July 09, 2026
Cleveland, Ohio – On July 8, 2026, The American Train Dispatchers Association (ATDA) announced that it has submitted a formal complaint to Federal Railroad Administration (FRA) Administrator David Fink requesting an immediate federal investigation into a serious software failure involving BNSF Railway's dispatching systems designed by Wabtec.
The complaint stems from a June 16, 2026, incident near Connell, Washington, in which multiple dispatching software programs, including AutoRouter, Movement Planner, and the Train Management Dispatch System (TMDS), failed by authorizing a train to enter track that was already occupied by a roadway worker operating under valid dispatcher-issued track authority protection.
According to the letter, the dispatcher observed the software error and successfully stopped the train before it entered the occupied track. The Dispatcher’s actions prevented what could have been a catastrophic accident involving a designated Key Train carrying hazardous materials.
The train involved consisted of 146 cars, exceeded 9,400 feet in length, weighed nearly 6,500 tons, and qualified as a “Key Train” because it was transporting 20 or more hazardous material cars.
"This incident should serve as a wake-up call for the entire railroad industry," said ATDA President Ed Dowell. "Technology should provide an additional layer of safety, not create new hazards that dispatchers must overcome in real time. The professionalism and vigilance of one dispatcher prevented what could have been a tragedy and serves as a reminder that technology is no replacement for our highly skilled members."
ATDA's complaint states that each of the software systems failed in a critical safety function:
ATDA argues that none of these systems should have allowed the movement to occur.
The letter also notes that on June 30, National Presidents from the ATDA, the Brotherhood of Locomotive Engineers and Trainmen (BLET), and the Brotherhood of Maintenance of Way Employes Division (BMWED) met with BNSF Executive Vice President Craig Morehouse to discuss the incident. After the meeting, BNSF confirmed that AutoRouter had been turned off or suspended following the failure.
Of particular concern, ATDA's complaint states that BNSF knew of the system vulnerability for approximately one year prior to the incident, and that the software vendor, Wabtec, initially estimated it would take approximately 14 months to correct.
"If defects capable of producing this type of failure are known but remain in service, that raises serious questions about risk management and regulatory oversight," Dowell said. "Railroad employees and the public deserve confidence that safety-critical technology has been thoroughly tested before it is deployed."
ATDA's letter requests an immediate investigation including a comprehensive audit of the software systems involved, and a meeting with both FRA leadership and the agency's Office of Chief Counsel to discuss the findings. The Organization also urges FRA to prohibit the use of Wabtec's AutoRouter software until it has been independently tested and verified to operate safely.
"ATDA has consistently supported technological innovation that enhances railroad safety," Dowell stated, adding, “but until these systems are proven safe, they must not be permitted to place railroad workers or the public at unnecessary risk.”
