Railway Safety Act of 2026
Sponsored By: Representative Deluzio, Christopher R. [D-PA-17]
Introduced
Summary
Tougher safety rules for hazardous-material freight trains. This bill sharpens tank car standards, mandates real-time hazardous-train data and defect-detection networks, sets a default two-person crew for Class I freight trains, and funds response and technology grants.
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- Communities near rail lines gain stricter tank car rules and emergency planning. Tank cars carrying flammable liquids must meet DOT-117 standards by model year 2027, with a possible 1-year delay if capacity limits arise. Localities also get commodity flow reports and a $2.0 million study of blocked crossings.
- Rail workers face new operational and inspection rules. The bill requires specific pre-departure and periodic inspections, an extra daily locomotive inspection on Class I lines, and a default two-person freight crew with limited exceptions.
- First responders and rail operators must share more data and get funding for equipment and detectors. Class I railroads must keep real-time train consist info and sign secure memoranda of understanding. The bill creates defect detector plans, a temporary detector grant program for eligible commuter railroads, and grant funding for research and tank car safety.
*Creates fee accounts and authorizes funding including $25 million for FRA grants, $5 million for PHMSA, a $10.0 million emergency response pool, and other appropriations, increasing federal spending to implement these safety measures.*
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Bill Overview
Analyzed Economic Effects
7 provisions identified: 3 benefits, 1 costs, 3 mixed.
Two-person freight train crews
This bill would require most freight trains operated by Class I railroads to run with a two-person crew: one qualified conductor and one qualified locomotive engineer. Exceptions would apply off main lines, for helper locomotives, for short caboose runs of 50 miles or less, and for operations already staffed with fewer people at least one year before enactment (subject to a safety review). The exceptions could not be used for high-hazard trains or trains 7,500 feet or longer. Rail carriers could seek waivers from the Secretary.
Grants and research for defect detectors
This bill would authorize $25 million for the Federal Railroad Administration to award grants for research and development of defect detectors and derailment‑prevention technology. It would also authorize $5 million to PHMSA to develop stronger tank cars and valves. The bill would create a formula grant program to help eligible commuter railroads install defect detectors, with appropriations as necessary. The Secretary would start rulemaking on defect detector requirements within one year and issue a final rule within two years. Class I railroads would submit network plans within one year after the final rule and implement them within three years.
Higher civil penalties for rail safety
This bill would raise civil penalty ranges for violations of railroad safety requirements. For most violators, penalties would be $5,000 to $1,000,000. For small businesses, penalties would be $1,000 to $200,000. If a violation causes death, severe injury, or large property damage, maximums could rise to $5,000,000 for most violators and $500,000 for small businesses. The Secretary could double penalties for repeated violations or deliberate indifference. The bill also changes venue, timing rules for suits, and rounding for inflation adjustments.
Stronger inspections, audits, and reviews
This bill would start FRA audits within 60 days to check railcar, locomotive, and brake inspection practices. Within 120 days it would require named pre‑departure inspection locations and designated qualified inspectors. Within one year it would add breath or body‑fluid testing rules for some on‑track inspectors and require an extra daily locomotive inspection on Class I railroads. The DOT Inspector General would review FRA safety culture and the Secretary must post an action plan. OPM must review the federal Railroad Safety job series. The FRA must convene the Railroad Safety Advisory Committee on emergency brake signals. The bill also tightens hours‑of‑service enforcement rules and repeals two chapter 213 sections.
New hazardous materials preparedness fund
This bill would create a Hazardous Materials Emergency Preparedness Fund paid for by an annual registration fee. Small registrants would pay $250 to $500 a year. Other registrants would pay $500 to $5,000 a year. The fund would pay grants, technical help, an emergency response guide, and an Emergency Response Assistance set‑aside until it reaches $50 million (and would reapply if the balance falls below $20 million). Administrative costs could not exceed 4 percent of annual amounts. Until September 31, 2031, up to 50 percent of some grant funds could buy protective gear. States generally must pass at least 70 percent of grant funds to eligible local entities within 180 days.
New limits and tank car rules
This bill would define "high‑hazard trains" by specific hazardous‑material thresholds. It would require Class I railroads that run high‑hazard trains to file hazardous materials emergency response plans using the National Response Team "One Plan" format and coordinate with States and Tribes. The bill would require new train speed rules: all trains capped at 50 mph, and high‑hazard trains with 20+ flammable‑liquid tank cars limited to 40 mph inside high‑threat urban areas unless those tank cars meet DOT‑117/117P/117R standards. Beginning December 31, 2027, many older tank cars could not carry certain Class 3 flammable liquids unless upgraded to DOT‑117 standards; the Secretary may delay that phase‑out to December 31, 2028 if manufacturing capacity or interstate commerce would be harmed.
More train info and blocked-crossing reports
This bill would require Class I railroads moving hazardous materials to produce accurate, real‑time electronic train consist data within one year. The data would show hazardous materials, amounts, where they are on the train, origin and destination, emergency info, and a 24/7 contact. Railroads would have to enter secure memoranda of understanding with fusion centers and could not withhold this data from first responders during incidents. Within 180 days, each railroad would need a toll‑free number to report blocked crossings and DOT would post those numbers. The bill would also fund a National Academy of Sciences study of the 20 most often blocked crossings and require a report to Congress within two years.
Sponsors & CoSponsors
Sponsor
Deluzio, Christopher R. [D-PA-17]
PA • D
Cosponsors
LaLota
NY • R
Sponsored 3/2/2026
Rep. Garamendi, John [D-CA-8]
CA • D
Sponsored 3/2/2026
Rep. Rulli, Michael A. [R-OH-6]
OH • R
Sponsored 3/2/2026
Elfreth
MD • D
Sponsored 3/9/2026
Rep. Fitzpatrick, Brian K. [R-PA-1]
PA • R
Sponsored 3/9/2026
Rep. Suozzi, Thomas R. [D-NY-3]
NY • D
Sponsored 3/12/2026
Rep. Lawler, Michael [R-NY-17]
NY • R
Sponsored 3/12/2026
Roll Call Votes
No roll call votes available for this bill.
View on Congress.gov