Trump administration restrictions on Mexican train crews

Trump administration restrictions on Mexican train crews were announced on December 19, 2025, as federal officials cited safety concerns tied to English language proficiency, according to a U.S. Department of Transportation briefing. The U.S. Department of Transportation (DOT) and its Federal Railroad Administration (FRA) said the changes tighten cross-border rail operations and put compliance front and center.

This is reported by the railway transport news portal Railway Supply.

Why English proficiency requirements for rail crews were tightened?

U.S. officials said the policy followed focused inspections at key border rail yards in Texas. Inspectors reported that some Mexican crew members had trouble interpreting operating bulletins and communicating essential safety requirements in English.

Those findings, as reported by Reuters, prompted the FRA to send formal letters to Union Pacific and Canadian Pacific Kansas City Limited (CPKC)—the two major railroads cited as relying on foreign crews to move trains across the U.S.-Mexico border—seeking immediate compliance with stricter language-related requirements.

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Transportation Secretary Sean P. Duffy argued that limited English proficiency creates unacceptable risk in transportation settings where rapid, clear communication is required. In his statement, he compared operating a massive freight train to driving an 80-ton big rig and called the measures “commonsense steps”; his remarks were carried by outlets including the Associated Press and Reuters.

What the 10-mile limit and certified interpreters rule requires?

The new restrictions set a clear boundary: Mexican train crews are not allowed to operate more than 10 miles inside 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 if an interpreter is used, that interpreter must also be certified under federal safety regulations.

The FRA also emphasized that safety documents must be maintained exclusively in English. That includes hazardous materials documents and emergency response information, which federal officials described as especially important for operating crews, dispatchers, and first responders. In practice, these provisions align with the stated purpose of the FRA English proficiency rules for train crews—reducing the risk that miscommunication could affect compliance or emergency response.

FRA Administrator David Fink said that crews who cannot speak English pose a significant safety risk, particularly in emergencies where dispatchers and first responders need reliable communication. He also warned that repeated non-compliance could result in enforcement actions against railroads, after inspectors described persistent issues at Union Pacific’s Eagle Pass rail yard and at CPKC’s facility in Laredo.

Enforcement warnings, inspections, and industry reaction

Labor groups cited in the original report broadly supported the move. The Brotherhood of Locomotive Engineers and Trainmen (BLET) praised the administration for linking the policy to border security, public safety, and American jobs. BLET National President Mark Wallace argued that it is critical for locomotive engineers to communicate in English with dispatchers and first responders while trains operate on U.S. soil.

The Teamsters union similarly backed the DOT’s step to restrict cross-border railroad operations from Mexico, and SMART-TD emphasized the importance of well-trained crews who can understand and act on crucial safety information, as described by the Associated Press.

Railroad responses were more pragmatic than confrontational. Union Pacific spokesperson Kristen South said the railroad shares the goal of a safe, secure border and described strong communication as part of safe operations.

CPKC spokesperson Patrick Waldron said the company already limits international crews to no more than 10 miles inside the U.S. and remains committed to safety and security across its network spanning Canada, the United States, and Mexico.

Operational realities near the border are part of why the debate has persisted. Crew handoffs have traditionally occurred right at the border, but the original text notes that logistical constraints—such as single-track bridges—have led some crew changes to happen slightly deeper in U.S. territory.

Union Pacific pointed to Eagle Pass as an example, where the swap has taken place about seven miles over the border, in coordination with U.S. Customs and Border Patrol, to keep freight moving efficiently and safely.

Even so, the inspections described by officials suggested ongoing communication gaps. Inspectors at Union Pacific and CPKC sites said some foreign crews struggled with operating rules, required brake tests, and U.S. regulations—particularly those tied to hazardous materials and emergency response protocols. Union Pacific had a translator present during inspections, but the FRA indicated that relying on interpreters is not viewed as a durable fix, which is why the new certification requirements apply to interpreters as well.

The wider push on language and licensing in transportation

The rail policy also fits into a broader campaign described in the original text to enforce English proficiency across transportation. In September 2025, the DOT moved to tighten eligibility requirements for non-domiciled commercial learner’s permits (CLPs) and commercial driver’s licenses (CDLs) for truck drivers.

That step followed a fatal incident in Florida involving an illegal immigrant truck driver who held a limited-term CDL. The driver, Harjinder Singh, was charged with three counts of vehicular homicide after a crash that killed three people; the original text says he allegedly attempted an unauthorized U-turn.

The administration has also used funding leverage to push compliance. The original material says the DOT withheld $40 million from California for failing to enforce English language requirements for truck drivers and threatened sanctions against other states over similar issues. The administration argues these measures are needed to prevent tragedies and ensure operators on U.S. soil can respond effectively in emergencies.

With the U.S., Canada, and Mexico closely linked through trade and transportation networks—especially those involving a cross-border carrier like CPKC—officials and industry observers noted in the original text that even modest rule changes can ripple through supply chains. Still, regulators have framed the stakes as too high to ignore, insisting that operating crews must be able to understand critical materials and communicate clearly during inspections and emergencies.

As the policy takes effect, the Trump administration restrictions on Mexican train crews set a clearer boundary for cross-border operations: limited distance inside the U.S., certification expectations for crews and interpreters, and English-only handling of key safety documents. The next phase will be watching how railroads, unions, and regulators apply the rules in day-to-day operations at the border.

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