On December 19, 2025, the Trump administration announced a new set of restrictions on Mexican train crews operating inside the United States, citing mounting safety concerns related to English language proficiency. The move, spearheaded by the U.S. Department of Transportation (DOT) and its Federal Railroad Administration (FRA), marks a significant tightening of cross-border rail operations and has triggered a wave of reactions from railroads, unions, and safety advocates alike.
The new policy comes after a series of focused inspections at key border rail yards in Texas, where U.S. officials observed that some Mexican crew members had difficulty interpreting operational bulletins and communicating essential safety requirements in English. According to Reuters, these findings prompted the FRA to send formal letters to Union Pacific and Canadian Pacific Kansas City Limited (CPKC)—the two major railroads relying on foreign crews to move trains across the border—demanding immediate compliance with stricter language rules.
“Whether you’re operating an 80-ton big rig or a massive freight train, you need to be proficient in our national language – English. If you aren’t, you create an unacceptable safety risk,” declared Secretary of Transportation Sean P. Duffy in a statement echoed across multiple outlets, including the Associated Press and Reuters. Duffy emphasized that the new measures are “commonsense steps” designed to ensure every train crew operator can communicate effectively with inspectors and understand basic operational bulletins.
The new restrictions are clear: Mexican train crews will not be allowed to operate more than 10 miles into the United States from their point of entry. Any crew that has not been certified for English proficiency must stop at the customs inspection point, and any interpreters used must themselves be certified under federal safety regulations. The FRA further warned that hazardous materials documents and all emergency response information are required to be maintained in English, making comprehension by operating crews absolutely critical.
“Train crew operators who can’t speak English pose a significant safety risk that should not be ignored,” said FRA Administrator David Fink. “Dispatchers and first responders need to know that they can communicate with train crews, especially during times of emergency.” Fink also made it clear that repeated incidents of non-compliance could result in enforcement actions against the railroads, a message that landed with weight after inspectors found persistent issues at Union Pacific’s Eagle Pass rail yard and CPKC’s facility in Laredo.
The roots of the administration’s crackdown stretch beyond railroads. In September 2025, the DOT had already moved to tighten eligibility requirements for non-domiciled commercial learner’s permits (CLPs) and commercial driver’s licenses (CDLs) for truck drivers. This followed a tragic incident in Florida, where an illegal immigrant truck driver with a limited-term CDL was charged with three counts of vehicular homicide after a fatal crash. The driver, Harjinder Singh, allegedly attempted an unauthorized U-turn, resulting in the deaths of three people. As reported by AP, such high-profile cases have fueled calls for stricter language and licensing requirements across the transportation sector.
The issue of English proficiency is not new in the U.S. transportation industry, but it has taken on renewed urgency in the context of border security, public safety, and the protection of American jobs. The Brotherhood of Locomotive Engineers and Trainmen union has long voiced concerns about the use of foreign train crews, citing both safety and employment implications. “The administration should be commended for standing up for border security, public safety and American jobs by creating stronger safety standards for crews that bring trains from Mexico to the United States,” said BLET National President Mark Wallace. “It’s critical that locomotive engineers are able to speak to dispatchers and first responders in English when trains are moving on U.S. soil.”
Similarly, the Teamsters union praised the DOT’s move, stating that the agency “took decisive action to restrict cross-border railroad operations from Mexico” and lauded the prioritization of rail safety on trains entering the United States. The SMART-TD union, representing conductors, echoed these sentiments, emphasizing the importance of well-trained crews who can understand and respond to crucial safety information.
The railroads themselves have responded with a mix of cooperation and pragmatism. Union Pacific spokesperson Kristen South told the AP, “We have the same goals—a safe, secure border that keeps the supply chain fluid. Part of ensuring safe operations is good communication.” CPKC spokesperson Patrick Waldron added that his railroad, which operates a continuous network across Canada, the U.S., and Mexico, already limits international crews to no more than 10 miles inside the U.S. and is committed to “ensuring safety and security.”
Operationally, the handoff of trains from Mexican to American crews has always been a delicate dance. Traditionally, the switch occurred right at the border, but logistical challenges, such as single-track bridges, have led railroads like Union Pacific to conduct crew changes slightly deeper within U.S. territory—7 miles over the border in Eagle Pass, for example. The railroad asserts that this adjustment, made in coordination with U.S. Customs and Border Patrol, helps keep freight moving efficiently and safely.
Still, the underlying safety concerns persist. Inspectors at both Union Pacific and CPKC facilities found that some foreign crews struggled to understand operating rules, required brake tests, and U.S. regulations—especially those governing hazardous materials and emergency response protocols. While Union Pacific had a translator on hand during inspections, the FRA noted that reliance on interpreters is not a long-term solution, hence the new certification requirements.
The Trump administration’s broader campaign to enforce English proficiency in transportation has not been without controversy. The DOT has already withheld $40 million in funding from California for failing to enforce English language requirements for truck drivers and has threatened sanctions against other states for similar lapses. The administration argues that these measures are necessary to prevent tragedies and ensure that all operators on U.S. soil can respond effectively in emergencies.
Some observers have pointed out the delicate balance between maintaining the flow of cross-border commerce and upholding safety standards. With the U.S., Canada, and Mexico deeply interconnected through trade and transportation networks like those managed by CPKC, even minor regulatory changes can ripple across supply chains. But as the FRA’s David Fink put it, “The ability of the operating crew to understand these materials is critical,” and the stakes are simply too high to ignore.
As the new rules take effect, all eyes will be on the railroads, regulators, and unions to see how the industry adapts. For now, the message from Washington is unambiguous: safety and clear communication come first, even if it means reshaping longstanding cross-border practices.
