Fuel Surcharge
Fuel surcharge revenue is included in the individual markets and does not include amounts for trucking. Fuel lag is the estimated revenue effect resulting from the difference between highway diesel prices in the quarter and the prices used for fuel surcharge, which are on a two-month lag for non-intermodal traffic.
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| Quarters Ended | | Nine Months Ended |
| (Dollars in Millions) | Sep. 30, 2025 | Sep. 30, 2024 | | Sep. 30, 2025 | Sep. 30, 2024 |
| Fuel Surcharge Revenue | $ | 234 | | $ | 245 | | | $ | 673 | | $ | 797 | |
Fuel Lag (Unfavorable) Favorable (a) | $ | (11) | | $ | 9 | | | $ | (12) | | $ | 30 | |
(a) The Company's fuel lag calculation model was enhanced during first quarter 2025 and comparative prior year results are updated to conform to current presentation. The impact of this change is not material and fuel surcharge revenue is not impacted. |
Merchandise Volume
Chemicals - Decreased due to lower shipments of crude oil, petroleum products, other industrial chemicals, and plastics.
Agricultural and Food Products - Decreased due to lower shipments of domestic feed grain, ethanol, and soybeans.
Minerals - Increased primarily due to higher shipments of aggregates and cement.
Automotive - Increased due to higher North American vehicle production.
Forest Products - Decreased due to lower shipments of pulp and paper products, which includes the impact of both temporary outages and permanent plant closures, as well as lower shipments of building products.
Metals and Equipment - Increased due to higher scrap and pipe shipments. Increases were partially offset by lower steel shipments, which includes the impact of plant closures, as well as lower equipment shipments.
Fertilizers - Increased due to higher shipments of raw materials, as well as higher exports through Gulf Coast ports.
Intermodal Volume
International shipments increased driven by higher port volumes and growth with key customers. Domestic shipments increased, despite the impacts of a continued soft trucking environment, due to share wins with key customers and new service offerings.
Coal Volume
Export coal decreased primarily due to reduced production, including impacts from outages at customer facilities. Domestic coal increased due to higher shipments to utility plants, partially offset by lower shipments to steel manufacturing locations and lake terminals.
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| Quarters Ended | | Nine Months Ended |
| (Millions of Tons) | Sep. 30, 2025 | Sep. 30, 2024 | Change | | Sep. 30, 2025 | Sep. 30, 2024 | Change |
| Coal Tonnage | | | | | | | |
| Domestic | 11.0 | | 10.2 | | 8 | % | | 30.4 | | 29.3 | | 4 | % |
| Export | 9.9 | | 11.1 | | (11) | | | 30.2 | | 33.3 | | (9) | |
| Total Coal | 20.9 | | 21.3 | | (2) | % | | 60.6 | | 62.6 | | (3) | % |
Trucking Revenue
Trucking revenue decreased $7 million versus the prior year due to lower rates and fuel surcharge.
Other Revenue
Other revenue increased $43 million primarily due to higher carload demurrage and payments from customers that did not meet volume commitments.
EXPENSE
Expenses of $2.5 billion increased $235 million, or 10%, in third quarter 2025 when compared to third quarter 2024.
Labor and Fringe expense increased $9 million due to the following:
•An increase of $22 million was due to management and executive severance costs.
•An increase of $15 million was due to inflation.
•A decrease of $19 million resulted from lower incentive compensation expense driven by lower expected payouts.
•All other net costs decreased $9 million driven by efficiency savings, which include the impact of lower rail headcount, and other non-significant net decreases. These items were partially offset by higher trucking headcount, which includes impacts from acquiring previously independent affiliates.
Purchased Services and Other expense increased $54 million due to the following:
•Inflation and higher volume drove an increase of $18 million.
•An increase of $13 million was due to technology contract restructuring costs as well as advisory expenses.
•Increased costs of approximately $13 million were due to the effects of network disruptions and rerouting impacts.
•Gains on property dispositions were $7 million in third quarter 2025 compared to a $1 million loss in the prior year.
•All other net costs increased $18 million resulting from a favorable inventory adjustment in the prior year, higher trucking casualty and rail freight damage claims in the current year, and other non-significant increases, which were partially offset by efficiency savings across the organization.
Depreciation and Amortization expense increased $8 million primarily as a result of a larger asset base.
Fuel costs increased $5 million as the impacts of additional gross ton-miles associated with reroutes as well as a 1% increase in locomotive fuel prices were partially offset by improved efficiency.
Equipment and Other Rents expense decreased $5 million due to several non-significant items.
Goodwill Impairment expense for Quality Carriers was $164 million for 2025.
Employee Counts (Estimated)
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| Quarters Ended | | Nine Months Ended |
| Average: | Sep. 30, 2025 | Sep. 30, 2024 | Change | | Sep. 30, 2025 | Sep. 30, 2024 | Change |
| Rail | 21,068 | | 21,336 | | (268) | | | 21,266 | | 21,414 | | (148) | |
| Trucking | 2,207 | | 1,980 | | 227 | | | 2,137 | | 1,923 | | 214 | |
| Total | 23,275 | | 23,316 | | (41) | | | 23,403 | | 23,337 | | 66 | |
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| Ending: | | | | | | | |
| Rail | 21,053 | | 21,356 | | (303) | | | | | |
| Trucking | 2,168 | | 1,999 | | 169 | | | | | |
| Total | 23,221 | | 23,355 | | (134) | | | | | |
Fuel Expense
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| Quarters Ended | | Nine Months Ended |
(Dollars and Gallons in Millions, Except Price Per Gallon) | Sep. 30, 2025 | Sep. 30, 2024 | | Sep. 30, 2025 | Sep. 30, 2024 |
Estimated Locomotive Fuel Consumption (Gallons) | 93.2 | | 90.9 | | | 283.3 | | 281.3 | |
Price per Gallon (Dollars) | $ | 2.54 | | $ | 2.52 | | | $ | 2.43 | | $ | 2.68 | |
| Total Locomotive Fuel Expense | $ | 237 | | $ | 229 | | | $ | 688 | | $ | 754 | |
| Non-Locomotive Fuel Expense | 44 | | 47 | | | 137 | | 148 | |
| Total Fuel Expense | $ | 281 | | $ | 276 | | | $ | 825 | | $ | 902 | |
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OPERATING STATISTICS (Estimated)
In the third quarter of 2025, velocity increased by 2%, and dwell improved 8% versus prior year. Carload trip plan performance increased by 4% and intermodal trip plan performance increased by 1%. The Company continues to focus on operational improvements and executing the operating plan to deliver safe, reliable, and efficient service to customers.
The personal injury frequency index of 1.16 in third quarter 2025 improved 7% compared to prior year and the FRA train accident rate of 2.55 improved 21%. Safety is a top priority at CSX, and the Company is committed to reducing risk and enhancing the overall safety of its employees, customers, and communities in which it operates.
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| | Quarters Ended | | Nine Months Ended |
| | Sep. 30, 2025 | Sep. 30, 2024 | Improvement / (Deterioration) | | Sep. 30, 2025 | Sep. 30, 2024 | Improvement / (Deterioration) |
| Operations Performance | | | | | | | | |
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Train Velocity (Miles Per Hour) | | 18.9 | | 18.6 | | 2 | % | | 18.0 | | 18.3 | | (2) | % |
Dwell (Hours) | | 9.5 | | 10.3 | | 8 | % | | 10.5 | | 10.0 | | (5) | % |
| Cars Online | | 121,278 | | 126,623 | | 4 | % | | 127,698 | | 125,839 | | (1) | % |
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| On-Time Originations | | 75 | % | 72 | % | 4 | % | | 71 | % | 74 | % | (4) | % |
| On-Time Arrivals | | 64 | % | 66 | % | (3) | % | | 59 | % | 67 | % | (12) | % |
| Carload Trip Plan Performance | | 83 | % | 80 | % | 4 | % | | 76 | % | 81 | % | (6) | % |
| Intermodal Trip Plan Performance | | 93 | % | 92 | % | 1 | % | | 91 | % | 94 | % | (3) | % |
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| Fuel Efficiency | | 0.94 | | 0.95 | | 1 | % | | 0.97 | | 0.98 | | 1 | % |
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Revenue Ton-Miles (Billions) | | | | | | | | |
| Merchandise | | 32.8 | | 32.5 | | 1 | % | | 98.3 | | 97.2 | | 1 | % |
| Coal | | 9.9 | | 9.1 | | 9 | % | | 27.6 | | 27.3 | | 1 | % |
| Intermodal | | 7.7 | | 7.2 | | 7 | % | | 22.3 | | 21.5 | | 4 | % |
| Total Revenue Ton-Miles | | 50.4 | | 48.8 | | 3 | % | | 148.2 | | 146.0 | | 2 | % |
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Total Gross Ton-Miles (Billions) | | 98.8 | | 95.7 | | 3 | % | | 292.3 | | 288.3 | | 1 | % |
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| Safety | | | | | | | | |
| FRA Personal Injury Frequency Index | | 1.16 | | 1.25 | | 7 | % | | 1.05 | | 1.27 | | 17 | % |
| FRA Train Accident Rate | | 2.55 | | 3.21 | | 21 | % | | 3.32 | | 3.38 | | 2 | % |
Certain operating statistics are estimated and can continue to be updated as actuals settle. The methodology for calculating train velocity, dwell, cars online and trip plan performance differs from that used by the Surface Transportation Board. The Company will continue to report these metrics to the Surface Transportation Board using the prescribed methodology.
OPERATING STATISTICS (Estimated), continued
Key Performance Measures Definitions
Train Velocity - Average train speed between origin and destination in miles per hour (does not include locals, yard jobs, work trains or passenger trains). Train velocity measures actual train miles and times of a train movement on CSX's network.
Dwell - Average amount of time in hours between car arrival to and departure from the yard.
Cars Online - Average number of active freight rail cars on lines operated by CSX, excluding rail cars that are being repaired, in storage, those that have been sold, or private cars dwelling at a customer location more than one day.
On-Time Originations - Percent of scheduled road trains that depart the origin yard on-time or ahead of schedule.
On-Time Arrivals - Percent of scheduled road trains that arrive at the destination yard on-time to within two hours of scheduled arrival.
Carload Trip Plan Performance - Percent of measured cars (excludes unit trains and other non-scheduled service as well as empty automotive shipments) destined for a customer that complete their scheduled plan at or ahead of the original estimated time of arrival or interchange (as applicable).
Intermodal Trip Plan Performance - Percent of measured containers (excludes port shipments along with empty containers and other non-scheduled service) destined for a customer that complete their scheduled plan at or ahead of the original estimated time of arrival, notification or interchange (as applicable).
Fuel Efficiency - Gallons of locomotive fuel per 1,000 gross ton-miles.
Revenue Ton-Miles (RTM's) - The movement of one revenue-producing ton of freight over a distance of one mile.
Gross Ton-Miles (GTM's) - The movement of one ton of train weight over one mile. GTM's are calculated by multiplying total train weight by distance the train moved. Total train weight is comprised of the weight of the freight cars and their contents.
FRA Personal Injury Frequency Index - Number of FRA-reportable injuries per 200,000 man-hours.
FRA Train Accident Rate - Number of FRA-reportable train accidents per million train-miles.
NON-GAAP MEASURES (Unaudited)
The Company reports its financial results in accordance with accounting principles generally accepted in the United States of America ("GAAP"). The Company also uses certain non-GAAP measures that fall within the meaning of Securities and Exchange Commission Regulation G and Regulation S-K Item 10(e), which may provide users of the financial information with additional meaningful comparison to prior reported results. Non-GAAP measures do not have standardized definitions and are not defined by GAAP. Therefore, the Company’s non-GAAP measures are unlikely to be comparable to similar measures presented by other companies. The presentation of these non-GAAP measures should not be considered in isolation from, as a substitute for, or as superior to the financial information presented in accordance with GAAP. Reconciliations of non-GAAP measures to corresponding GAAP measures are below.
Adjusted Operating Results
Management believes that adjusted operating income, adjusted operating margin, adjusted net earnings, and adjusted net earnings per share, assuming dilution are important in evaluating the Company's performance and for planning and forecasting future business operations and future profitability. These non-GAAP measures provide meaningful supplemental information regarding operating results because they exclude the third quarter 2025 non-cash impairment of the remaining amount of Quality Carriers' goodwill, which is a significant item that is not considered indicative of future financial trends. The goodwill impairment was tax-effected using rates reflective of the applicable tax amounts related to the impairment charge. These adjusted results should be considered in addition to, rather than as a substitute for, the Company's GAAP operating results.
The following tables reconcile the Company's GAAP operating results to adjusted operating results (non-GAAP measures).
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| | Quarter Ended September 30, 2025 |
| (Dollars in millions, except per share amounts) | | Operating Income | | Operating Margin | | Net Earnings | | Net Earnings Per Share, Assuming Dilution |
| GAAP Operating Results | | $ | 1,087 | | | 30.3 | % | | $ | 694 | | | $ | 0.37 | |
Goodwill Impairment | | 164 | | | 4.6 | | | 124 | | | 0.07 | |
| Adjusted Operating Results (non-GAAP) | | $ | 1,251 | | | 34.9 | % | | $ | 818 | | | $ | 0.44 | |
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| | Nine Months Ended September 30, 2025 |
| (Dollars in millions, except per share amounts) | | Operating Income | | Operating Margin | | Net Earnings | | Net Earnings Per Share, Assuming Dilution |
| GAAP Operating Results | | $ | 3,411 | | | 32.2 | % | | $ | 2,169 | | | $ | 1.16 | |
Goodwill Impairment | | 164 | | | 1.6 | | | 124 | | | 0.06 | |
| Adjusted Operating Results (non-GAAP) | | $ | 3,575 | | | 33.8 | % | | $ | 2,293 | | | $ | 1.22 | |
NON-GAAP MEASURES (Unaudited), continued
Economic Profit
Management believes Economic Profit provides an additional perspective to investors about financial returns generated by the business by representing a measure showing profit generated over and above the cost of capital used by the business to generate that profit. Economic Profit is designed to incentivize strategic investments that earn more than management’s desired minimum required return and is broadly utilized by management to make investment decisions. Therefore, disclosing Economic Profit on how management performs in this regard provides additional useful information to investors regarding the Company’s performance compared to its goals.
Economic Profit should be considered in addition to, rather than a substitute for, operating income, which is the most directly comparable GAAP measure. Economic Profit is defined by the Company as Gross Cash Earnings (“GCE”) minus the Capital Charge on Gross Operating Assets (“GOA”). Increases in Economic Profit indicate that the Company is effectively allocating capital and rewarding shareholders by generating returns in excess of the incremental cost of capital associated with reinvestment in the business.
GCE is calculated as operating income plus depreciation, amortization and operating lease expense, less unusual items and taxes. The Capital Charge uses a minimum required return multiplied by the GOA. CSX's GOAs include gross properties and other non-cash assets, net of non-interest bearing liabilities. The Company used a 15% tax rate and an 8% required return, for both periods presented, which is consistent with rates used for investment decisions and performance evaluation within those same periods. The tax rate is the approximate equivalent of the Company’s actual income tax expense as a percentage of pre-tax GCE. The required return rate represents management’s desired minimum return on any investment. CSX annually re-evaluates these rates to ensure they accurately represent taxes and a required return in light of internal and external factors and would adjust the rate if the annual review resulted in a preset deviation from the current rates. This focuses the Economic Profit measure on value generated by management instead of external factors, such as legislative tax policy or interest rate volatility. The following table reconciles operating income (the most directly comparable GAAP measure) to Economic Profit (non-GAAP measure).
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| Nine Months Ended | |
| (Dollars in Millions) | Sep. 30, 2025 | Sep. 30, 2024 | |
| Operating Income | $ | 3,411 | | $ | 4,139 | | |
| Add: Depreciation, Amortization, and Operating Lease Expense | 1,359 | | 1,323 | | |
| | | |
Remove: Unusual Items (a) | 164 | | — | | |
Taxes (b) | (740) | | (819) | | |
| Gross Cash Earnings | 4,194 | | 4,643 | | |
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| Operating Assets | | | |
| Current Assets (Less Cash and Short-term Investments) | 1,893 | | 1,940 | | |
| Gross Properties | 53,290 | | 51,062 | | |
| Other Assets | 4,310 | | 4,255 | | |
| Operating Liabilities | | | |
Non-Interest Bearing Liabilities (c) | (11,038) | | (10,957) | | |
Gross Operating Assets (d) | 48,455 | | 46,300 | | |
Capital Charge (e) | (2,907) | | (2,778) | | |
| Economic Profit (Non-GAAP) calculated as GCE less Capital Charge | $ | 1,287 | | $ | 1,865 | | |
(a) Unusual items are defined by management as unique events with greater than $100 million full year operating income impact, consistent with the terms of the Company's long-term incentive plan agreements. The Quality Carriers goodwill impairment charge of $164 million in third quarter 2025 met the definition of an unusual item.
(b) The tax percentage rate was 15% for both periods presented. This rate is applied to the sum of operating income, depreciation, amortization, operating lease expense, and unusual items.
(c) Non-interest bearing liabilities represents all liabilities excluding debt, long-term lease liabilities, and commercial paper ($75 million of commercial paper was outstanding in other current liabilities as of June 30, 2025, and none outstanding in any other period).
(d) Gross operating assets reflects an average of the year-to-date quarter-end amounts reported for each period presented.
(e) The capital charge of 8% for both years is calculated as the minimum return multiplied by gross operating assets. This is an annualized rate equivalent to 2% per quarter.
NON-GAAP MEASURES (Unaudited), continued
Free Cash Flow
Management believes that Free Cash Flow ("FCF") is supplemental information useful to investors as it is important in evaluating the Company’s financial performance. More specifically, FCF measures cash generated by the business after reinvestment. This measure represents cash available for both equity and bond investors to be used for dividends, share repurchases or principal reduction on outstanding debt. FCF is calculated by using net cash from operations and adjusting for property additions and proceeds and advances from property dispositions. FCF should be considered in addition to, rather than a substitute for, cash provided by operating activities.
The following table reconciles cash provided by operating activities (GAAP measure) to FCF before dividends (non-GAAP measure).
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| Nine Months Ended |
| (Dollars in Millions) | Sep. 30, 2025 | Sep. 30, 2024 |
Net Cash Provided by Operating Activities | $ | 3,227 | | $ | 3,859 | |
| Property Additions | (2,225) | | (1,691) | |
| Proceeds and Advances from Property Dispositions | 64 | | 50 | |
| Free Cash Flow (before payment of dividends) | $ | 1,066 | | $ | 2,218 | |
