Karen Darch began advocating for an underpass in 2007 to allow U.S. Route 14 to run beneath Canadian National railroad tracks in Barrington. Back then, she had six children and no grandchildren. Nineteen years on, as construction disrupts the tranquility of her street while workers build retaining walls for the underpass, she now has seven grandchildren. Darch remains unsure about how many grandchildren she’ll have by the time the $94 million underpass project, half a mile long, is completed.
A significant concern for her is a set of railroad mergers that threaten to create prolonged uncertainty. Union Pacific, alongside its $85 billion proposal to take over Norfolk Southern, plans to operate more trains using Canadian National’s suburban Chicago network. Initially, this will involve rerouting some trains currently passing through inner-city Chicago.
As a former village president for 20 years until last year, Darch, an attorney, foresees the eventual need for a second freight track through Barrington. Canadian National has been double-tracking up to 10 miles south of Barrington, indicating a probable increase in train traffic. This could bring many more freight trains through downtown Barrington, significantly increasing the current train speed from 20 to 40 mph. This is apart from the daily flow of 50,000 cars and trucks, including 800 school bus trips, and 70 Metra commuter trains that pass through the area.
“If additional tracks are installed, the impact will be much more significant,” said Darch. “There could be a need for more underpasses, possibly two, and businesses that benefit from rail travel should contribute more funding.” Currently, Darch awaits developments from corporate and regulatory scenes.
Peter Gilbertson, CEO and co-owner of Anacostia Rail Holdings, faces similar uncertainty. Based in Chicago, he owns six small railroads in major U.S. cities. Gilbertson expressed concerns about changes in the railway sector affecting his business, emphasizing the need for better service at competitive rates.
“Our company could face significant risks due to strategic changes in the industry,” Gilbertson commented.
The Surface Transportation Board (STB) recently rejected Union Pacific’s request to withhold traffic and market share modeling data, and plans possible additional year-long reviews of the takeover’s competitive impacts. If approved, the merger will give Union Pacific control of nearly 40% of the U.S. railroad market, aiming to regain long-haul truck market share due to lower coast-to-coast service costs.
However, concerns have been raised. Independent analyst Rick Paterson emphasized the industry’s need for growth after two decades of stagnation. Some state attorneys general argue that Union Pacific has not demonstrated how the merger will advance competition.
Anacostia’s short lines, operated by Gilbertson, are agile and cater to freight movement in urban centers. Short lines increased in volume by 3.4% last year, contrasting with Class 1 railroads, which showed no growth.
Gilbertson’s initial acquisition, the Chicago South Shore & South Bend Railroad, showcases his operations. It employs 60 people and serves vital industries like steelmaking. However, pricing power might shift if Union Pacific’s merger succeeds, possibly undermining Gilbertson’s business model. He remains hopeful but cautious as Union Pacific has yet to file an updated operating plan explaining merger impacts.
Gilbertson faces more hurdles, including losing his long-term contract for dockside rail operations at Los Angeles and Long Beach ports. His company, Pacific Harbor Line, had previously been crucial in untangling disputes among shippers. The winning bidder for the contract, a Union Pacific and BNSF joint venture, raises questions about future efficiencies. Efforts to maintain roles for Gilbertson’s employees continue.
The increasing significance of the railroad tracks through Barrington, once considered an industrial bypass, marks new potential. The Elgin, Joliet & Eastern Railway line, bought by Canadian National, now attracts more freight traffic. These developments underline the strategic importance of maintaining essential infrastructure to separate train and road traffic.
Historical lessons from Chicago’s past decisions remind communities about the importance of separating train tracks to prevent accidents and manage congestion. Darch emphasizes the need for proactive measures, ensuring that rail growth benefits communities rather than burdening them.
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