The US short line rail industry is raising concerns over parts of the newly released surface transportation legislation, arguing that several proposals could unfairly benefit trucking while increasing operational and regulatory pressure on freight rail operators.
The debate follows the release of the House Transportation & Infrastructure Committee’s draft reauthorization bill, now branded as the BUILD America 250 Act. The legislation forms part of the broader Infrastructure Investment and Jobs Act framework first introduced in 2021, which covers long-term funding for highways, transit, rail, broadband, water systems, and energy infrastructure.
American Short Line and Regional Railroad Association president Chuck Baker described the current text as an early draft ahead of wider congressional debate, while acknowledging that some parts of the proposal remain positive for the rail sector.
Among the measures welcomed by the association is continued support for the Federal Railroad Administration’s Consolidated Rail Infrastructure and Safety Improvements (CRISI) programme, which helps fund rail infrastructure projects, as well as the continuation of the Section 130 grade crossing upgrade programme.
At the same time, Baker warned that if CRISI funding is only authorised without guaranteed long-term financing similar to what existed under the IIJA, it would represent a setback for short line rail investment across the country.
The strongest criticism, however, was directed at amendments favouring heavier trucks. An amendment approved during discussions would allow trucks weighing up to 91,000 pounds to operate in certain states under a ten-year pilot programme.
According to Baker, heavier trucks could shift freight away from rail and onto highways that are already heavily congested, publicly subsidised, and under increasing strain. Rail operators have long argued that freight rail remains both safer and more sustainable than long-haul trucking, while also pointing out that rail infrastructure is largely privately funded and maintained.
The association also expressed concern over provisions linked to the proposed Railway Safety Act, which gained political momentum after receiving support from Donald Trump.
Although short line railroads were not directly targeted by the legislation, Baker said the proposed rules — including measures such as mandatory two-person crews and expanded inspection requirements — could still impose costly and inflexible mandates across the wider rail network.
He warned that such requirements would ultimately raise costs for operators at a time when supply chains and transport systems are already facing financial pressure.
The funding structure behind US transportation infrastructure also remains a major point of concern for rail stakeholders. While the bill includes early steps toward expanding user-pay mechanisms for the Highway Trust Fund, Baker noted that the system still faces an annual gap of roughly $50 billion between projected spending and actual revenue.
According to the association, highways continue to benefit from large-scale public support, while freight rail operators must rely far more heavily on private investment and discretionary federal programmes.
For the rail industry, the current legislative debate has once again highlighted a long-running concern: that transport policy in the US continues to favour road freight expansion while placing additional operational and financial burdens on rail networks that are expected to remain competitive, sustainable, and privately maintained at the same time.
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