Something strange is happening to your money.
It wasn’t voted on. It wasn’t debated in the Senate. And most Americans have no idea it’s even taking place but…
President Trump is replacing the U.S. dollar.
Not with crypto. Not with a digital currency. Something far bigger than that – and it’s already been signed and sealed in the back rooms of D.C., ready to be issued by the U.S. Treasury.
Bypassing every legal and political channel under the guise of “national security,” Trump has enacted this total money reset using a landmark executive order (1421).
Whether you’re a Democrat or Republican, whether you support this new money or not, it doesn’t matter.
Soon, every U.S. citizen will be forced to use Trump’s New Dollar to fill their gas tank, buy groceries, and pay medical bills.
Which is why I’ve produced a critical new documentary laying out exactly what Trump’s New Dollar means for your savings, your investments, and your family’s financial future.
Detailing three important steps you can take today to prepare – including the name of a core band of assets connected to Trump’s initiative that could surge as a result.
As you’ll see in my briefing, the last time America reset its money like this – under Richard Nixon’s presidency in the 1970s – it created one of the greatest wealth divides in the history of our nation.
On one side, it minted an average of 1,300 new millionaires a day for over half a century. And on the other… the folks left behind, drowning in debt, with no idea how to use America’s new money to create wealth.
As Trump rolls out his new dollar, the question is:
Good investing,
Porter Stansberry
PS. If you’re wondering what Trump’s new money will look like, when it will be issued, what it means for your investments and why it could be front page news on December 14 – all of those questions are answered in my briefing.
Union Pacific’s Zero-Derailment Zones Are Growing
Union Pacific reports Q3 2026 earnings on Thursday, October 22, 2026, before the open. Consensus sits at $3.47 per share on about $7.14 billion in revenue. Analysts expect roughly 13% earnings growth and 14% revenue growth year over year. Those headline figures will dominate the morning. They should not be the only thing investors watch.
Buried in the operational disclosures is a result that reframes the railroad’s long-term cost structure: on routes where Union Pacific runs its Automated Track Inspection technology under a Federal Railroad Administration waiver, the company has recorded zero track-caused derailments. Not a reduced rate. Zero.
What the Technology Actually Does
Union Pacific’s autonomous geometry machines operate directly on the rail lines, combining high-resolution cameras, sensors, and AI-powered software to scan track infrastructure and analyze track geometry data to proactively identify emerging issues before they impact safety or service. The machines measure the precise condition of rails, including alignment, elevation, curvature, and surface status, generating more than 100 billion measurements in 2025 for predictive maintenance.
Since deploying ATI on designated waiver routes, the automated inspection system has identified more than 200 geometry defects, five times the number identified through visual inspections alone. That detection ratio matters. Every anomaly caught before it fails is a derailment that does not happen, and each derailment avoided eliminates the associated cleanup costs, regulatory scrutiny, shipper attrition, and insurance exposure that the market rarely prices precisely until it is too late.
Union Pacific says its track geometry vehicles allow Engineering to scan more than 500,000 track miles annually, in addition to the roughly 4.5 million miles of track it inspects visually. In recent corporate disclosures and executive communications, the company has described a 28% decline in track-related derailments over the past 10 years. Union Pacific has also said it delivered its best-ever full-year derailment incident rate in 2025, improving 19% year over year.
The Regulatory Tailwind
The Federal Railroad Administration approved a five-year waiver program to expand field testing of Automated Track Inspection technology, announced on December 5, 2025 by Transportation Secretary Sean P. Duffy, blending high-tech tools with traditional human inspections. That waiver is what allowed Union Pacific to expand ATI coverage to the routes now showing zero track-caused derailments. It also sets a precedent for the wider network.
Not everyone is comfortable with the pace. Legislation introduced in March 2026 would require railroads to maintain visual track inspections alongside automated systems, with sponsors arguing that automated inspection detects only 26% of all track defects. The Association of American Railroads disputed that framing, arguing ATI identifies 200 times more track defects than visual inspections. The debate is unresolved and will shape how broadly any railroad can substitute machine coverage for boots-on-ground labor.
The regulatory outcome will not affect Union Pacific alone. CSX and the broader railroad industry face the same inspection-labor tradeoff as automated coverage expands across the network.
What Thursday Should Clarify
Union Pacific says it has more than 7,000 wayside detectors monitoring freight cars and locomotives in real time, generating more than 16 million data points daily to proactively identify and mitigate risks. That sensor density, combined with ATI geometry coverage and proprietary Physics Train Builder software, forms a layered infrastructure that incumbents cannot easily replicate. The question for the Q3 call is whether management quantifies the cost savings this stack is already generating.
Union Pacific’s market capitalization is about $171 billion based on recent closes, and its 52-week range has been roughly $215.53 to $315.99. Street price targets cluster around the low $330s. Those targets rest on earnings growth. But the cleaner the safety record, the lower the embedded risk discount, and that is a re-rating argument the market has not fully priced.
The operating ratio tells investors how efficiently freight moves. The derailment rate tells them what that efficiency actually costs to sustain. On Thursday, ask which one the guidance addresses directly.
