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Deadline for train safety technology undercut by industry lobbying

Repost from the Washington Post

Deadline for train safety technology undercut by industry lobbying

By Ashley Halsey III and Michael Laris October 25 at 10:13 PM


Until a train barreled off the tracks at 9:26 p.m. on May 12, it had been business as usual on Capitol Hill. Among the bills quietly making their way toward a final vote was one that would postpone by several years a multibillion- dollar safety-enhancement deadline facing the railroad industry.

A victory for the railroads, which maintain one of the most powerful lobbying efforts in Washington, seemed all but certain and likely to be little noticed outside of the industry.

But at that moment, an Amtrak train hurtling toward New York City derailed in Philadelphia, turning into a tangle of crushed metal that killed eight passengers and injured 200 more.

Everyone — including the railroad and federal investigators — agreed that the catastrophe could have been prevented by a single innovation called Positive Train Control (PTC). It’s an automatic braking system that federal regulators call “the single-most important rail safety development in more than a century.”

Now, after a period of reflection and several inquiries, Congress once more is on the brink of postponing the deadline for use of PTC. The proposed delay — until at least 2018 — comes in a new regulatory era for the railroads. Trains filled with volatile natural gas or oil have derailed seven times so far this year, and there is fear that one could cause catastrophic explosions as it passes through a city.

A mighty lobby

What has taken place since May provides insight into the influence that effective lobbyists wield in Washington and how ready access to members of Congress has helped one industry fend off a costly safety mandate.

Seven years ago, Congress ordered railroads to have PTC installed by the end of 2015. It was an uncomfortable deadline for the industry, one it argued should be postponed. PTC technology was too complex, the railroads said, and the $14.7 billion cost to equip freight and commuter lines was prohibitive. Federal economists put the cost-benefit ratio at about 20 to 1.

With their lobbyists in overdrive in 2008, the railroads might have persuaded Congress to delay the mandate. But in the middle of that debate, a head-on train collision in California killed 25 people and injured 102 others. The National Transportation Safety Board said PTC could have prevented the accident, and that moved lawmakers to settle on the Dec. 31, 2015, deadline.

The NTSB says it has investigated 145 rail accidents since 1969 that PTC could have prevented, with a toll of 288 people killed and 6,574 people injured.

In the years since Congress moved to finalize the deadline in 2008, the railroad industry has spent $316 million, according to the Center for Responsive Politics (CRP), to maintain one of the most savvy lobbying teams in Washington. It also contributed more than $24 million during the same period to the reelection efforts of members of Congress, targeting in particular the chairmen and members of key committees that govern its business.

In 2011, the chairman of the House subcommittee on railroads spoke out at a hearing, denouncing the PTC mandate as “an example of regulatory overreach.” He said PTC would have “a very, very small cost-benefit ratio.”

Since then, that chairman, Rep. Bill Shuster (R-Pa.), has risen to lead the full House Transportation Committee. Late last month, he introduced a bipartisan bill to extend the PTC deadline to at least 2018, and beyond if the “railroads demonstrate they are facing continued difficulties.”

“Railroads must implement this important but complicated safety technology in a responsible manner, and we need to give them the necessary time to do so,” Shuster said in a statement announcing the bill.

Since taking office in 2001, Shuster has received campaign contributions of $446,079 from the railroad industry, according to the CRP, with $141,484 of it coming in the 2013-2014 election cycle.

Money flows readily to the chairs of powerful committees, but other members of the House Transportation Committee also have benefited from railroad contributions. In the 2013-2014 election cycle, committee members received more than $1.25 million in direct contributions to their campaigns. As of the end of September, the railroads had pitched another $721,742 at the House committee members.

The Senate also has benefited from the railroad industry’s largesse, according to the CRP, with 77 senators receiving nearly $1.5 million in campaign contributions in 2013-2014.

Outside the Beltway, massive contributions may sound like the cost to buy a vote in Congress. But in this era of mega-money politics, campaign contributions win something almost as valuable for railroad lobbyists: face time with a member of the House or Senate.

“They call and they get a member meeting right away,” said a senior Senate staff member familiar with the process. “They have a lot of access.”

And that access brings into play what are described as some of the best lobbyists on Capitol Hill, including several dozen who once were staff members or lawmakers in Congress.

Rep. Peter A. DeFazio (Ore.), the ranking Democrat on the Transportation Committee and the recipient of more than $70,000 in railroad campaign money since 2013, says it’s the footwork of the lobbyists, not the campaign contributions, that wins the day.

“In these days, when you have one Wall Street billionaire spend a million bucks [on a campaign], getting a few thousand dollars from a railroad?” he said with a shrug. “The railroads invest a lot of time on the Hill, and they present a pretty good story for the most part.”

Oil boom raises the stakes

Rail safety has never been a more pressing issue than it is today. So far, the people who have died in U.S. accidents that PTC could have prevented have generally been crew members or passengers. That could change in dramatic, catastrophic fashion.

The number of rail tank cars carrying flammable material in the United States has grown from 9,500 seven years ago to 493,126 last year, thanks to the boom in domestic oil produced in the Bakken oil fields.

Those trains rumble from the oil fields in Montana, North Dakota and Saskatchewan, Canada, to refineries on the East, West and Gulf coasts.

This year, seven trains have derailed, either leaking their contents or exploding. All of the U.S. explosions have come in remote rural areas where the erupting fireballs did little damage.

Canada was not so lucky.

In July 2013, a runaway freight train carrying 74 tank cars full of Bakken oil derailed in the town of Lac-Mégantic, setting off an inferno that destroyed 30 downtown buildings and killed 47 people.

Coastal states in the United States and the city of Chicago, the most important railroad hub in the nation, have come up with scenarios that depict the potential damage and death tolls should a train explode in different sections of their urban areas. Chicago, fearing that the plan’s release could cause panic, has declined to make it public.

Sarah Feinberg, acting head of the Federal Railroad Administration, says that worries of a train exploding in the middle of a city have caused her sleepless nights.

“If PTC is not fully implemented by Jan. 1, 2016, we can and should expect there to be accidents in the months and years to follow that PTC could have prevented,” she told the House subcommittee on railroads in June.

Bob Gildersleeve Sr., whose son Bob, a Maryland father of two, was killed in the May crash, said rail companies seem to be evading the mandate with an attitude of: “What are you going to do about it?”

“Is a deadline a deadline?” Gildersleeve asked. “We’re talking about fixing things that will eventually save lives, and you guys haven’t done it. Why?”

Many railroads far behind

The railroads’ pitch for an extension — both loudly in the media and quietly to Congress — has been straightforward. Unless the deadline is postponed:

“Transportation of all goods over freight rail grinds to a halt; the U.S. economy loses $30 billion; household incomes drop by $17 billion; 700,000 Americans lose their jobs; millions of commuters are stranded.”

That was the message Oct. 19 when officials from three commuter rail lines and Association of American Railroads President Ed Hamberger held a conference call with reporters to add their voices to a chorus calling for an extension of the PTC deadline.

“If the congressionally mandated deadline of Dec. 31 is not extended, there will be a transportation crisis in the country with severe economic consequences,” said Michael Melaniphy, president of the American Public Transportation Association.

The call had an unintended subtext; all three of the commuter rail lines represented — Virginia Railway Express, Chicago’s Metra system and California’s San Joaquin Regional Rail Commission — said their installation of PTC would be substantially complete by the end of 2015. Amtrak also promises to have PTC operating in the Northeast Corridor rails that it owns by the current deadline.

But most passenger trains operate on track that’s owned by the freight railroads, and the freight rail lines are far from ready to meet the deadline. The freight companies say that without an extension, all traffic on their lines must halt to comply with the law.

The railroads say they’ve already spent $5.7 billion on PTC installation and are committed to finishing the job. None will meet the Dec. 31 deadline.

“It doesn’t matter how fast the bear is that’s chasing you, if you’re running as fast as you can, you can’t run any faster,” said Frank Lonegro, vice president of the freight rail carrier CSX, which operates more than 21,000 miles of rail in 23 eastern states, Washington and two Canadian provinces.

Some of the big railroads have made progress, while others lag far behind.

One of the largest, the BNSF Railway, has made substantial progress. At the other end of the spectrum, Union Pacific hasn’t fully equipped any of its 6,532 locomotives, according to a Federal Railroad Administration report released in August.

“Union Pacific is pretending [the deadline] is not happening,” said one federal official who reviewed the report.

Union Pacific spokesman Aaron Hunt says that “integrating these technologies into an interoperable system is very difficult,” much like merging medical records into a computerized system, and that the company already has made a $1.7 billion investment, including work on the bulk of its locomotives.

Lonegro’s colleague, CSX spokesman Rob Doolittle, said railroad lobbyists have been telling Congress for years that a 2015 deadline wasn’t realistic.

“In the early conversations, before the law was passed, the industry was identifying 2018 as a reasonable deadline that we thought we could achieve,” he said.

A federal official familiar with those 2008 negotiations offered a different perspective.

“The railroads were in the room, and [Association of American Railroads] and those guys were the ones who said 2015 was doable. They did not embrace the deadline, but they said it was a fair bill,” said the official, who spoke on the condition of anonymity because of involvement in the current negotiations.

“It certainly wasn’t, ‘Oh, we sprung it on the railroads at the last minute,’ as they would like some to believe,” said a staff member who was in the room while the deal was being struck.

When the final regulations were put in place nearly six years ago, federal officials tallied up the expected benefits of having the automatic braking system in place. The cost-benefit analysis put a price tag on crumpled locomotives, train delays, track damage, evacuation costs, the cleanup of hazardous spills and other consequences of the crashes that could be prevented.

Government economists also sought to calculate the human costs in injuries and deaths, using a figure of $6 million for each life that was expected to be saved. Over 20 years, there would be $269 million in savings, they figured, or the equivalent of 45 lives spared. There would be another $200 million in prevented injury costs.

In all, they projected $674 million in safety benefits from the PTC system. It would cost $13.2 billion over 20 years, including maintenance costs, to net those benefits, the economists calculated.

That came out to a cost-benefit ratio of about 20 to 1, a disconnect seized on by railroad executives, lobbyists and lawmakers sympathetic to their needs, such as Rep. John J. Duncan Jr. (R-Tenn.).

“Now, everybody has tremendous sympathy for those families that lost loved ones in the Amtrak accident, but my goodness, now we’re going to be spending billions to make something that already is one of the safest things in the entire world [safer]?” Duncan, who has received $303,250 in railroad campaign support during a 27-year career in the House, said at a June hearing. “And I’m thinking that we would be better off to spend those billions in many, many other ways — cancer research, and everything else.”

But federal rail officials and some outside experts argue that the technology needed to prevent crashes ultimately can transform the future of railroading. More frequent trains, more efficiently deployed across the country, could move more goods while cutting down on expensive fuel costs, dramatically increasing potential benefits.

Some industry executives have embraced this future, while others have pushed back. In a conference call with Wall Street analysts just 19 days before the Amtrak derailment, Union Pacific’s president and chief executive, Lance M. Fritz, predicted Congress would extend the deadline, adding that his company’s lobbyists were “giving feedback and input into our thoughts to help navigate that process.”

Dan Keating contributed to this report.
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    Railroads face big fines for failure to meet federal safety deadline

    Repost from McClatchyDC

    Railroads face big fines for failure to meet federal safety deadline

    HIGHLIGHTS

    • Feds plan to enforce Dec. 31 deadline
    • Penalties could add up for railroads
    • Congress hasn’t provided much funding
    By Curtis Tate, August 7, 2015

    An Amtrak Capitol Corridor train from Sacramento, Calif., arrives at Diridon Station in San Jose on Aug. 10, 2012, alongside trains of Altamont Commuter Express. Amtrak and commuter railroads must install Positive Train Control this year under a 2008 mandate from Congress, but most will miss the deadline.

    The Federal Railroad Administration plans to impose big penalties on railroads that fail to meet a year-end deadline to install a new collision avoidance system, including more than 70 percent of the nation’s commuter railroads.

    Congress mandated Positive Train Control in 2008, but most of the nation’s commuter and freight railroads won’t have the system ready by Dec. 31. The technology is required for about 60,000 miles of track, including those that carry passengers or chemicals that are poisonous or toxic by inhalation.

    A push in Congress to extend the deadline by three to five years has stalled, and lawmakers aren’t scheduled to return to the Capitol until next month.

    Despite the commuter rail industry’s best efforts, implementing PTC nationwide by the end of this year is not possible. Michael Melaniphy, president and CEO, American Public Transportation Association

    In a Friday report to lawmakers, the FRA said it planned to enforce the mandate they set in 2008. As of Jan. 1, 2016, railroads that have failed to install Positive Train Control on the required track segments face fines up to $25,000 a day for each violation.

    “The potential civil penalties that FRA could assess are substantial,” the agency wrote.

    Only 29 percent of the nation’s commuter railroads will meet the Dec. 31 deadline, according to the American Public Transportation Association, and the rest may need one to five more years.

    “Despite the commuter rail industry’s best efforts,” said Michael Melaniphy, the association’s president and CEO, “implementing PTC nationwide by the end of this year is not possible.”

    FRA has requested funding from Congress every year since 2011 to help commuter railroads install Positive Train Control, including $825 million in President Barack Obama’s fiscal year 2016 budget. Lawmakers have only provided $42 million to date.

    “Congress has not provided a guaranteed, reliable revenue stream for implementation on commuter railroads,” the agency wrote.

    The agency has used other tools to help commuter railroads, including $650 million in grant funds, $400 million of which came from the 2009 economic stimulus.

    In May, FRA issued a $967 million loan to the New York Metropolitan Transportation Authority, the nation’s largest commuter rail agency, to install Positive Train Control on the Metro-North and Long Island Rail Road.

    Melaniphy said that commuter railroads have spent $950 million to date on the system, but need nearly $3.5 billion to get the job done.

    The National Transportation Safety Board has recommended the system since 1969, but Congress didn’t require it until the Rail Safety Improvement Act of 2008.

    Twenty-five people were killed in August of that year when a Metrolink commuter train smashed head-on into a freight train near Chatsworth, Calif.

    Positive Train Control could have automatically stopped the train before it ran past a red signal. Metrolink is one of the few commuter railroads that will meet the Dec. 31 deadline.

    $25,000 Maximum fine, per incident per day, for missing Dec. 31 deadline

    In other more recent fatal crashes, trains approached curves at two or three times the appropriate speed, and the system could automatically have slowed them down.

    Four people died in December 2013 when a Metro-North commuter train jumped the tracks north of New York City. The train was traveling 82 mph at a curve restricted to 30 mph.

    In May, an Amtrak Northeast Corridor train barreled into a 50 mph curve north of Philadelphia at 106 mph and derailed. Eight people were killed.

    Amtrak will meet the Dec. 31 deadline for installing Positive Train Control along the Northeast Corridor, which it owns. On other routes, it will depend on freight railroads, some of which will be ready, while some won’t.

    According to FRA, only freight hauler BNSF and two commuter railroads, Metrolink and the Southeastern Pennsylvania Transportation Authority, have submitted safety plans required under the 2008 federal law.

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      Two months since Amtrak 188 derailed, what’s changed and why big problems remain: ‘It’s actually cheaper to kill people’

      Repost from BillyPenn.com

      NTSB_2015_Philadelphia_train_derailment_3
      Philadelphia Amtrak 188 derailment. NTSB

      Two months since Amtrak 188 derailed, what’s changed and why big problems remain: ‘It’s actually cheaper to kill people’

      By Anna Orso, July 7, 2015, 9:00 am

      In the two months since Amtrak 188 derailed in Philadelphia, killing eight people and injuring hundreds, the train giant has said that it’s making a number of changes to ensure better railroad safety. But is it really doing much beyond what it was already supposed to before the crash?

      That depends on who you ask. Amtrak says it’s made a number of technological changes in wake of the crash to improve safety features. However, that admission came after the National Transportation Safety Board basically said the crash could have been prevented if Amtrak had it’s stuff together.

      The major feature on railroad safety advocates’ list for decades is a way to automatically slow down trains on certain segments of track. Called Positive Train Control technology, federal regulators had mandated that all passenger train companies have it installed by the end of this year. The NTSB said this would have prevented the train, operated by engineer Brandon Bostian, from hitting 106 mph as it flew around a rated-for-50-mph curve in Philly.

      Amtrak will be done installing PTC by the end of December, thus making the deadline and becoming the first “Class 1″ railroad company to do so. Spokesman Craig Schulz says the company is in the process of putting in “Advanced Civil Speed Enforcement Systems” to ensure trains are operated at safe speeds along the Northeast Corridor, spending more than $110 million since 2008 to install PTC.

      The company also is quick to point out that in the immediate aftermath of the crash, it installed (read: fixed) a “code change point” in the signal system on the eastbound tracks just west of the Frankford Curve, meaning that trains traveling east from Philadelphia to New York approach the curve at 45 mph in accordance with the speed limit there. They’re not so quick to point out that this technology was previously required.

      Amtrak, according to Schulz, has also committed to installing inward-facing video cameras in its fleet of ACS-64 locomotives in service on the Northeast Corridor by the end of this year and will comply with additional Federal Railroad Administration regulations released earlier this year. Cameras like this would have shown what, for instance, Bostian was doing as the train hit the curve at nearly double the recommended speed.

      But the lawyers circling this case say these actions are a day late and a dollar short.

      Bob Pottroff, a Kansas-based attorney who’s a railroad safety expert, is consulting with several of the personal injury lawyers who are representing victims in lawsuits against Amtrak and other parties. A number of those court actions have already been filed, including two of behalf of families whose loved ones were killed in the crash.

      It’s expected the lawsuits against Amtrak will be consolidated, and the company will only be liable for a total of $200 million because of a cap put in place by Congress in 1997. This means that no matter how many people are killed or injured in a train crash, Amtrak will never be asked to pay up more than $200 million in total.

      Pottroff thinks removing this cap would be the best way to get large railroad companies to stop dragging their feet on installing new and better technologies that he advocates should have been installed years ago.

      “If you really want to scare the hell out of the railroad industry, the first thing to do is remove the damage cap,” he said. “They’re saying ‘we’re never going to have to pay more than $200 million,’ so any project that costs more doesn’t make sense.

      “The failing state of our railroad infrastructure would probably cost closer to $200 billion to fix. It’s actually cheaper to kill people.”

      And for Amtrak, someone has to be concerned about saving money. The transportation giant is staring down potentially massive cuts to its federal funding, after $270 million in cuts were approved by the House along party lines right after the crash. Democrats and safety advocates have rallied against slashing of funding.

      Meanwhile, Amtrak is still focused on making train trips — especially along the Northeast Corridor which had 11.6 million riders in fiscal year 2014 — faster. Slowing down trains when they go around curves would counter those goals.

      Pottroff said his fear is that Amtrak can make promises in wake of accidents, but he says the FRA hasn’t set up penalties for what could happen if the company doesn’t follow through with regulations in a timely manner. He says there aren’t any checks on the company.

      “Nothing really has changed,” he said. “Until the FRA grows some teeth, they’re going to be a mouthpiece. We will go on hiding the ball on the real causes of problems until we have government oversight that is effective.”

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        NPR: Battle Over New Oil Train Standards Pits Safety Against Cost

        Repost from National Public Radio (NPR)

        Battle Over New Oil Train Standards Pits Safety Against Cost

        By David Schaper, June 19, 2015 3:30 AM ET

        A train carrying crude oil derailed in Mount Carbon, W.Va., in February, causing a large fire that forced hundreds of people to evacuate their homes.
        A train carrying crude oil derailed in Mount Carbon, W.Va., in February, causing a large fire that forced hundreds of people to evacuate their homes. Steven Wayne Rotsch/Office of the Gov. of West Virginia/AP

        The federal government’s new rules aimed at preventing explosive oil train derailments are sparking a backlash from all sides.

        The railroads, oil producers and shippers say some of the new safety requirements are unproven and too costly, yet some safety advocates and environmental groups say the regulations aren’t strict enough and still leave too many people at risk.

        Since February, five trains carrying North Dakota Bakken crude oil have derailed and exploded into flames in the U.S. and Canada. No one was hurt in the incidents in Mount Carbon, W.Va., and Northern Ontario in February; in Galena, Ill., and Northern Ontario in March, and in Heimdal, N.D., in May.

        Stephanie Bilenko of La Grange, Ill. (from left), Paul Berland of suburban Elgin and Dr. Lora Chamberlain of Chicago, are members of a group urging more stringent rules for the oil-carrying trains.
        Stephanie Bilenko of La Grange, Ill. (from left), Paul Berland of suburban Elgin and Dr. Lora Chamberlain of Chicago, are members of a group urging more stringent rules for the oil-carrying trains. David Schaper

        But each of those fiery train wrecks occurred in lightly populated areas. Scores of oil trains also travel through dense cities, particularly Chicago, the nation’s railroad hub.

        According to state records and published reports, about 40 or more trains carrying Bakken crude roll through the city each week on just the BNSF Railway’s tracks alone. Those trains pass right by apartment buildings, homes, businesses and even schools.

        “Well just imagine the carnage,” said Christina Martinez. She was standing alongside the BNSF tracks in Chicago’s Pilsen neighborhood as a long train of black tank cars slowly rolled by, right across the street from St. Procopius, the Catholic elementary school her six-year-old attends.

        “Just the other day they were playing soccer at my son’s school on Saturday and I saw the train go by and it had the ‘1267’, the red marking,” Martinez said, referring to the red, diamond-shaped placards on railroad tank cars that indicates their contents. The number 1267 signifies crude oil. “And I was like, ‘Oh my God.’ Can you imagine if it would derail and explode right here while these kids are playing soccer and all the people around there?”

        New federal rules require stronger tank cars, with thicker shells and higher front and back safety shields for shipping crude oil and other flammable liquids. Older, weaker models that more easily rupture will have to be retrofitted or replaced within three to five years. But Martinez and others wanted rules limiting the volatility of what’s going into those tank cars, too.

        Oil from North Dakota has a highly combustible mix of natural gases including butane, methane and propane. The state requires the conditioning of the gas and oil at the wellhead so the vapor pressure is below 13.7 pounds per square inch before it’s shipped. But even at that level, oil from derailed tank cars has exploded into flames.

        And many safety advocates had hoped federal regulators would require conditioning to lower the vapor pressure even more.

        “We don’t want these bomb trains going through our neighborhood,” said Lora Chamberlain of the group Chicagoland Oil by Rail. “Degasify the stuff. And so we’re really, really upset at the feds, the Department of Transportation, for not addressing this in these new rules.”

        Oil trains sit idle on the BNSF Railway's tracks in Chicago's Pilsen neighborhood.
        Oil trains sit idle on the BNSF Railway’s tracks in Chicago’s Pilsen neighborhood. David Schaper/NPR

        Others criticize the rules for giving shippers three to five years to either strengthen or replace the weakest tank cars.

        “The rules won’t take effect for many years,” said Paul Berland, who lives near busy railroad tracks in suburban Elgin. “They’re still playing Russian roulette with our communities.”

        A coalition of environmental groups — including Earthjustice, ForestEthics and the Sierra Club — sued, alleging that loopholes could allow some dangerous tank cars to remain on the tracks for up to a decade.

        “I don’t think our federal regulators did the job that they needed to do here; I think they wimped out, as it were,” said Tom Weisner, mayor of Aurora, Ill., a city of 200,000 about 40 miles west of Chicago that has seen a dramatic increase in oil trains rumbling through it.

        Weisner is upset the new rules provide exemptions to trains with fewer than 20 contiguous tank cars of a flammable liquid, such as oil, and for trains with fewer than 35 such tank cars in total.

        “They’ve left a hole in the regulations that you could drive a freight train through,” Weisner said.

        At the same time, an oil industry group is challenging the new regulations in court, too, arguing that manufacturers won’t be able to build and retrofit tank cars fast enough to meet the requirements.

        The railroad industry is also taking action against the new crude-by-rail rules, filing an appeal of the new rules with the Department of Transportation.

        In a statement, Association of American Railroads spokesman Ed Greenberg said: “It is the AAR’s position the rule, while a good start, does not sufficiently advance safety and fails to fully address ongoing concerns of the freight rail industry and the general public. The AAR is urging the DOT to close the gap in the rule that allows shippers to continue using tank cars not meeting new design specifications, to remove the ECP brake requirement, and to enhance thermal protection by requiring a thermal blanket as part of new tank car safety design standards.”

        AAR’s President Ed Hamberger discussed the problems the railroads have with the new rules in an interview with NPR prior to filing the appeal. “The one that we have real problems with is requiring something called ECP brakes — electronically controlled pneumatic brakes,” he said, adding the new braking system that the federal government is mandating is unproven.

        “[DOT does] not claim that ECP brakes would prevent one accident,” Hamberger said. “Their entire safety case is based on the fact that ECP brakes are applied a little bit more quickly than the current system.”

        Acting Federal Railroad Administrator Sarah Feinberg disagreed. “It’s not unproven at all,” she said, noting that the railroads say ECP brakes could cost nearly $10,000 per tank car.

        “I do understand that the railroad industry views it as costly,” Feinberg adds. “I don’t think it’s particularly costly, especially when you compare it to the cost of a really significant incident with a train carrying this product.”

        “We’re talking about unit trains, 70 or more cars, that are transporting an incredibly volatile and flammable substance through towns like Chicago, Philadelphia,” Feinberg continues. “I want those trains to have a really good braking system. I don’t want to get into an argument with the rail industry that it’s too expensive. I want people along rail lines to be protected.”

        Feinberg said her agency is still studying whether to regulate the volatility of crude, but some in Congress don’t think this safety matter can wait.

        “The new DOT rule is just like saying let the oil trains roll,” U.S. Sen. Maria Cantwell, D-Wash., said in a statement. “It does nothing to address explosive volatility, very little to address the threat of rail car punctures, and is too slow on the removal of the most dangerous cars.”

        Cantwell is sponsoring legislation to force oil producers to reduce the crude’s volatility to make it less explosive, before shipping it on the nation’s rails.

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