MARYVILLE, Tenn. — A fire continued to burn Thursday afternoon at the site where a train car carrying hazardous material derailed and caught fire in eastern Tennessee, and officials said firefighters have been trying to keep neighboring rail cars cool as they make efforts to move them away from the flames.
At a 4:30 p.m. news conference Thursday in Maryville, Tennessee, Craig Camuso, CSX regional vice president for state government affairs, said firefighters are getting as close to the damaged 24,000-gallon tank car as they can, given the heat.
The derailment late Wednesday prompted the evacuation of thousands of people within a mile-and-a-half radius.
The Federal Aviation Administration (FAA) and industry are working on a number of key initiatives to improve general aviation (GA) safety: the GA Joint Steering Committee (GAJSC), NextGen is now for general aviation, the Fly Safe outreach campaign on Loss of Control, and the angle of attack (AOA) policy, which is simplifying the design approval requirements for AOA indicators.
The United States has the largest and most diverse GA community in the world, with more than 220,000 aircraft, including amateur-built aircraft, rotorcraft, balloons, and highly sophisticated turbojets. Reducing GA fatalities is a top priority of the FAA and the FAA’s goal is to reduce the GA fatal accident rate by 10 percent over a 10-year period (2009-2018). Loss of control – mainly stalls – accounts for the largest number of GA fatal accidents.
The FAA is focused on reducing general aviation accidents by using a primarily non-regulatory, proactive, and data-driven strategy to get results, which is similar to the strategy the FAA uses in commercial aviation.
Reducing Risk The FAA and industry are working together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies The FAA and the GA community carry out this work through the General Aviation Joint Steering Committee (GAJSC).
Formed in the mid-1990s, the GAJSC recently has renewed its efforts to combat GA fatal accidents. The government and industry group uses the same approach as the Commercial Aviation Safety Team (CAST). It uses a data-driven, consensus-based approach to analyze safety data to develop specific interventions that will mitigate the root causes of accidents. Recent accomplishments include more than 25 safety enhancements, (such as training, procedures, and technology) to address loss of control. Examples include a new streamlined policy for angle of attack (AOA) system approvals and outreach to the GA community on loss of control topics. The GAJSC also is focusing on engine and other system failures, which can lead to accidents.
The GAJSC combines the expertise of many key decision makers across different parts of the FAA, several government agencies, and stakeholder groups. The other federal agencies are the National Aeronautics and Space Administration and the National Transportation Safety Board (NTSB), which participates as an observer. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry.
Other achievements include several web-based resource guides, information on flying and medications, and overall GA community coordination on Loss of Control topics. Resource guides include the General Aviation Pilot’s Guide to (PDF)Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making, which provide advice to pilots on how to make safe weather flying decisions.
The GA community and the FAA are moving toward using de-identified GA operations data in the Aviation Safety Information Analysis and Sharing (ASIAS) program to help identify risks before they become accidents. On March 31, 2014 the FAA announced the start of a one-year project to illustrate the value, capabilities, and benefits of the ASIAS program for the GA community. The project explores potential new information sources such as General Aviation Flight Data Monitoring, voluntary safety reports, manufacturer reports, and information collected from avionics using new common technologies such as iOS and Android personal electronic devices. The project’s team is reviewing the results and preparing a final report.
Data from these programs will be used for GA JSC initiatives and research conducted by the GA community. The GAJSC will work with the community to incorporate their data into ASIAS so that it may be used to identify risk.
Aircraft Design The FAA is working on a new performance-based regulatory approach to airworthiness standards for Part 23 airplanes. These airplanes range from small piston-powered airplanes to complex high-performance executive jets. The goal is to set a standard that improves safety, enables innovation, streamlines the certification process, and utilizes consensus standards to assist applicants in complying with the performance-based regulations. The agency’s effort addresses recommendations presented in 2013 by a 55-member rulemaking committee that included representatives from the FAA, European Aviation Safety Agency, National Civil Aviation Agency of Brazil, Civil Aviation Administration of China, Transport Canada, Civil Aviation Authority of New Zealand, several airplane and avionics manufacturers, and industry groups. The FAA is working to publish a notice of proposed rulemaking as quickly as possible.
On June 5, the FAA established a new policy effectively allowing vacuum-driven attitude indicators in small aircraft to be replaced with electronically-driven attitude indicators without the need of a standby attitude instrument. Older vacuum-driven attitude indicators are less reliable, often unavailable, and more expensive to maintain than electronically-driven indicators.
The FAA is also working with manufacturers to build stall resistance into aircraft designs through the use of improved aerodynamics, limited pitch control capability, and sensed angle of attack to better inform the pilot. This work has contributed to the production of autopilots that provide automatic limiting to help prevent loss of control incidents and accidents.
New Technology NextGen is using innovative technologies and procedures to make flying safer, greener, and more efficient. In March, the FAA achieved a major milestone by completing one of the largest automation changeovers in the history of the agency. We completed our new high altitude air traffic control system, known as En Route Automation Modernization (ERAM). This system will accommodate the technologies of NextGen, giving the U.S. a more powerful air traffic system.
The FAA is working with manufacturers to define equipage requirements and support NextGen by streamlining the certification and installation of NextGen technologies, uch as Automatic Dependent Surveillance-Broadcast (ADS-B). ADS-B enhances GA pilots’ awareness of other traffic and improves safety in areas that radar cannot reach, such as Alaska and the Gulf of Mexico. GA pilots can enjoy the subscription-free services and enhanced safety that come with the technology today. Pilots flying properly equipped aircraft can see graphical weather information on cockpit displays, where they are in relation to nearby aircraft, and flight information such as temporary flight restrictions.
The full benefits of ADS-B can only be realized if all of the planes that fly in controlled airspace are equipped. The FAA has set January 1 , 2020, as the deadline to equip for ADS-B Out in controlled airspace. The FAA is working closely with industry through the Equip 2020 working group. Increased competition has driven costs down considerably.
The FAA also is clarifying the role of data-link weather in GA operations and the use of portable equipment. Other efforts focus on icing “forecast and avoid” and “detect and escape.”
New technologies such as inflatable restraints, ballistic parachutes, weather in the cockpit, AOA indicators, and terrain avoidance equipment could significantly reduce GA fatalities.
Angle of Attack Indicators On February 5, 2014, the FAA took an important step to help improve safety in small aircraft by simplifying design and production approval requirements for an AOA indicator. AOA indicators provide the pilot with a visual aid to prevent loss of control of the aircraft in the critical phases of flight. Previously, cost and complexity of indicators limited their use to the military and commercial aircraft. Under new FAA guidelines, AOA devices can be added to small airplanes to supplement airspeed indicators and stall warning systems, giving pilots an additional tool to avoid a dangerous aerodynamic stall and subsequent loss of control.
The FAA continues to work to improve RVSM Letter of Authorization (LOA) process Since January 2005, Reduced Vertical Separation Minimum (RVSM) has allowed pilots to fly domestically with 1,000 feet of vertical separation rather than the previous 2,000 feet at cruising altitudes. On January 27, 2014, the FAA issued a policy that streamlined the process for granting approval to use RVSM. The FAA now considers previous operator and aircraft experience to determine the extent of the evaluation, reducing the amount of time it takes for operators to receive an authorization.
The FAA aims to make the authorization process more efficient with the recent Notice of Proposed Rulemaking (NPRM) which would revise the FAA’s requirements for an application to operate in RVSM airspace. This proposal would eliminate the burden and expense of developing, processing, and approving RVSM maintenance programs. As a result, an applicant who plans to operate in RVSM airspace would no longer be required to develop and submit an RVSM maintenance program solely for the purpose of an RVSM authorization. Because of other, independent FAA airworthiness regulations, all aircraft operators would continue to be required to maintain RVSM equipment in an airworthy condition. The comment period closes on July 27, 2015.
Engagement & Outreach Fly Safe On June 6, FAA Deputy Administrator Mike Whitaker kicked off the Fly Safe campaign at the Aircraft Owners and Pilots Association’s (AOPA) Fly-In at the Frederick Municipal Airport, Frederick, MD. The FAA and GA groups launched the Fly Safe national safety campaign to educate the GA community on how to prevent Loss of Control (LOC) accidents. An LOC accident involves an unintended departure of an aircraft from controlled flight. LOC can happen because the aircraft enters a flight regime that is outside its normal flight envelope and may quickly develop into a stall or spin. It can introduce an element of surprise for the pilot. LOC happens in all phases of flight. It can happen anywhere and at any time. There is one fatal accident involving LOC every four days. Join the campaign at #FlySafe and follow it on Facebook, Twitter, and Instagram.
Weather Most weather-related accidents are fatal and a failure to recognize deteriorating weather continues to be a frequent case or contributing factor of accidents. While the GAJSC has produced several safety enhancements related to weather as part of their work on loss of control in flight, the FAA and industry partners launched an eight-month national safety campaign in May 2014 titled, “Got Weather? to help general aviation (GA) pilots prepare for potential weather challenges. The Got Weather? campaign featured a monthly weather topic such as turbulence, thunderstorms, icing, crosswinds, and the resources available to pilots. Pilots were able to go to one user-friendly website to get fast facts about the topic and links to partner videos, safety seminars, quizzes, proficiency programs, online training, case studies, and more. The campaign reached approximately 4.5 million people.
Airman Testing Standards and Training To keep pace with advances in technology and educational training methods, the FAA chartered the Airman Testing Standards and Training Aviation Rulemaking Committee (ARC) in September 2011 to engage stakeholders to recommend ways to improve the quality of general aviation airman knowledge, computer testing supplements, guides, practical test standards, and training handbooks. The ARC also considered how to develop test questions that incorporate expert input and review while balancing the need to safeguard test integrity.
To implement key ARC recommendations, the FAA tasked an Aviation Rulemaking Advisory Committee (ARAC) Working Group in August 2012 to develop integrated airman certification standards documents, guidance, and test materials for the private pilot and instructor certificates and instrument rating. The FAA also tasked this group to propose how to realign, streamline and consolidate existing FAA guidance material with each integrated Airman Certification Standards (ACS) documents and ensure that knowledge test item bank questions are consistent with both the ACS documents and the ARC’s recommendations. On September 30, 2013, the ARAC submitted the working group’s final report to the FAA with recommendations to improve airman training and testing by establishing an integrated, holistic airman certification system that clearly aligns testing with certification standards, guidance, and reference materials, and maintains that alignment. The group recommended steps the FAA should take to adopt the proposed ACS approach and its ongoing management. In January 2013, the FAA asked ARAC to establish an Airman Certification System Working Group to further advance ACS development work. This group is completing ACS drafts for the Authorized Instructor and Airline Transport Pilot certificates, prototyping use of the Private Pilot-Airplane and Instrument Rating-Airplane ACS documents in selected locations, and aligning handbooks with the knowledge, skill, and risk management tasks in the ACS. The FAA hopes to deploy the Private Pilot Airplane, Commercial Pilot Airplane, and Instrument Rating Airplane ACSs in early 2016.
Online Resources The FAASTeam’s website is a good resource for pilots to help improve their skills and knowledge. The site hosts the FAA WINGS pilot proficiency program. It also contains online pilot training materials and includes courses to help a pilot avoid the pitfalls of VFR flight into Instrument Meteorological Conditions (IMC). Pilots, flight instructors, and mechanics are encouraged to register online.
Certificated Flight Instructors The FAA has been working with the flight instructor community to improve GA safety through improved flight instructor training, most notably recurrent training.
AviationUniversitiesand Experts Working through the Aviation Accreditation Board International (AABI) and the University Aviation Association (UAA), the FAA is partnering with the aviation academic community to leverage their expertise and develop best practices for improving flight training.
Ba ckground The General Aviation Accident Rate While the number of fatal general aviation accidents over the last decade has decreased, so have the estimated of total GA flight hours, likely due to economic factors.
From 2004 to 2009, fatal accidents from Controlled Flight Into Terrain (CFIT) have been reduced by approximately 50 percent.
However, the general aviation fatal accident rate appears to have remained relatively static based on the FAA’s flight hours estimates. The preliminary estimate for FY 2014 is a fatal accident rate of 1.09 with 251 GA fatal accidents with 434 fatalities. In 2013, the fatal accident rate was 1.11 fatal accidents per 100,000 hours, with 449 GA fatal accidents. In 2012, the fatal accident rate was 1.09 fatal accidents per 100,000 hours flown, with 267 GA fatal accidents. In 2011, the fatal accident rate was 1.12 fatal accidents per 100,000 hours flown, with 469 GA fatalities. In 2010, the fatal accident rate was 1.10 fatal accidents per 100,000 hours flown, with 272 GA fatal accidents.
Previous five-year GA fatal accident rates and numbers:
GA Fatal Accidents per 100,000 Hours
GA Fatal Accidents
GA Fatalities
FY10
1.10
272
471
FY11
1.12
278
469
FY12
1.09
267
442
FY13
1.11
259
449
FY14 (est)
1.09
251
434
The Top 10 Leading Causes of Fatal General Aviation Accidents 2001-2013:
In the 80 years since the National Labor Relations Act was enacted, the workplace has changed in ways that President Roosevelt never could have imagined when he declared that the goal of the law was “common justice and economic advance” for all. Yet his signature so long ago guaranteed that one thing would and has remained the same — democracy has a rightful place in the workplace.
Enacted in midst of the Great Depression, the National Labor Relations Act gave workers an avenue to join together to improve their wages and working conditions. The ability to organize and bargain collectively put more money in the pockets of workers while helping build – and maintain – the middle-class.
Through good times and bad, the Act has offered workers a voice in their workplace and promoted industrial peace. Our country and workplaces have changed over the last eight decades, but the need for the Act has remained a constant.
Today, the law continues to protect employees who seek to improve their working conditions by joining together, with or without a labor union. It protects the union member seeking to improve conditions at their plant just the same as it does the single-mom in a non-union workplace working the night shift who speaks with coworkers about their pay and work hours. And through collective bargaining, unions and employers can resolve their differences and devise solutions to meet the challenges of our ever-changing economy.
While there is little doubt that the workplace will bear little resemblance in 80 years to what we know today, there is even less doubt that workers will deserve and demand a voice in it. As long as there is the NLRA, that voice will be protected.
President Franklin Delano Roosevelt signed the National Labor Relations Act on July 5, 1935, which among other things established a new independent agency tasked with enforcing the Act, the National Labor Relations Board.
Washington, D.C. – The National Mediation Board (NMB) is pleased to announce that Nicholas Geale became chairman of the National Mediation Board, effective July 1, 2015. Harry Hoglander and Linda Puchala remain as members of the Board. Geale was nominated by President Barack Obama on July 30, 2013 and confirmed by the United States Senate on August 1, 2013.
Prior to his appointment Geale was the Director of Oversight and Investigations for Ranking Member Lamar Alexander on the U. S. Senate Health, Education, Labor and Pensions Committee. His primary responsibilities included investigating waste, fraud and abuse in government programs, and he worked with agency Inspectors General and the Government Accountability Office in that capacity. He also evaluated and advised the committee on Presidential nominees and assisted the Health, Education, Labor and Pensions policy teams in evaluating government programs.
Before becoming Director of Oversight, Geale served as Oversight and Investigations Counsel on the Committee for ranking member Michael B. Enzi. Prior to joining the HELP Committee, he was first an attorney/advisor to the solicitor and then the counselor to the deputy secretary at the U.S. Department of Labor under the leadership of Secretary Elaine L. Chao. In both those roles, Geale assisted the department in implementing policies regarding over 180 laws under its jurisdiction and managing the Department’s 15,000 employees.
Prior to federal service, Geale had six years of experience in labor and employment matters, general commercial litigation and alternative dispute resolution in private and public practice, including serving as assistant general counsel for the Washington Metropolitan Area Transit Authority. He graduated from Georgetown Law in 1999 and Claremont McKenna College in 1996.
The National Mediation Board is an independent federal agency established by the Railway Labor Act, which governs labor-management relations within two key transportation sectors of the United States and U.S. territories: railroads and airlines.
A new benefit year under the Railroad Unemployment Insurance Act began July 1, 2015. The maximum daily benefit rate payable for claims under this Act increases to $72 in the new benefit year. Benefits are normally paid for the number of days of unemployment or sickness over four in 14-day registration periods, so maximum benefits for biweekly claims would total $720.
However, as a result of a sequestration order under the Budget Control Act of 2011, the U.S. Railroad Retirement Board (RRB) will reduce unemployment and sickness benefits by 7.3 percent through September 30, 2015. Future reductions, should they occur, will be calculated based on applicable law.
For this reason, at the start of the new benefit year the maximum amount of benefits payable in a two-week period will be $667.44. In addition, sickness benefits paid for other than on-the-job injuries are reduced for regular tier I payroll taxes of 7.65 percent. Coupled with the 7.3-percent reduction, the maximum amount payable on these sickness benefits will be $616.38 over two weeks.
During the first 14-day claim period in a benefit year, benefits are payable for each day of unemployment or sickness in excess of seven, rather than four, which, in effect, provides a one-week waiting period. Initial sickness claims must also begin with four consecutive days of sickness. However, only one waiting period is required during any period of continuing unemployment or sickness, even if that period continues into a subsequent benefit year. Claimants already on the rolls will, therefore, normally not be required to serve another waiting period because of the onset of the new benefit year.
To qualify for normal railroad unemployment or sickness benefits in the benefit year beginning July 1, 2015, an employee must have had railroad earnings of at least $3,600 in calendar year 2014, counting no more than $1,440 for any month. Those who were first employed in the rail industry in 2014 must also have at least five months of creditable railroad service in that year.
Under certain conditions, employees with at least 10 years of service who do not qualify in the new benefit year on the basis of their 2014 earnings may still be able to receive benefits after June 30, 2015. For example, such employees who received normal benefits in the benefit year ending June 30, 2015, might still be eligible for extended benefits. In addition, 10-year employees may be eligible for accelerated benefits if they have rail earnings of at least $3,637.50 in 2015, not counting earnings of more than $1,455 a month.
Application forms for unemployment and sickness benefits may be obtained from railroad employers, railroad labor organizations, any RRB office, or the agency’s website at www.rrb.gov. Also, as an alternative to applying for unemployment benefits through the mail, rail workers can file applications and subsequent claims for unemployment benefits online. Similarly, they can file claims for sickness benefits online, although the original application must still be submitted by mail. Employees can also access information about their individual railroad unemployment insurance account statements online. These account statements provide a summary of the unemployment and sickness benefits paid under the Railroad Unemployment Insurance Act to rail employees.
To access these online services, employees must first establish an RRB Internet Services account. Instructions for establishing an online account can be found in the “Benefit Online Services Login” section on the www.rrb.gov home page. For security purposes, first-time users must apply for a Password Request Code (PRC). The agency automatically mails a PRC to any employee who files a paper application for unemployment or sickness benefits. If an individual has not received a PRC, they can request one by clicking the appropriate box on the home page. They will then receive the PRC by mail at their home address in about 10 days.
Claimants with questions about unemployment or sickness benefits should contact an RRB office by calling toll free at 1-877-772-5772. Claimants can also find the address of the RRB office servicing their area and get information about their claims and benefit payments by calling this toll-free number. Most RRB offices are open to the public from 9:00 a.m. to 3:30 p.m., Monday through Friday, except on Federal holidays. Field office locations can also be found online at www.rrb.gov.
Amtrak General Chairperson (GO 663) and Connecticut State Legislative Director William A. “Bill” Beebe, 86, died June 29, 2015.
Beebe served more than 60 years as a union representative to the Brotherhood of Railroad Trainmen (BRT), the United Transportation Union (UTU) and the SMART Transportation Division.
In June 2014, at the first convention of the SMART Transportation Division in San Diego, SMART Transportation Division President John Previsich called attention to Beebe’s accomplishments, noting he had served as general chairperson for 38 years, attended his first convention as a delegate for the BRT in 1964 and was attending his 14th convention as a delegate. He was a delegate to every convention since the formation of the UTU.
A member of Local 1361 in New Haven, Conn., and an active participant in the unification movement that led to the establishment of the UTU, Beebe was born Jan. 15, 1929. He joined the U.S. Army in 1946, and later attended college at the University of South Florida and at Southern Connecticut State University, where he earned a bachelor’s degree and a teaching certificate. He was an avid handball player at the New Haven YMCA, and played tennis into his seventies. He was also a minor league pitcher in the Drummond Baseball League during the early 1950s.
Beebe hired out in 1951 with the New York, New Haven and Hartford Railroad in the mail and baggage department. On May 29, 1953, he transferred into operations as a brakeman, joining BRT Lodge 937 (now SMART Transportation Division Local 1361) on Aug. 1, 1953.
Beebe first took union office Jan. 1, 1954, as local committee of adjustment secretary for BRT Lodge 937. He was elected vice local chairperson in 1957, and became local chairperson in 1962. Serving as local chairperson and Connecticut state legislative director from 1964 to 1976, he was elected general chairperson on the former New Haven and Hartford Railroad in 1976.
In 1983, Beebe led UTU-represented Metro North Railroad employees through a six-week strike that resulted in a groundbreaking agreement that became the benchmark for commuter rail contracts, an agreement that SMART Transportation Division members benefit from to this day. In addition to serving as general chairperson and Local 1361 delegate and trustee, Beebe was elected as Connecticut state legislative director in 2005, a position he held until his death.
Beebe was known to keep the most current union contract with him at all times, in the event that someone asked about contractual provisions.
Beebe’s wife, Felicia, died in 2001. He was predeceased by his brothers, Phillip, Earl and Norman; a sister, Eila Talbot; and parents Earl and Margaret (Lewis) Beebe. He’s survived by his daughter, Suzanne Griffiths; her husband Owen; two granddaughters, Celeste and Carys Griffiths and many nieces and nephews.
Calling hours for Beebe are set for Sunday, July 5 at Beecher and Bennett Funeral Home, 2300 Whitney Ave., Hamden, CT 06518 from 4:00 p.m. to 8:00 p.m. A Mass of Christian Burial will be held Monday, July 6 at 10:00 a.m. at Holy Infant Parish, 450 Race Brook Rd., Orange, CT 06477. Memorial contributions can be made to Connecticut Food Bank, P.O. Box 8686, New Haven, CT 06531.
Click here to leave condolences or view Beebe’s official obituary.
Federal officials and the airline industry are holding private meetings to deal with the potentially huge problem of airline hacking.
It’s not just the public that’s terrified about hackers attacking airplanes.
The U.S. Federal Aviation Administration along with members of the airline industry are holding private meetings to discuss how to better protect airplanes—whether they be big Boeings or corporate jets—from hackers, according to a report in the Wall Street Journal.
The following is a written statement by FRA Acting Administrator Sarah Feinberg.
Can one of the nation’s newest, fastest-moving industries help to solve one of transportation’s oldest problems? At the Federal Railroad Administration (FRA), we think the answer is yes. That is why we are proud to announce that Google has agreed to partner with us to make rail crossings safer for drivers and their passengers.
Google has agreed to integrate FRA’s GIS data, which pinpoints the location of the nation’s approximately 250,000 public and private railroad crossings, into its mapping services. Adding railroad crossing data to smartphone mapping applications just makes sense – it means supplying drivers and passengers with additional cues that they are approaching a crossing.
For drivers and passengers who are driving an unfamiliar route, traveling at night, or who lose situational awareness at any given moment, receiving an additional alert about an upcoming crossing could save lives. We know that more and more drivers today use map applications on smartphones to guide them to their destinations. While mobile device maps and applications are trusted sources for directions and guidance, many of them do not notify drivers when they are approaching a rail crossing, or do not identify the rail crossing at all. When drivers are alerted or reminded that there is a rail crossing ahead, they may be more likely to remain alert, use greater caution, and obey the signal crossings.
From the very beginning of his tenure, Secretary Foxx has pushed all of us to do more to integrate technology to raise the bar on safety across all modes of transportation. This partnership, which will allow us to do just that, is an important development. Secretary Foxx and I are incredibly grateful that Google has quickly agreed to work with us, and we are hopeful that other tech companies that develop map applications will join us too.
Last year, approximately 270 people died in highway-rail collisions that were largely preventable. This is the first time this decade in which that number has actually increased from the previous year. We can—and should—do everything possible to end vehicular-train incidents at rail crossings. With Google and other tech companies’ help, I’m confident that we can achieve this goal even faster.
Not long after I arrived at FRA, I promised a fresh look at how to prevent grade crossing accidents. The key so far has been in our partnerships – with local police, to increase enforcement actions; with Operation Lifesaver[external link], to help educate people about the risks; and now, with Google, to help with driver awareness through smarter engineering.
At FRA, we’ll continue to build more of these dynamic partnerships – because we must do everything we can to reduce grade crossing accidents that far too often have tragic consequences.
WASHINGTON, D.C. – The U.S. Senate Committee on Commerce, Science, and Transportation June 25, on a voice vote, approved the bipartisan “Railroad Reform, Enhancement, and Efficiency Act,” sponsored by Sens. Roger Wicker (R-Miss.) and Cory Booker (D-N.J.), with seven amendments. The measure improves rail safety, reauthorizes Amtrak services and improves existing passenger rail infrastructure. It also leverages private sector investment, empowers states and cuts red tape to make critical infrastructure dollars go further.
“Senator Wicker and Sen. Booker worked hard to build a bipartisan consensus on the way forward for safer and more reliable passenger rail service following the tragic derailment of Amtrak 188,” said Commerce Committee chairman Sen. John Thune (R-S.D.). “First and foremost, this legislation enhances safe travel by helping implement Positive Train Control technology, grade crossing improvements, requiring inward facing cameras to monitor crews on passenger trains and other safety measures. The committee’s vote puts passenger rail service on a more sustainable course by focusing resources on the most critical infrastructure improvements, streamlining burdensome processes to accelerate project delivery and demanding more accountability in Amtrak’s accounting structure and investment decisions.”
The legislation authorizes Amtrak for the next four years at an average $1.65 billion a year. Additionally, $570 million in grant funding is authorized every year, highlighted by a grant program that consolidates previous separate, siloed authorizations into a streamlined, competitive program. These competitive grants would go toward programs related to capital improvements, alleviating rail congestion, improving grade crossings, implementing Positive Train Control and other safety and infrastructure projects.
Highlights of S. 1626, as amended and approved by the committee:
Enhancing Safety
Positive Train Control – Advances deployment of Positive Train Control technology by authorizing grants and prioritizing loan applications to support its implementation.
Inward Facing Cameras – Building on voluntary efforts by Amtrak, the bill requires all passenger railroads to install inward-facing cameras to more effectively monitor train crews and to improve accident investigations.
Grade crossings – Requires grade crossing action plans to facilitate and improve state grade crossing safety efforts through engineering, education and enforcement.
Speed limit enforcement – Requires speed limit action plans to require all passenger railroads to evaluate high-risk track segments and address automatic train control modifications, crew communication and other speed enforcement issues. This measure is complemented by other requirements for signage and alerters.
Close call reporting – Encourages the use of confidential close call reporting system programs to identify hazards before they lead to accidents.
Focusing resources on safety – Consolidates existing grant programs to focus resources on the most critical safety and infrastructure improvements.
Indexing the liability cap to inflation – Adjusts passenger rail liability cap for inflation from its 1997 level, from $200 to $295 million, adjusts it every 10 years for inflation, and applies the revised cap to the Amtrak accident on May 12, 2015.
A Sustainable Course for Passenger Rail
Leveraging competition – Requires the Department of Transportation (DOT) to solicit and facilitate competition from carriers other than Amtrak to improve service and reduce subsidy costs.
TRAIN Act – Includes provisions offered Sen. Roy Blunt (R-Mo.) in the TRAIN Act (S. 769) to streamline the permitting process for rail improvements to cut red tape on critical infrastructure projects.
Reliable business metrics – Requires Amtrak to develop methodologies for determining what routes and services it should provide.
Fiscally sustainable routes – Establishes a working group for the restoration of passenger rail service east of New Orleans and creates a competitive grant program for fiscally-sustainable routes, potentially including the restoration of service abandoned after Hurricane Katrina.
Improving the Northeast Corridor
Separating Amtrak’s business accounts – Reforms Amtrak by requiring the separation of business line accounts, facilitating greater re-investment in Amtrak infrastructure, including the Northeast Corridor.
Greater role for states – Gives states greater say in infrastructure planning and improvements on the Northeast Corridor and with state-supported routes.
Private sector investment opportunities – Includes provisions from Sen. Booker’s Railroad Infrastructure Financing Improvement Act (S. 797) to make the Railroad Rehabilitation & Improvement Financing program faster and more flexible. With changes from Sen. Mark Kirk (R-Ill), the bill would better leverage private sector investment, including through public-private partnerships, while simultaneously protecting taxpayer interests. The reforms have the potential to accelerate major projects such as new Hudson River tunnels or improving rail service and stations in and around Chicago and other areas served by rail. In addition, S. 1626 solicits private sector proposals to enhance economic development of rail stations and increase commercial opportunities for railroad right-of-way.
Sharing the rails with freight
Crude-by-rail – Strengthens crude-by-rail safety standards by requiring thermal blankets under tank car jackets to reduce the risk of rupture in a collision or derailment, closing a potential loophole in DOT regulations. The reforms also improve emergency response by requiring real-time information on the locations and contents of trains carrying hazardous materials.
Study and Testing of ECP Brake Technology – While installation of new electronically-controlled pneumatic (ECP) brakes moves forward, the bill requires real-world testing by the National Academies and a Government Accountability Office (GAO) study on pilot program testing. The provision requires DOT to consider the results of this testing and study.
Click here for text of the bill as introduced by Sens. Booker and Wicker.
Click below for amendments adopted by the committee:
Daniel R. Elliott III was sworn in June 26, 2015, as the Chairman of the Surface Transportation Board (STB), pledging to continue to promote transparency and to improve and streamline regulation of the Nation’s freight railroads.
He was nominated to the STB by President Barack Obama on January 13, 2015 for a four year term expiring Dec. 31, 2018. He was confirmed by the U.S. Senate on June 22, 2015. This is Chairman Elliott’s second term on the STB. He previously served as Chairman of the agency from Aug. 13, 2009 to Dec. 31, 2014.
At his confirmation hearing before the Senate Commerce, Science and Transportation Committee in May 2015, Elliott stated that he would continue the reforms that he had begun during his first term to increase STB transparency and efficiency; to promote a reliable rail network; and to bring more accessibility to the STB’s processes.
“I would like to thank President Obama for honoring me with this second appointment,”Chairman Elliott said. “I am so pleased to return to the STB to continue work to make sure the STB’s processes are fair, efficient and accessible for all stakeholders. I look forward to working with my fellow board members and board staff to continue the progress that we have made.”
Prior to Chairman Elliott’s first term at the STB, he served for 16 years as associate general counsel to the United Transportation Union. Earlier, he practiced at law firms in Washington and Cleveland. He graduated from the University of Michigan with a degree in political science in 1985 and earned a law degree from Ohio State College of Law in 1989.
The Federal Aviation Administration (FAA) and industry are working on a number of key initiatives to improve general aviation (GA) safety: the GA Joint Steering Committee (GAJSC), 
In the 80 years since the National Labor Relations Act was enacted, the workplace has changed in ways that President Roosevelt never could have imagined when he declared that the goal of the law was “common justice and economic advance” for all. Yet his signature so long ago guaranteed that one thing would and has remained the same — democracy has a rightful place in the workplace.
A new benefit year under the Railroad Unemployment Insurance Act began July 1, 2015. The maximum daily benefit rate payable for claims under this Act increases to $72 in the new benefit year. Benefits are normally paid for the number of days of unemployment or sickness over four in 14-day registration periods, so maximum benefits for biweekly claims would total $720.
WASHINGTON, D.C. – The U.S. Senate Committee on Commerce, Science, and Transportation June 25, on a voice vote, approved the bipartisan “Railroad Reform, Enhancement, and Efficiency Act,” sponsored by Sens. Roger Wicker (R-Miss.) and Cory Booker (D-N.J.), with seven amendments. The measure improves rail safety, reauthorizes Amtrak services and improves existing passenger rail infrastructure. It also leverages private sector investment, empowers states and cuts red tape to make critical infrastructure dollars go further.