BNSF Chairman and CEO Matt Rose Tuesday said Carl Ice has been promoted to the newly created position of President and Chief Operating Officer, overseeing operations, marketing, and technology services.
Ice has served as BNSF executive vice president and chief operations officer since December 2000. Prior to this position, he served as senior vice president, operations, for The Burlington Northern and Santa Fe Railway Company beginning in June 1999.
Said Rose, “I want to personally congratulate Carl on his well-earned promotion and recognize his many accomplishments and contributions to BNSF and the rail industry. Our alignment and teamwork have been a hallmark of BNSF’s success. This change marks the next step in our evolution and will put BNSF in a position to lead the rail industry through the next decade.”
Ice began his career in the railroad industry with Santa FeRailway in the industrial engineering department in 1979. He later held positions in operations, finance, and information systems. In 1992, Ice was named vice president, administration. He became vice president, carload business unit, in January 1994 and was named vice president, executive, in July of the same year. In January 1996, he was appointed vice president and chief mechanical officer. Ice became vice president, operations North, in January 1999 and was promoted to senior vice president, operations, in June 1999.
A $20 million federal grant to Delaware is being touted by state officials as a stepping stone toward improved commuter rail service, particularly in Newark, Del. But the funding could also alleviate a key pinch point on the Northeast Corridor (NEC), benefitting not just commuter rail but also Amtrak intercity service.
About $13.3 million of the grant will go toward a $45 million project that will add a continuous third track between Newark, Del., and Wilmington. The addition would offer added capacity for additional trains now provided by the Southeast Pennsylvania Transportation Authority (SEPTA).
But it would also address Amtrak capacity issues on the NEC. In its Northeast Corridor Infrastructure Master Plan released last May, Amtrak noted, “Capacity is constrained around the two-and three-track bottlenecks in Philadelphia and Wilmington,” with such constraints being “particularly evident” in northern Delaware.
Amtrak’s report notes SEPTA service linking Philadelphia and Wilmington/Newark “is planned to increase from 18 trains (nine round trips) to 26 trains (13 round trips)” in the future. “Installation of a third track between Yard and Ragan intelockings and a new Orange Street Bridge will provide some relief south of Wilmington Station.”
Delaware Transit Corp. Administrator Stephen B.Kingsberry said construction is expected to start early next year and will employ about 115 people, with eventual long-term employment of about 15.
Amtrak Sept. 28 unveiled an ambitious vision for “Next-Generation High-Speed Rail service” in the Northeast, superseding and complementing its existing Northeast Corridor, and designed to dramatically reduce travel times between Boston and Washington, D.C. upon full buildout in 2040.
Bigger is indeed better for this transcontinental carrier, which is operating some of the longest freight trains in North America.