
Public Rail Now Statement on Proposed Norfolk Southern–Union Pacific Merger
Re-Regulation or Renationalization
Public Rail Now has a multitude of concerns with the proposed merger of two gigantic rail corporations. Our position is currently one of hesitation and cynicism that this is a merger to benefit the public and is more about mass congealing of private capital consolidating power to benefit a few. The proposal will not only put rail workers in the crosshairs of shareholder profits, but also risk the safety of trackside communities in the name of
cost-cutting. It will exploit shippers and downgrade the already sad service the freight rail industry is touting they provide.
While we think there is a benefit to having an efficient coast to coast freight rail network, we are not optimistic this merger bodes well for anyone but the shareholders. This is a public interest crisis: this is about control of essential infrastructure, not just about corporate mergers. This merger opens the opportunity to discuss:
● Re-regulation – Trying to patch the broken system of private ownership with stricter rate controls, service obligations, labor protections, and safety rules — but still leaving railroads in the hands of Wall Street.
● Renationalization (Public Ownership) – Taking the rail network back into democratic, public control so that decisions about service, safety, and labor are made for the public good, not quarterly earnings.
The Monopoly Problem:
The U.S. rail system has been reduced to a regionally fragmented duopoly, where chronic short staffing and safety compromises put workers and communities at risk, service for small shippers is unreliable, trains are excessively long, and consumers ultimately pay the price. The Staggers Rail Act of 1980 deregulated most of the freight rail industry, allowing railroads to set rates and abandon service with minimal government oversight. Before Staggers, there were 40 Class I freight railroads; today there are only six.
For over a decade, rail carriers have embraced “Precision Scheduled Railroading” (PSR) — corporate shorthand for running fewer, longer trains with fewer workers to lower the operating ratio and boost profits. Since PSR’s rise in 2012, the rail workforce has been slashed by 17%, less-profitable lines and service stops have been cut, and communities have lost access to essential freight service. Profits have soared — but instead of investing in infrastructure upgrades, expanding service, or transitioning to cleaner Tier 4 or electrified yard locomotives in marginalized communities, the Class I railroads have funneled cash to shareholders. From 2010 to 2020, they spent $196 billion on stock buybacks, ignoring a 2007
Association of American
Railroads study calling for $135 billion in capacity expansion to meet 2035 demand.
Now, in a repeat of this pattern, rail executives are eyeing an $85 billion Norfolk Southern–Union Pacific merger — even as the recent Canadian Pacific–Kansas City Southern merger cost $31 billion. The consequences are predictable: more job cuts, more de-skilling, more service cuts, and more unsafe cost-cutting, all while shareholder profits soar. This merger is not about building a stronger national rail network — it’s about
concentrating private wealth and power. Which brings us to the real question for the public:
Will we keep trying to patch this broken private monopoly system with limited
re-regulation, or will we finally reclaim our railroads under public ownership, where service, safety, and jobs come before shareholder dividends?
Impacts on Railroad Workers:
The consolidation of 40 Class 1s into 6 regional monopolies have left the rail working labor force in shambles. In 1975 the rail industry employed about 500,000 workers. The deregulation of the industry after the Staggers Act was passed led to substantial reduction in the rail workforce. By the early 2000s, the rail industry employed 250,000. Currently the Bureau of Labor Statistics (if it can be considered reliable anymore) reports less than 153,000 for May 2025.
With this merger, we would expect the jobs cuts and de-skilling to continue in the face of crew reductions, automation, and contract labor outsourcing. All the above undermines safety, because experienced judgment is replaced with automated or scripted processes creating safety issues for the remaining workers and ultimately impacting trackside communities. The loss of railroaders equates to a reduction in union membership thus weakening collective bargaining power.
Impacts on Service:
Past mergers have set the precedent for the current expectations.
Mergers, consolidation, and deregulation over the past 45 years have shrunk the U.S. freight rail network from 240,000 miles of track to just 140,000, concentrating service on the most profitable routes while abandoning rural and small-town communities. For shippers, fewer rail options means diminished bargaining power and higher rates — costs that ripple through the economy to farmers, manufacturers, and consumers in the form of higher prices. As rail competition disappears, price gouging becomes easier, service quality declines, and delivery times grow less reliable.
At the same time, freight monopolies have used consolidation to justify deferred maintenance and unsafe cost-cutting. They run longer, heavier trains on aging infrastructure while slashing inspections, crews, and safety protocols — putting workers, communities, and the environment at greater risk. For passengers, the picture is equally grim: freight carriers routinely delay Amtrak and commuter trains, refuse to prioritize passenger service, and in some cases have eliminated access entirely. A merged Norfolk Southern–Union Pacific would deepen these harms, reducing competitive pressure to keep
prices fair, operations
safe, and schedules reliable — while maximizing profits for shareholders at the public’s expense.
Impacts on Shippers and Consumers:
Rail is the most efficient and cost-effective way to move freight. Shipping accounts for 10–40% of the cost of many commodities, and moving goods by rail is 3–5 times cheaper per ton-mile than by truck. Yet mergers, consolidation, and deregulation have gutted the
network — reduced mileage of track, eliminated deliveries and stops, congested mainlines, and slashed the workforce. These changes have forced more shippers to turn to long-haul trucking just to ensure timely delivery. In agriculture alone, rail’s share of freight has fallen 27% since 2000, with trucks absorbing nearly all the growth in the sector. The result: higher shipping costs that are passed directly to consumers.
Exorbitant freight rates impact us all. Studies show that increased rail service and frequency could save U.S. shippers — and therefore consumers — up to $100 billion annually. But today’s deregulated rail monopolies choose monopoly pricing and cost-cutting over public benefit, operating like 21st-century robber barons to pad the pockets of shareholders at the expense of workers, communities, and the economy.
Broken Regulatory System
The Staggers Rail Act was built on a false premise: that market competition would discipline rates and service without strong federal oversight. While it left a skeletal framework to guard against monopoly abuse, those safeguards have been gutted in practice. Decades of mergers have eliminated competition, leaving most shippers “captive” to a single carrier. These shippers have almost no practical recourse — the burden of proof lies entirely on them to challenge excessive rates, a process that costs hundreds of thousands of dollars, takes years, and only applies to that one case. Even a “win” changes nothing for other shippers facing the same price gouging, driving more freight onto highways.
The Surface Transportation Board — already short-staffed, with two of its five seats vacant — operates as a revolving door, with over a third of its former regulators and staff going on to work for the railroads they once oversaw. Board majorities have repeatedly sided with industry, and enforcement is reactive and weak. Safety oversight fares no better: the Federal Railroad Administration often lags far behind emerging hazards, relies on carriers to
self-report, and imposes fines so minimal they are treated as just another cost of doing business. This is not a regulatory system capable of protecting workers, shippers, or the public interest in the face of an $85 billion mega-merger.
This merger exposes the core flaw in the current system: we are trying to regulate 21st-century monopolies with a hollowed-out, 1980s-era framework that assumes
competition exists. When competition is gone, when regulators are captured, and when safety and service are sacrificed for stock buybacks, the public is left with two choices.
We could try Re-Regulation — rebuilding real oversight with enforceable service obligations, rate controls, labor
protections, and meaningful safety enforcement. Or we can pursue
Renationalization — bringing the rail network back under democratic, public ownership so that decisions about service,
infrastructure, and jobs are made for the public good, not for quarterly earnings.
This merger makes one thing clear: doing nothing is not
an option.
This Merger Demands Structural Change
The problem isn’t just this deal — it’s a system that allows a handful of private corporations to control critical national infrastructure, while shareholders and hedge fund managers fill their stock portfolios and bank accounts.
Current laws and regulations are incapable of protecting workers, shippers, passengers, or the public interest because they were enacted for a competitive market that no longer exists. After decades of mergers, the few remaining rail monopolies face no real competition. The STB and the FRA are both toothless and impotent to enact any beneficial change to a multi-billion dollar industry that is literally the foundation of the US economy. In this environment, consolidation doesn’t just slip through the cracks — it flourishes. If regulators could not or would not stop the $31 billion Canadian Pacific–Kansas City Southern merger from further concentrating market power, there is little reason to believe they will protect the public from the far larger $85 billion Norfolk Southern–Union Pacific deal. Without structural change, this merger will simply accelerate the cycle of fewer jobs, worse service, higher rates, deferred maintenance, and greater risks for trackside communities — while delivering nothing but bigger payouts to shareholders.
This merger is a wake-up call: patching the current system with stricter rules will not solve the structural problem — a handful of private monopolies controlling essential infrastructure for profit. The real solution is public ownership, where the rail network is run for the public good, not quarterly earnings. A nationalized, democratically accountable rail system could restore service, protect workers, lower costs for shippers, and prioritize safety and climate goals. The choice is clear: keep trying to rein in the robber barons, or take the rails back.
In Summary
Railroads are not just businesses — they are the arteries of the national economy. We cannot afford to let them be further monopolized, gutted for profit, and shielded from accountability by a captured regulator.
The Norfolk Southern–Union Pacific merger is not just another corporate deal — it is a direct threat to workers, communities, and the economy. It is the latest chapter in a decades-long story of deregulation, monopoly consolidation, and public harm. We can no longer pretend that this broken system can be fixed with minor tweaks. The time has come for a structural change that puts rail back in the hands of the people it serves. Public ownership of our rail
network is the only way to guarantee safe, reliable, and affordable freight and passenger service, protect good union jobs,
and prioritize climate
and community needs
over shareholder greed. We can keep fighting the same battles against the same monopolies, or we can take the rails back and run them for the public
good. The choice
is ours — and the time is now.
Contact information: Tabitha Tripp info@publicrailnow.org publicrailnow.org
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Freight Waves / August 6th
The Wheeling & Lake Erie Railway — at 840 miles the largest independent regional railroad in the U.S. — is being acquired by FTAI Infrastructure in a billion-dollar deal, the companies announced today.
Railroad Workers United
Solidarity • Unity • Democracy
"The Rank & File in Action!"
raifroodworkersunited.org (202)798-3327 info@railroadworkersunited.org
RWU
Resolution Against Further Class One Rail Mergers
Whereas, railroad mergers of Class One railroads in recent decades have reduced the number of Class One rail carriers from more than 40 in 1980 to just six today: and
Whereas, these mergers have more often than not been fraught with inefficiencies, confusion, service disruptions, clogged terminals, staffing shortages, exhausted workers, and general malaise; and
Whereas, the Union Pacific absorption of the Southern Pacific 30 years ago resulted in a total meltdown of the combined railroads, taking months if not years to recover from; and
Whereas, the carve-up of Conrail in 1999 resulted in a massive system-wide service failure when Norfolk Southern was completely unable to absorb its portion of Conrail as planned, losing every car in the computer system and decimating the railroad on Day One, June 1, 1999; and
Whereas, the merger of the Great Northern and the Northern Pacific in 1971 to form the Burlington Northem effectively doomed competitor Milwaukee Road - the most modern and well-engineered mainline in the Pacific Northwest - which was bankrupted, destroyed and abandoned within a decade of the BN merger: and
Whereas, the merger of the C&O, B&O and Western Maryland in the 1970s effectively spelled the end of the Western Maryland mainline, shortly thereafter abandoned across the Allegheny Mountains, similar to the Milwaukee Road's mainline, the more modern and better engineered line across the mountains; and
Whereas, the Union Pacific takeover of the Southern Pacific meant that the newly structured UP now had gained control of the former Western Pacific and Rio Grande as well, giving the railroad a virtual monopoly across the mid-section of the country west of the Missouri River, resulting in greatly reduced traffic on these formerly busy mainlines through Colorado. Utah and Nevada; and
Whereas, the most recent merger of the Canadian Pacific and Kansas City Southern - a far simpler merger than a UP-NS merger would be - has resulted in numerous service disruptions and inefficiencies throughout that system since the merger was consummated earlier this year; and
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Whereas, the largest rail union, SMART-TD, has issued a statement which says in part: "Publicly available data from recent years reveals UP leads the industry in accidents, incidents, injuries, and fatalities. This trend reflects a broader corporate culture that, in our view, prioritizes aggressive operating ratios over worker and public safety;" and
Whereas, other unions including the TWU, IAM Rail Division, and BRS have also voiced similar concerns about the proposed merger, with TWU stating, "Union Pacific has a shameful safety record and was caught by the federal government trying to meddle in a safety audit. There is no world where Union Pacific should be controlling a coast-to-coast rail network. A supersized Union Pacific would be catastrophic for TWU rail workers, shippers, and the safety of millions of Americans who live and work near freight rail lines ... Union Pacific cut railroad jobs even as other freight railroads ramped up hiring after the pandemic. They are not to be trusted by railroad workers nationwide..."
Whereas, major rail shipper groups, including the National Industrial Transportation League (NITL), the American Chemistry Council, and the Freight Rail Customer Alliance have all expressed concern about the proposed UP-NS merger, with NITL stating, ""NITL has been on the record wanting no more rail mergers. Generally shippers oppose continued consolidation in the rail industry based on past experiences resulting in increased rates, higher fees, and unreliable service;" and
Whereas, despite continual low operating ratios and record profits over the course of the last three decades, Wall Street is demanding even greater profits from the Class Ones, noting that traffic has been flat for more than a decade; and
Whereas, the way to build traffic is to provide better customer service, reduce rates, invest in infrastructure development, decrease dwell time and increase train velocity, etc. NOT simply expecting that a merger will result in increased carloads; and
Whereas, while true that a seamless rail transportation system coast-to-coast would provide great efficiencies, these can easily be offset by monopolistic practices and the political concentration of power and influence such a behemoth of a corporation would no doubt wield; and
Therefore, Be it Resolved, that Railroad Workers United (RWU) opposes this UP-NS merger as well as any and all takeovers, mergers, or other combinations of the remaining Class One railroads under the current system of private ownership; and
Be it Further Resolved that RWU urge railroad workers and their unions - together with the AFL-CIO and the entire labor movement - to likewise vigorously oppose any such merger, whether Union Pacific - Norfolk Southern, BNSF - CSX or otherwise; and
Be it Further Resolved that RWU urges all railroad workers unions to organize a joint, coordinated, all-crafts campaign with plans for escalating action in order to defend rail jobs, wages, benefits, and quality of life for their membership in face of as the carriers pursuing mergers and consolidations; and
Be it Finally Resolved that the only further consolidation of the continent's rail system that RWU would support is one that is publicly owned - how most nations' rail infrastructure is owned and operated today - and where the railroad workers are included in all aspects of managing railroad operations.
Adopted by RWU Steering
Committee 07/06/2025
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Trains Magazine / July 13th
The union representing Canadian Pacific Kansas City conductors is polling members on a possible strike, claiming the railroad took advantage of a service crisis to make workplace job changes on the former Kansas City Southern.
The International Association of Sheet Metal, Air, Rail, and Transportation Workers-Transportation Division (SMART-TD) Local 457’s General Committee of Adjustment is polling members on a possible strike vote, General Chairman Samuel Habjan confirmed in a brief phone interview with FreightWaves late Saturday (July 12, 2025). The results of the poll are expected today. Habjan would not speculate on the results of the poll, or the union’s plans.
An email signed by “union members local 781” and obtained by FreightWaves claimed that the railroad was using the service crisis to cut jobs and reduce some employees’ working hours.
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CDL Life / June 20th
On June 20, Houston-headquartered Green Corridors announced that the White House granted approval to construct, maintain, and operate an autonomous Intelligent Freight Transportation System (IFTS) corridor between Laredo, Texas and Monterrey, Mexico.
The project carries an estimate price tag of $10 billion, to be covered by Green Corridors in part through fees charged to customers moving freight through the system.
The IFTS system uses autonomous freight shuttles powered by hybrid electric motors to “relieve traffic congestion by moving freight off the road and onto elevated guideways connected to secure terminals,” the company says. “Our elevated guideway is a viaduct system that removes tractor trailer and container traffic from the public roadway, eliminating crashes and reducing traffic congestion."
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Trains Magazine / June 17th
The National Transportation Safety Board will investigate the death of a Transtar Rail employee in Fairfield, Ala., the agency said in a social media post on Tuesday, June 17.
WIAT-TV reports that Michael Dewaine Townsend, 39, died from blunt force injuries after being hit by a railcar in an accident that occurred about 11 p.m. on Monday, June 16.
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Trains Magazine / June 20th
VIA Rail Canada and Canadian union Unifor have reached tentative agreement on a new three-year contract, averting a strike that could have begun as soon as this Sunday, June 22.
If ratified, the agreement will be retroactive to Jan. 1 of this year and run through Dec. 31, 2027. VIA said terms would only be disclosed following ratification.
Unifor’s Council 4000 and Local 100 represent approximately 2,400 workers at stations, onboard trains, and at maintenance facilities. Union members voted in favor of a strike last month.
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SMART-TD / June 9th
Three states bordering Oregon (California, Washington, and Nevada) have passed two-person crew (2-PC) laws.
Oregon
State Representative Paul Evans (D) has voiced support for 2-PC in the
past, signaling a readiness to join neighboring states in safeguarding
critical logistics infrastructure in his state. When the time came,
however, he refused to support the legislation.
He claimed that Oregon has no use for the law, because he naively assumed the issue has already been resolved at the federal level.
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Progressive Railroading / June 3rdBNSF Railway Co. yesterday announced it has created a new team focused on single carload growth. Led by General Director of Marketing Mark Ganaway, the First Mile/Last Mile team combines the Class I's short-line development and industrial products business development teams. It will be dedicated to growing carload volume across BNSF’s 32,500-mile network, according to a BNSF press release. “As our industry continues to evolve, every single carload is important to our network, and every single rail shipment helps our customers create more value for the nation’s consumer,” said BNSF Executive Vice President and Chief Marketing Officer Tom Williams. “First Mile/Last Mile will be focused on providing solutions and breaking down those barriers, leading to a more streamlined supply chain from start to finish.” |
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HANDS OFF!
APRIL 5th NATIONAL DAY OF ACTION
The International Steering Committee (ISC) of Railroad Workers United met on April 2, 2025, at which time we adopted the following three resolutions. Considered together, these raise alarm over the manifold harm that attacks on federal workers, threats to our scarce social safety net (including retirement security), and the privatization of our public goods are exacting on all workers, our democracy, and our future.
We urge you to read these resolutions in full (click on the links), join with activists across the U.S. this Saturday, April 5th, and on May Day, Thursday, May 1st to fight back and say Hands Off! our dignity, safety, and security. To find a local April 5th action near you, visit the Hand Off! national campaign website.
______________________________
RWU Resolution on Solidarity with Unionized Federal Workers
RWU strongly opposes the federal government's sweeping staffing cuts across agencies, causing harm to public services — especially for poor and working-class communities — and threats to the livelihoods of dedicated civil servants. We call on railroad unions, workers, and labor activists to unite in solidarity with federal workers and actively resist these attacks.
We strongly endorse April 5th and May 1st, "May Day," as days of action and urge broader labor organizations, including the AFL-CIO, to organize and participate in national efforts defending unionized federal workers.
RWU Resolution in Support of the Railroad Retirement System
RWU defends the Railroad Retirement System, opposing field office closures and funding restrictions despite the system being self-funded and essential for workers. We call for modernization and protection, urging the government to release internal funds for tech upgrades and to preserve the system’s infrastructure. We urge collective union action, and encourage all railroad workers and retirees to mobilize and advocate for the system’s preservation.
RWU Resolution in Support of Amtrak
RWU supports keeping Amtrak public, and we oppose any efforts to privatize it that would reduce service, compromise safety, and eliminate good union jobs. We call for expanded investment in Amtrak, including more routes, better stations, new trains, and a larger union workforce. We urge unions, communities, and allies to stand with us in protecting and growing Amtrak as a critical public transportation system.
IBEW ratifies contract with rail carriers
Trains Magazine / March 25th
The International Brotherhood of Electrical Workers has ratified a five-year agreement with the National Carriers Conference Committee. The contract includes an 18.77% compounded wage increase over five years.
Other features include enhanced vacation benefits and the ability to carry over up to 4 unused paid sick days, up to a maximum of 20 days, with a 100% cash-out option upon leaving service.
FRA Sunsets C3RS RSAC Working Group
Brotherhood Of Railroad Signalmen / March 25th
The
Federal Railroad Administration has decided to withdraw the
Confidential Close Call Reporting System (C3RS) from the Railroad Safety
Advisory Committee.
In addition, the FRA is deactivating the C3RS Working Group, which had been tasked with exploring how to improve rail safety through a voluntary, non-punitive safety reporting system.
CSXT: BLET exposes safety flaws with “zero-to-zero” technology that controls braking and urges the FRA to conduct further study
CSXT’s Product Safety Plan would allow software to completely operate and control the train’s movements — not a certified locomotive engineer.
If approved, zero-to-zero would almost completely automate the movement of a train from the beginning to the end of a run, moving at full speed and adjusting speed throughout the trip.
BLET’s reasons why CSXT’s request should be denied included violated operating rules while zero-to-zero has control of a train, the “deskilling” of locomotive engineers, and operation in adverse weather conditions
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Trains Magazine / March 6th
Billionaire tech entrepreneur Elon Musk, who heads the advisory “Department of Government Efficiency” as part of the Trump administration’s efforts to upend business as usual in Washington, told a tech conference this week that Amtrak should be privatized.
Musk offered no specifics on how Amtrak could be privatized or what company would be interested in running a passenger railroad that posted a $705 million adjusted operating loss in the fiscal year that ended Sept. 30.
Musk said Amtrak was an embarrassment compared to other passenger railroads around the globe. “If you’re coming from another country, please don’t use our national rail. It can leave you with a very bad impression of America,” he said.
Amtrak Is Instead Hyping Up Its Trains Of The Future Like The Airo
Literally, just prior to Elon's comments, Amtrak promoted its new Airo train set to launch in 2026.
Amtrak wrote, "Offering a more sustainable way to travel and featuring a modern design with world-class amenities, Amtrak Airo will transform the travel experience. The new trains will elevate the journey with a focus on comfort and efficiency, providing even more advantages to traveling by rail."
The Airo is in fact built in America, while boosting jobs nationwide with 13,500+ parts manufactured by nearly 100 suppliers in 31 states. Even before it hit the tracks, President Roger Harris praised the project for creating jobs.
"As we build to support the soaring demand for train travel, Amtrak Airo is creating jobs even before the trains are on the track."
The Airo will be featured across 14 different lines. The experience will be upgraded, along with quicker travel times.
How California overcame a major barrier to rail electrification
High Speed Rail Alliance / January 25
Rail electrification with overhead catenary, critical to high speed rail, is an unambiguous positive for the environment. It produces no air pollution at point of source, can be powered entirely by renewable energy, as California High Speed Rail will, and even using California’s current grid emits more than 100x less CO2 per passenger than diesel trains. More importantly, the faster acceleration, higher maximum speeds, and lower maintenance costs compared to other types of trains allow for higher levels of service, creating a demonstrated “Sparks Effect” of higher ridership that reduces emissions from cars. For these reasons and more, mainstream environmentalists have embraced overhead electrification as a climate solution.
Despite the obvious benefits of electric rail, environmental law has been misused to obstruct vital rail electrification projects. While the National Environmental Policy Act (NEPA) and California Environmental Quality Act (CEQA), California’s version of NEPA, provide critical protections against many environmentally damaging projects, over time their scope has been expanded by the courts, enabling abuse by wealthy interests.
Are passenger trains entering a golden age or reaching the end of the line?
Following decades of penny-pinching, the first half of the 2020s appeared to be the beginning of a golden age for passenger rail investment in the United States.
Since 2021, Amtrak has received approximately $32 billion from the federal government as a result of the Infrastructure Investment and Jobs Act, allowing the national passenger railroad to address a years-long backlog of infrastructure and equipment upgrades. The act also provided funding to study the expansion of Amtrak’s network — including reviving a second route across Montana, the North Coast Hiawatha, that hasn’t had service since 1979.
While the fruits of that
historic investment are still years away in some instances, officials had other
reasons to celebrate. During fiscal year 2024, Amtrak carried a record-breaking
32.8 million passengers, a 15% increase over the previous year and a return to
its pre-pandemic ridership. The railroad also brought in $2.5 billion in ticket
revenue, a record amount in its 53-year history.
People before profits - trains are back in public hands
EIN Presswire / February 3
Increased security and CCTV headline benefits for commuters as rail operations are returned to public control four years after they were sold off by the Marshall government - despite the former Liberal premier’s pledge that he didn’t have a privatization agenda.
The return of train services to public hands today – with trams to follow later this year – realizes a major Malinauskas Labor Government election commitment.
The State Government announced in April last year that it had reached agreements with the private rail operators to bring train and tram services back into public hands in line with Labor’s pledge – which was made before the private contracts were ever signed. Under these agreements, the State Government will not pay any break fees.
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