Union Pacific (UP) has deemed the Green Eagle Railroad (GER) project unnecessary , stating that current capacity is sufficient to meet rail demand at Eagle Pass , the second busiest crossing between the United States and Mexico.
In submitting a document outlining a series of factors that would harm its operation due to this project to the Surface Transportation Board (STB) in the United States, following the publication of the environmental analysis for this new infrastructure, it indicated that the company’s request for exemption must be denied.
“The board should deny the petition filed by Green Eagle Railroad, requesting an exemption to construct and operate a new rail line. GER’s proposal is inconsistent with public convenience and necessity. There are significant questions about whether its operation would be less efficient and more costly than existing service, whether its operation would impair current services provided by Union Pacific and BNSF , and whether it is financially viable. The board should conclude that the additional information that would be provided in a complete application is required,” he argued.
It is worth remembering that GER, a subsidiary of Puerto Verde Holdings (PVH) , proposed the construction and operation of a second railway bridge between Eagle Pass and Piedras Negras, approximately 1.3 miles (just over two kilometers) , which seeks to expedite trade between the United States and Mexico, as it would alleviate rail and truck congestion and reduce cross-border wait times, among other benefits.
The line would be a double-track rail corridor with no highway/rail grade crossings extending from the UP interchange near Clark’s Park Shipyard, crossing the Rio Grande on a newly constructed bridge, fully fenced, manned and patrolled by security personnel, and including a new vehicle roadway.
Union Pacific emphasized that together with BNSF , they move approximately 19 trains per day . At the border, they exchange traffic directly with Ferromex , which supports their cross-border operations from the Río Escondido yard, located approximately 9.9 miles south of the border.
The railroad announced it is working with Grupo México Transportes (GMXT) subsidiary to move cross-border crew changes from the bridge to the Clark’s Park yard , reducing the time trains spend on the bridge and improving safety, service, and capacity. It will also build a new track at the north end of the yard that would allow it to prepare southbound trains for northbound operations, improving operational flow.
“The northbound lead project is advancing in design, and construction could begin as early as 2026. Third, plans are being developed to extend its main track at the southern end of the Clark’s Park yard to complete a second main line to the border, allowing for two-way traffic. The double-track project is in the early planning stages, and if necessary to accommodate traffic growth, construction could begin in 2028,” he said.
He also stated that the bill would increase the number of carriers required to complete cross-border movements, and therefore their complexity and cost, but would not increase the number of independent routing options available to shippers.
“GER does not appear to have a viable plan to operate its proposed line without disrupting existing service offered by UP and BNSF. GER’s request does not address the practical problems that would arise from moving cross-border trains averaging 9,300 feet in length, while only 1,335 miles of new track would be built between the border and its connection to the Eagle Pass Subdivision,” he stated.
Noting a number of complications, UP said the additional work and congestion would increase transportation costs and reduce service quality, among other impacts .
“GER is not proposing to create an entirely new rail service option or a competitive alternative to existing rail services; it is simply proposing to insert an additional rail carrier into the existing cross-border routes of UP-Ferromex and BNSF-Ferromex,” he stated.
Last August, the STB’s Office of Environmental Analysis (OEA) published and approved the Environmental Impact Statement (EIS) for the GER project. The draft EIS analyzes the proposal’s impacts on its northern and southern rail alternatives, the latter being the best option and the one that would extend between the existing UP main line.
The Surface Transportation Board will now consider the merits of the transportation project and the entire environmental record, including the draft EIS, the final EIS, and all comments received, to make a final decision.
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