges to our operations. That’s why we take a proactive, system-wide approach that begins in the summer to ensure we’re ready to keep freight moving safely and efficiently—even in the harshest winter conditions,” NS tells Railway Age.
Safety is a core value at NS, the class I says. “It is the lens through which we make every decision. Every employee is empowered with the authority to speak up and stop operations if there are questions or concerns. Our railroaders are given clear roles and responsibilities for servicing customers during challenging winter conditions. Teams conduct regular site audits to safely streamline snow and ice removal.
“We install and maintain switch heaters across our network to prevent ice and snow from freezing critical track components. In areas prone to drifting snow, we use snow fences and windbreaks to reduce accumulation. We also prioritize drainage maintenance to prevent flooding and ice buildup from snowmelt.
“Our mechanical teams work ahead of the season to winterize locomotives and railcars. That includes inspecting and insulating air brake systems, using fuel additives to prevent gelling, and ensuring batteries and electrical systems are cold-weather ready. We also conduct cold weather testing on new equipment to ensure it performs reliably in extreme conditions.
“We use remote sensors to monitor track temperature, rail stress, and switch status in real time. In some areas, we deploy drones to inspect hard-to-reach or snow-covered infrastructure. Our predictive analytics tools (DTI portals and ATGMS technology) help us anticipate weather impacts and adjust operations before disruptions occur.
“When temperatures drop, we may shorten train lengths or adjust speeds to reduce the risk of break-apart. We also pre-stage snow removal equipment and mobile response teams in high-risk areas. Our dispatchers use contingency routing plans to reroute traffic around blocked or congested corridors.
“We work closely with our Class I peers to coordinate traffic flows and share resources during major winter events. Through joint dispatch centers and data-sharing platforms, we stay aligned and responsive across the broader rail network.”
Genesee & Wyoming
Winter preparedness across G&W’s U.S. railroads most impacted by winter weather (namely those in the Northeast and upper Midwest, as well as through South Dakota, Kansas, and Utah) begins in late summer/early fall with the following activities:
- Conduct industry audits to ensure the ground is free of debris that snow would otherwise cover up and cause a hazard.
- Pre-order supplies such as switch brooms, winter boots, hats, hand warmers and gloves.
- Dig out any dirt or mud that builds up on or near a switch, so the switch is less likely to freeze and is easier to operate when temperatures fall below freezing.
- Perform company vehicle audits to ensure compliance before winter.
- Ensure all switch heaters are in good working condition.
Just before the arrival of winter weather, G&W says it ensure there are salt buckets at the doorways and steps of the company’s office and depot locations and that switch brooms are available on locomotives.
“Our Safety Department reminds frontline employees of the importance of clothing layers and winter hydration,” G&W tells Railway Age. “Customer service sends an email to all customers with tips for winter preparedness; trainmasters communicate with interchange partners to ensure we have a good plan in place to avoid weather-related delays and congestion; and roadmasters communicate with snow removal contractors to ensure contracts are in place as needed.”
“In terms of actions related to interchanges, we increase communication with Class I partners, as well as the frequency of our interchanges with them,” G&W said. Some of this, the company adds, is due to increased business during this time but also to stay current on traffic and remain well prepared for weather-related disruptions and delays.
Examples of location-specific actions in the Northeast and Midwest include:
- Buffalo & Pittsburgh Railroad stages equipment at Buffalo, N.Y., and Caledonia, Pa., to mitigate heavy snow and ice build-up in area tunnels. BPRR also ensures its Snow Jet in Buffalo is operating and fueled up for use when heavy lake-effect snow hits.
- At G&W’s railroads along the Great Lakes, the company ensures teams are adequately prepared to suspend operations in the event of a lake-effect snow emergency that causes highway closures.
- Ensure tracks remain passable by operating trains and light power moves so Engineering can properly inspect tracks.
Hotstart
Hotstart has a variety of products that are designed specifically for locomotive idle reduction, the company tells Railway Age, whose APU5 product line runs off the onboard locomotive fuel supply to provide the locomotive with coolant and oil heat, battery charging, and cab heat without the need for shore power.
Additionally, Hotstart supplies shore power systems and battery chargers in numerous configurations for a variety of applications. “Saving on fuel is not the only benefit of equipping a Hotstart. Our products reduce the number of restarts on locomotives equipped with AESS, therefore limiting engine wear and tear,” the company says.
“Product reliability is of the utmost importance to our customers. In addition to reliability, ease of product installation, operation and maintenance is significant in keeping labor costs down, while freeing up mechanical crews to address other locomotive needs,” Hotstart notes. “On-time delivery is key to our customers staying on schedule. Hotstart acknowledges that a quick and knowledgeable customer service team is critical to providing a positive customer experience.”
Hotstart says it encourages customers to plan accordingly well before cold weather arrives. Prior to the winter months, the company recommends customers “ensure new equipment installations are done properly, perform any needed maintenance on existing equipment, replenish common replacement parts, and train appropriate personnel.” For financial preparedness, Hotstart says it is important to research available federal and/or state funding opportunities. Most of the available funds today are allocated for infrastructure needs; however, there are funds set aside for reducing emissions.
According to the company, several customers have secured local/state/federal funding to equip their locomotive fleets with Hotstart’s EPA “SmartWay”-verified equipment. Government funding, such as Diesel Emissions Reduction Act (DERA), financially assist railroads to procure idle reduction technologies that decrease fuel costs, emissions and engine wear. Such programs, the company says, allow railroads to install necessary equipment in advance of the winter months and avoid unfavorable fuel costs and emissions.
Hotstart says its product line is “constantly evolving.” From minor product enhancements to new product development, Hotstart says it “takes pride in continuously improving based on customer feedback and new available technologies. Our products have changed dramatically during our 80+ years of existence and will continue to do so as customers’ needs evolve. From PTC to PSR to hybrid locomotives, the rail industry has changed tremendously in the past few years. While the industry evolves, Hotstart will continue to be a leader in designing new technologies that help customers move the needle and reach their strategic goals. The future is bright.”
Rails Co.
Rails Co. produces a variety of railway switch snow removal devices—from low pressure (LP) and high pressure (RT) gas bar and manifold heaters—to hot air blowers in electric, gas, and oil configurations.
The bar and manifold gas heaters can operate manually or automatically via add-on ignition and sensor components, according to the company, which also designs and produces custom tubular electric heater control panels in AC and DC configurations for use with Rails Co. tubular electric heaters and other brands. “The hot air blowers and control panels use common, industrial components to better assure customers the availability of replacement parts,” Rails Co. tells Railway Age.
Rails Co. can build blowers and control panels to incorporate the customers’ own programmable logic controller (PLC), radio or Supervisor Control and Data Acquisition (SCADA) functionality. “In the spring, we recommend opening all circuit breakers and removing fuses that control heater power to the track switch running rails,” the company said. “All accessible electrical contacts, that may be exposed to humid air, are to be treated with an appropriate no-XO material to minimize oxidation. For winter preparation, consumable and long lead parts should be procured in advance for inventory. “Beginning early fall, we recommend exercising the heaters weekly—to check viability and loosen (break adhesions) moving parts (e.g., solenoids). Exercising them also mitigates insect and rodent accumulations.
“In 2024 we finished projects in Cleveland, Minneapolis, and Washington, D.C., (Purple Line), where we teamed with Siemens Mobility. We are negotiating other transit projects for 2025-2026. We are continuing to improve our product line for ease of maintenance and trouble shooting. Customers want products that are easy to use and easy to learn to use. They also want products that are more SCADA capable for remote operations, programming, and monitoring. “Most of our customers want open source for the SCADA package or that we incorporate the user’s package into our systems. Proprietary packages are not attractive. While our company is small, we are customer oriented and try to help solve customer problems, regardless of the revenue volume.”
Power Drives Inc.
PDI’s PowerHouse™ Hybrid is a locomotive idle reduction technology that heats and circulates engine coolant and oil maintaining a fluid temperature above 100 degrees F, thereby allowing the operator to shut down the prime mover.
According to the company, the PowerHouse™ Hybrid (U.S. EPA Smartway-verified), developed in response to customer needs, saves five to nine gallons of fuel per hour as compared to an idling locomotive. It also eliminates wear and tear on the locomotive engine and reduces noise and harmful emissions. The PowerHouse™ Hybrid can be powered in one of two ways—it can run off the locomotive batteries for up to seven days without starting the engine or it can be plugged into an external 120 VAC power source. When the PowerHouse™ Hybrid is powered by 120 VAC power, the integrated charging system charges the batteries.
“Customers want an idle reduction technology that does not require access to three-phase power or an additional engine to maintain,” PDI tells Railway Age. “They have also asked for a unit that is easy to install and can be installed on virtually any locomotive. The thinking among our customers has evolved based on experience that they have had with various versions of idle reduction technology,” which the company says, “can be installed at any time; however, it is best to get ahead and install these units in the off season.”
According to PDI, one Class I customer entered into a three-year contract to acquire these units on an ongoing basis to equip a significant portion of its fleet. Another customer installed 50 units, recording fuel savings of more than $1.5 million in one winter season.
New York Air Brake
New York Air Brake (NYAB), a subsidiary of Knorr-Bremse, offers the advanced CCBIIe (Computer Controlled Brake), a next-generation locomotive brake control system that’s now “smarter, more robust, and more cost-effective to operate and maintain,” the company tells Railway Age. Beyond its enhanced feature set, the CCBIIe incorporates upgraded materials and component designs that contribute to improved reliability and dependable performance—even in the extreme cold weather conditions.
To support operation in winter environments, NYAB Engineering—working with Knorr-Bremse’s Central Materials Laboratory—developed a new rubber compound for O-Rings and K-Rings, paired with Dow Corning Molykote M55 grease. This combination, NYAB says, delivers improved cold-weather durability, maintaining sealing performance at temperatures as low as -60°F. Testing shows the new compound retains performance up to four times longer than previous materials, with more than 12 times greater wear resistance. These enhancements, NYAB adds, are projected to reduce rubber-related failures and extend the usable life of brake system components by up to 60%.
“With these advancements, NYAB’s CCBIIe positions itself as a high-performance solution for railroads operating in the most demanding winter conditions,” the company said.
Wabtec
Wabtec’s Train Analysis Tool is helping railroads identify and resolve problems. The Train Analysis Tool remotely collects key parameters from all the locomotives in a consist. Analytics are used to identify the root cause of issues impacting propulsion and braking performance. The results are presented to “Diesel Doctors” at the Wabtec’s Mechanical Help Desk as a “Sense.” Senses help a Diesel Doctor quickly identify the root cause of problems reported by the train crew and provide feedback on how to resolve them.
For example, to accelerate identifying frozen blowdown valves, Wabtec incorporated analytics in the Train Analysis Tool to provide a Sense when it detects a possible frozen unit. This new Sense, the company says, is expected to have a significant impact during the upcoming winter season.
“The future is bright for the Train Analysis Tool as it evolves Train Level Diagnostics,” Wabtec notes. “The ability to monitor the entire train and pinpoint problems for crew or responder resolution results in service interruption reduction opportunities such as UDE (undesired emergency brake application) detection and prevention.”
Frozen engine blocks and locomotive components are a recurring winter problem for railroads, Wabtec tells Railway Age. Locomotives will occasionally not dump coolant water in below-freezing temperatures due to various failure modes. When this happens, the water expands into ice and can cause catastrophic engine damage. In many cases, railroads can spend more than $1 million per year on freeze-related damages.
After an extensive investigation and follow-up lab and field testing, Wabtec has launched “new and improved” AL-X Water/Coolant Drain Valves that are significantly better performing for specific failure modes compared to legacy designs. The new valves are available in Standard (DL2.1) and SAE (Magnum) thread sizes and both variants are now equipped with dome style handles. According to Wabtec, AL-X Drain Valves provide much better tamper resistance and have a proprietary T-handle attached to a magnetic flag to provide a clear indication when a valve is disabled. The AL-X Drain Valves are a plug and play solution requiring no modifications to the locomotives and they can also be applied to EMD locomotives.
Wabtec says it has completed its first winter of biofuel testing with positive results around the use of biodiesel and renewable diesel blends in cold weather. Fuel temperature testing in Erie, Pa., and field testing in Canada have shown that B20 manufactured to the appropriate cloud point can be used down to –40ºC with appropriate petroleum diesel blends. Wabtec’s engine and locomotive biofuel upgrade kits will be available in 2025 to support railroad decarbonization plans through use of up to B20 and R100. These kits, combined with Wabtec expertise, “can be used to support carbon reduction plans at railroads while maintaining operations even in cold weather,” the company notes.
Other technologies that Wabtec offers to help customers in winter operations include Advanced Rail Cleaner (ARC) Traction Antilock Braking System (TABS), and Sub-freezing AESS for increased fuel efficiency. Wabtec has been expanding its AESS solutions by developing new summer/winter algorithms to optimize fuel savings, shutdown time, and increase cold weather shutdown availability across customer platforms. “As AESS continues to increase fuel savings, it becomes even more important to protect lead acid batteries from failure,” the company said. “Cold weather can exacerbate battery problems leading to a locomotive’s failure to start. Wabtec’s new StartSaver ultra-capacitor system supplements the lead acid battery ensuring a successful locomotive start even in the harshest conditions. It also contributes to increased fuel savings with reduced battery charging time and lengthens the life of batteries by 50%.”
In addition, Wabtec works with customers to evaluate commonly used winter components and performs analysis on a yearly basis. In preparation for winter, Wabtec adjusts inventory levels for the winter season to protect operations and reduce equipment unavailability.
Railway Equipment Co.
RECo’s products, such as track switch heaters and remote monitoring systems, are designed to ensure smooth railway operations during harsh weather conditions, the company tells Railway Age. “With our remote monitoring capabilities you are able to troubleshoot remotely and know if your units are running as intended to ensure the switches stay clear during winter conditions.”
According to RECo, customers are increasingly seeking advanced monitoring solutions and energy-efficient products, reflecting a shift towards technology integration and sustainability. “There is also significant interest in our new redundant switch heater, which RECo has developed to use both Natural Gas/Propane and Electric, a first redundant system in the industry,” the company said.
There have been numerous installations of track switch heaters and remote monitoring systems in the past two years, enhancing winter preparedness for railways, RECo said. “We have seen a shift towards our GHAB Concentrator, which can aid in monitoring up to 12 switch heaters in one location, [feeding] this information back to the central office [and] providing real-time status updates on the heaters.”
RECo says it continually updates its products to incorporate the latest technology and improve efficiency, with new developments in remote monitoring and energy-efficient systems. “We have recently tested our first combo unit in two locations this past winter to optimize efficiency, as well as to improve fuel efficiency in remote areas,” the company tells Railway Age. “RECo is focusing on developing more sophisticated monitoring systems and eco-friendly heating solutions to meet evolving customer needs. We are particularly excited about test results of our new induction heating system and Combo units.”
Frauscher Sensor Technology USA Inc.
“Extreme cold and severe ice and snow events are on the rise, particularly dangerous when occurring in warmer climate areas that have difficulty handling this winter weather. Keeping a signaling system operating reliably in these conditions is obviously a priority for operators, since harsh weather can negatively impact systems that rely on shunting,” Frauscher tells Railway Age. “This significant problem can be alleviated by incorporating axle counters. Inputs to the system are provided via our IP68 rated wheel sensors that are immune to the effects of these conditions, providing robustness, high reliability and increased safety.”
“What our customers are asking for today is an answer that never changes. Every operator, whether freight or transit, has the safe operation of their signaling systems at the very top of their priority list—year in and year out. After meeting this basic need, in recent years operators have expressed the need for ways to merge and analyze data from various data points to better monitor their systems and gain the ability to recognize and fix issues before they cause issues,” the company said. “To meet this need, we have developed Frauscher Insights, an advanced diagnostic suite that recognizes and prevents potential failures at an early stage. It utilizes train detection data to enable warning and error messages on the dashboard and also provides an interactive track plan. This real-time display of system status makes fault detection more efficient, so that potential downtimes can be recognized at an early stage and possibly avoided.”
“Our recommendations for operators to properly prepare for the winter months is consistent from year to year. Addressing any concerns with individual trackside components by conducting required inspections or testing and maintenance where necessary is very important,” the company tells Railway Age. “The flexibility and compatibility of Frauscher systems allow for an individual unit to be replaced without replacing an entire line or system. For example, a track circuit that has previously had issues during winter weather can be replaced with two-wheel sensors that can be seamlessly incorporated into the track circuit system. Road salt, snow, ice and deteriorated track and ballast are particularly hard on some signaling technology. Inspecting the system before these conditions are present will allow needed replacements and fixes to be implemented before winter downtime events occur.”
Throughout the past 10 years that Frauscher has been in North America, the company has worked with operators and integrators to identify where the integrity of their signaling systems could be improved. A significant percentage of these discussions, Frauscher says, involved areas that experience severe winter conditions. “By eliminating the dependence on shunting, we have successfully implemented solutions ranging from primary train detection, grade crossings and switch protection, to triggering trackside equipment, for operators in Toronto, Edmonton, and Calgary in Canada to Minneapolis, Chicago, Alaska, Boston, and Philadelphia. As many of these systems have been in operation for several years, the operators continue to benefit from deploying axle counters that work reliably 12 months of the year.”
“Our commitment to continuously develop products and services that meet the needs of the industry is nearly four decades old,” the company said. “The growing and ever-changing effort to digitize rail operations, with the resulting plethora of available information, provides exciting opportunities to use that information to improve rail operations.” Frauscher Advanced Data Transmission FAdT is a versatile data transmission solution that can facilitate the exchange of any digital input-output data between different locations, supporting both vital and non-vital applications. It allows for the connection of various sensors and switches, bypassing the inherent limitations of each specific component. FAdT allows for the connection of any input or output device, supporting Ethernet-based transmission for a high-speed and reliable data exchange. Communication based on Frauscher’s proprietary protocol enables seamless data transfer between locations, or from a particular location to higher-ranking systems. “The FAdT is bidirectional, modular, expandable and scalable, empowering railway operators with greater flexibility. The robust hardware design ensures resistance to environmental conditions, resulting in a cost-efficient, durable, and reliable solution, even for winter use,” the company noted.
Frauscher says it devotes approximately 15% of revenue to R&D annually. Current innovations include Frauscher Insights and Frauscher Advanced Data Transmission FAdT. “Our goal remains to provide operators with the tools they need to run their networks as safely, smoothly and cost effectively as possible. We will continue to develop and introduce products and services to help operators achieve those goals,” the company said.
Thermon
Thermon’s array of snow-clearing devices are designed to reliably withstand even the harshest winter storms, the company tells Railway Age. By offering a variety of options such as electric elements, hot air blowers and high velocity ambient air blowers, “we ensure our customers have their selection of high performing products that are appropriate for their applications,” Thermon says. “Our SCD’s are designed with safety, efficiency and quality in mind to carry our customers through the winter and result in less maintenance, decreased down time and increased dependability.”
According to Thermon, buyers are looking for cost savings, decreased lead times and reliable quality products. “We have centralized our manufacturing to our San Marcos, Texas, facility to reduce costs, improve lead times and keep our quality superior to our competitors. We continue to work closely with the railroads to exceed their expectations and keep costs down while delivering dependable products consistently,” the company notes.
Thermon says it urges customers to plan early and order material ahead of winter to prepare for any unforeseen roadblocks that may arise. The company is currently working on its next generation of Hellfire gas fired blowers with trials expected to take place this winter. “We are revolutionizing our current design to include updated components, expanded communication capabilities, OLED character display + organized status LEDs, and a new forward-thinking design. We will continue our innovation efforts to ensure we are always staying ahead of the curve with our customer’s needs,” Thermon said.
ZTR
ZTR’s KickStart technology is built to solve one of the most critical challenges in cold weather: reliable locomotive starts. Available in two variants: KickStart Starting Assist and the more advanced KickStart Battery and Starting Manager (BSM), the solution supports starting reliability, protects battery health, and helps railroads minimize costly downtime during winter. By reducing the need for idling to recharge batteries, KickStart also supports Automatic Engine Stop-Start (AESS) systems like SmartStart, improving sustainability and fuel efficiency during harsh weather.
According to ZTR, customers are looking for more than just dependable engine starts—they want systems that can proactively manage battery health, reduce the need for manual intervention, and integrate seamlessly with AESS. The shift toward battery intelligence and cold-weather readiness has grown stronger over the past year, with increased demand for solutions that combine reliability, diagnostic visibility, and a fast return on investment. This evolution has made KickStart BSM particularly relevant for fleets operating in extreme climates, the company notes.
ZTR’s recommendations for railroad customers when it comes to preparing for winter months, include:
- Equipping locomotives with starting assist technology to prevent cold weather start failures.
- Reducing battery-related strain by integrating systems that support reliable starts and preserve battery life.
- Monitoring voltage behavior during cranking to identify early warning signs of potential failures.
- Ensuring compatibility across locomotive platforms to enable faster deployment and simplified maintenance.
- Working with solutions that complement AESS strategies to reduce unnecessary idling while maintaining readiness.
In the past year, ZTR has initiated KickStart BSM pilot programs with two Class I railroads operating in winter-prone territories. These pilots, the company says, have focused on improving battery-related starting performance in challenging weather, with successful results in reducing cranking voltage drop and electrical charge ripple. “We have even published case studies on these results,” ZTR tells Railway Age. “Customers have chosen KickStart BSM to improve cold-weather reliability, streamline winter readiness efforts, and better align with fuel and emissions reduction goals.”
KickStart BSM is an evolution of ZTR’s KickStart technology. It combines supercapacitor-based starting assist with intelligent battery and power management. This includes hotel load shedding, real-time voltage monitoring, and improved cranking support. The system is designed to reduce battery-related start failures, maximize battery lifespan, and support consistent performance across varying locomotive types during winter.
ZTR says it continues to enhance the KickStart BSM platform with capabilities that go beyond starting assist. A key area of development is integration with ZTR’s Vision platform, enabling remote monitoring, performance tracking, and actionable insights. According to the company, operators will be able to:
- Monitor starting system behavior and battery health in real time.
- Track fuel savings and reduced idling over time.
- Gain operational insights through historical trend data.
- Receive system recommendations to optimize performance.
These additions, ZTR says, are designed to give railroads greater visibility and control over their locomotive fleets—supporting smarter maintenance decisions and continuous improvement in winter and year-round operations.
