WASHINGTON – In the aftermath of the catastrophic hazardous materials derailment in East Palestine, Ohio, last year, the Federal Railroad Administration (FRA) has consistently stated its commitment to enhancing rail safety. However, under Administrator Amit Bose, the FRA has obstructed Class I railroads' attempts to integrate automated track and equipment inspections with traditional visual inspections. This integration aims to identify the maximum number of defects that could lead to derailments. Railroads are allowed to use automated track inspection systems, which employ lasers, machine vision, and other technologies to detect track geometry flaws, without limitation. Nevertheless, without specific waivers from the FRA, railroads are prohibited from reducing the mandated frequency of visual inspections on main lines where these automated systems are in operation.

Pilot programs conducted by Class I railroads have demonstrated a significant reduction in track defect rates through a combined approach of frequent automated or autonomous track inspections and a less frequent visual inspection schedule. This allows track inspectors to concentrate their efforts on critical areas such as switches, diamonds, and rail joints.

A BNSF Railway pilot program on the Southern Transcon route, connecting Los Angeles and Chicago, achieved a 63% decrease in the track geometry defect rate. Similarly, a Norfolk Southern inspection test program on its Blue Ridge Division, spanning from Norfolk, Va., to Portsmouth, Ohio, resulted in a nearly fivefold reduction in the track defect rate.

However, the FRA has rejected the requests from both railroads.