Katie Farmer21:02
Absolutely. So, thank you for the question and as I said, we absolutely know that it's critically important that we continue to drive an efficient operation, that we continue to have a competitive cost structure, and that we continue to close the gap with our competitor relative to our profitability. There's a couple of specific things that we're working on and it's really about operationalizing the improvement that we saw in 2025 into the first quarter of 2026 and making sure that we're really institutionalizing that. So the first thing that we really focused on in 2025 was we knew that we needed to improve our single car operational efficiency. And when I say single car unit operational efficiency, we run a couple of different networks. We run our intermodal network. We run our agricultural and our coal network, our bulk networks. And then the balance of it is what we call our carload network or our single car network. And that's where we have non-unit train. It takes a lot of operational focus. It takes a lot of work effort and it consumes a lot of resources. And so anything you do to improve that single car network is good for all of your customers. It frees up resources. It creates capacity. It allows you to handle the same amount of volume if not more with fewer assets. And that translates through then to the improvement that you're seeing in the profitability.
An example of that is in the first quarter of this year, we handled more volume than we did in the first quarter of last year, but we did it with 260 fewer locomotives. That translates into a more consistent service product for our customers and it also translates into better financial results, which is what you saw in the first quarter of 2026. So we're spending a lot of time ensuring that we have operational excellence not in just all those other networks but in the network that frees up resources and drives improvement and operational excellence for all of our customers.
The second area and you heard Greg talk about this earlier was around our technological transformation. We really believe that in addition to driving that operational discipline that you saw in 2025 and into 2026, that working with the new BNSF tech organization to drive that next step level of improvement. And so you saw units dwell in our terminals less time that translated through to the financial results that I talked about. You saw velocity improve as well. And so how do we leverage technology then to take the next step level improvement? So I'm excited about what we're doing there. We're literally attracting data scientists, operations research folks, and we're putting them alongside of our operators in our network operations center. We're looking at things like digital twins, which gives us the opportunity to model how we run the railroad before we actually run the railroad. We're looking at opportunities to do predictive ETAs for our customers, which allows our customers to have a better product. It allows us to turn the assets faster.
And then last, what I would say is that we're just it's good old-fashioned going to work on attacking the largest structural cost buckets. We had a record for the first quarter in our fuel efficiency. That's the kind of thing we want to do because it makes us competitive with trucks. It is good for the environment and it's good for our financials. So those are the things we're doing to close the gap relative to profitability.
Now your question about competing with trucks. I would say a couple of things with that. First of all, we have the largest intermodal franchise of all of the railroads. We have a unique relationship with JB Hunt and we have been extremely successful in converting over the road freight. We've done more of that than anybody. So, we know how to compete with trucks. But your question about technology is a good one. And I would say that we in the past have invested in a system called positive train control, which is a safety overlay that allows us to operate the railroad efficiently. As you know, we operate in a closed circuit. And so we have the ability to your point ultimately to run the train with fewer people than we operate with today. And in fact, if you go way back in time, we used to operate the trains with five people on the train. Now we're down to two people on most of our trains. So the technology will continue just like most industries will continue to evolve and we're continuing to look at that as well.
The last point I would say with that though is that we also have to be allowed to innovate. And so we need regulation that supports the ability for railroads to be able to compete with trucks. As you said, we know that there are trucks out there running today in our state in Texas along I-45. We just there was just a pilot with autonomous trucks. What we have to be able to do is to be able to compete with that and to be able to innovate. And so we're going to need regulations that allow the railroads to be able to do that. So that's how I think about competing, ensuring that we're closing the gap as well as maintaining our competitive advantage with trucks.