Eagle Pass Rail Traffic Highlights Union Pacific’s Stake in Border Gateway

By Jose G. Landa, Copyright 2026 Eagle Pass Business Journal, Inc

Eagle Pass, Texas remains a major competitor to Laredo in international rail traffic, with the latest federal figures highlighting the importance of the existing Union Pacific crossing as developers pursue an alternative railroad route.

An examination of Bureau of Transportation Statistics records shows Eagle Pass processed 309 northbound trains during August 2026, compared with 330 at Laredo.

Through the first eight months of the year, Eagle Pass recorded 2,137 inbound trains against Laredo’s 2,524. Eagle Pass ranked second among U.S.–Mexico border ports during both periods. The figures count trains entering the United States, rather than individual railcars or traffic moving in both directions.

The volume highlights the commercial importance of the Eagle Pass gateway and raises a central question surrounding the proposed Green Eagle Railroad project by Puerto Verde Holdings, LLC.

What incentive would Union Pacific have to shift traffic away from its existing crossing?

Union Pacific owns the current international railroad bridge at Eagle Pass and the connecting American rail line. BNSF also operates through the gateway under trackage rights, while Ferromex handles the connecting Mexican route.

Green Eagle Railroad, a Puerto Verde Holdings subsidiary, proposes a separate crossing connection. Its plans depend on agreements to shift Union Pacific and BNSF traffic. Union Pacific has challenged that approach.

According to the Surface Transportation Board’s April decision, the company stated it “has no intent to discontinue using its border crossing at Eagle Pass.”

The railroad argued that introducing another carrier between existing operators could increase transportation costs, complicate service and weaken competition with Laredo.

Green Eagle disputed those concerns, presenting its proposed operation as a neutral service that could improve efficiency.

The U. S. Surface Transportation Board authorized construction and operation subject to environmental conditions. That approval did not constitute a traffic agreement. Green Eagle told regulators it would not begin construction without agreements with Union Pacific and BNSF.

Those statements reflect the record considered in April.

Meanwhile, Union Pacific has improved operations at its existing gateway.

Back in November 20, 2025, qualified Ferromex crews began moving trains seven miles into Texas to the Eagle Pass yard before transferring control to American crews. Previously, crews changed on the international bridge.

Union Pacific says the procedure reduces bridge transit time by 50%, strengthening the efficiency of its existing operation.

Any future agreement would therefore require a business case compelling enough for the participating railroads to accept a different arrangement.

Potential capacity and operating benefits would have to justify the costs and service implications.

For Eagle Pass, the latest traffic figures establish the scale of an already significant rail gateway. Whether another crossing can attract that business remains a separate commercial question.