In 2007, Karen Darch began advocating for an underpass that lets U.S. Route 14 go beneath the Canadian National railroad tracks in Barrington. Back then, she had six children and no grandchildren. Now, nineteen years later, she has seven grandchildren while workers construct the underpass. Darch remains uncertain about the number of grandchildren she’ll have when the $94 million underpass finishes, expected by the end of next year. Yet, she confronts another issue potentially affecting her grandchildren and the community: new railroad mergers reshaping ownership structures of North American railroads, causing tension and uncertainty.
Union Pacific, advancing its $85 billion takeover bid for Norfolk Southern, plans to run more trains on Canadian National’s network in suburban Chicago. Initially, this means rerouting some inner-city Chicago trains. Former Barrington Village President Karen Darch, standing near the underpass construction site, reflects on years spent seeking solutions to traffic issues caused by trains. The underpass aims to resolve frequent rail-related traffic blockages.
“If a second freight track gets built through Barrington, the impact will grow, necessitating more solutions like underpasses,” stated Darch. “Businesses gaining from rail transport should contribute more towards funding.”
Darch, a former village president and attorney, served Barrington for 20 years. She believes another track could increase the number of Canadian National and Union Pacific freight trains passing through Barrington, raising speeds from 20 to potentially 40 miles per hour. The community currently handles congestion from 50,000 vehicles, 800 school bus trips, and 70 daily Metra commuter trains.
Meanwhile, many involved with North American railroads await corporate restructurings and regulatory deliberations impacting their lives. Take, for instance, Peter Gilbertson, CEO of Anacostia Rail Holdings Co., owning and operating six small railroads in cities like Chicago, Los Angeles, and New York.
“Significant industry changes threaten our company,” Gilbertson shares. “The focus should remain on providing better service at competitive rates. Yet, attention has shifted to restructuring issues over product improvement.”
On August 18, a year after Union Pacific announced the Norfolk Southern bid, the federal Surface Transportation Board rejected Union Pacific’s request to withhold traffic data, scheduling a possible yearlong review. The merger promises improved coast-to-coast service, potentially reclaiming market share from long-haul trucks. Analyst Larry Gross highlights that rail container trains’ share of truck-sized shipments exceeding 600 miles decreased to 10.3% in the first quarter of 2026, from 12% in 2018.
Union Pacific CEO Jim Vena declared the merger beneficial to America, envisioning faster, more reliable coast-to-coast service.
“Growing the railroad business is urgent,” stated Rick Paterson, an independent railroad analyst. “Industry volumes stagnated for two decades, highlighting a need for resolution.”
Union Pacific has yet to demonstrate enhanced competition, as required by STB rules. Communities like Barrington should not endure prolonged waits for relief from rail mergers, opined Ron Batory, a retired former head of Conrail and the Federal Railroad Administration.
The 760-mile tracks operated by short-line railroad companies like Gilbertson’s face potential adverse effects from the merger’s pricing power. Anacostia, avoiding mainstream concentration, emphasizes flexible, competitive services, originally acquiring tracks abandoned during deregulation.
Gilbertson operates Chicago South Shore & South Bend Railroad, a separate entity from a commuter service in the same region. Steelmakers might receive better rates from the merged Union Pacific, potentially affecting South Shore & South Bend operations.
“Though growth is desired, if Union Pacific’s expansion hurts small rail operators like us, industry progress stalls,” Gilbertson explained.
Gilbertson might lose his contract to manage dockside rail operations at North America’s busiest port complex, Los Angeles and Long Beach. Anacostia, running port operations since 1998, fears losing rail control amid strategic rail mergers.
Los Angeles and Long Beach ports began hiring rail operators like Gilbertson due to previous chaotic disputes. Anacostia’s handling efficiently managed 2.9 million containers in 2024, maintaining rates largely unchanged since 1998.
Ports continue selecting rail operators, among competing proposals, with the winning bid selected despite Gilbertson’s excellent management.
Meanwhile, Barrington’s rail line, initially a simple industrial bypass, has turned into a sought-after transcontinental freight path following Canadian National’s acquisition in 2007. Traffic rose significantly, carrying freight such as grain and crude oil from Canada.
“We’ve benefited from the railways but must prevent detrimental impacts from increased freight traffic,” Darch urged.
While increased traffic poses challenges, Darch advocates for separated train and land traffic, a measure Chicago adopted at the 1893 World’s Fair to address street-level crossing fatalities. Though not as severe today, communities anticipate escalated perils as certain tracks, like those through Barrington, transform into significant transcontinental freight superhighways.