Federal Railroad Administration#List of administrators

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File:Tank car valve inspection.jpgs inspector examines outlet valves at the bottom of a tank car to ensure that they are properly tightened{{Cite web |last=Beaucham |first=Catherine C. |date=August 2023 |title=Evaluation of Potential Exposures to Railway Hazardous Material Inspectors |url=https://www.cdc.gov/niosh/hhe/reports/pdfs/2022-0049-3387.pdf |access-date=2024-05-04 |website=U.S. National Institute for Occupational Safety and Health |type=Health Hazard Evaluation Report}}|250x250px]]

All passenger and freight rail travel in the United States on the national interconnected rail infrastructure is subject to regulation by the FRA. FRA regulates public and intercity rail services, but does not regulate "closed" railways that operate exclusively on private property, such as a rail system between buildings at a steel mill, nor does it regulate subways, light rail, or elevated intra-city passenger rail systems that do not connect to any public rail networks.In this article http://www.alexblock.net/blog/2015/10/06/wmata-the-ntsb-and-the-fra-or-what-do-you-mean-the-metro-doesnt-count-as-a-railroad/ {{Webarchive|url=https://web.archive.org/web/20180508054001/http://www.alexblock.net/blog/2015/10/06/wmata-the-ntsb-and-the-fra-or-what-do-you-mean-the-metro-doesnt-count-as-a-railroad/ |date=May 8, 2018 }} (Retrieved May 7, 2018), a subway or metro system that does not use infrastructure accessible from other networks, such as Washington DC's Metrorail system, the Chicago "L", or the New York City Subway, is not a "railroad" and FRA lacks jurisdiction over its operations. Most notably, the FRA enforces safety regulations, such as speed limits and requirements for safety features such as positive train control (PTC).{{cite web|url=https://www.fra.dot.gov/Page/P0010|title=Railroad Safety|website=Federal Railroad Administration|access-date=28 November 2017|publisher=United States Department of Transportation|archive-date=July 5, 2017|archive-url=https://web.archive.org/web/20170705141521/https://www.fra.dot.gov/Page/P0010|url-status=live}} Non-legislative recommendations for FRA policy come from the Rail Safety Advisory Committee, established in 1996,{{cite web|url=https://www.fra.dot.gov/Page/P0015|title=Railroad Safety Advisory Committee|website=Federal Railroad Administration|access-date=28 November 2017|publisher=United States Department of Transportation|archive-date=June 27, 2017|archive-url=https://web.archive.org/web/20170627181120/https://www.fra.dot.gov/Page/P0015|url-status=live}} though much of FRA policy is created via congressional legislation; for example, the Rail Safety Improvement Act of 2008 was an act of Congress, which the FRA enforced through a series of regulations published two years later.{{cite web|url=https://www.federalregister.gov/documents/2010/01/15/E9-31362/positive-train-control-systems|title=Positive Train Control Systems|website=Federal Register|date=January 15, 2010|access-date=28 November 2017|publisher=United States Office of the Federal Register|archive-date=December 1, 2017|archive-url=https://web.archive.org/web/20171201035702/https://www.federalregister.gov/documents/2010/01/15/E9-31362/positive-train-control-systems|url-status=live}} These regulations include enforcement of PTC requirements and enforcement of more stringent conductor certification requirements.{{cite web|url=https://www.fra.dot.gov/Page/P0564|title=Positive Train Control|website=Federal Railroad Administration|access-date=28 November 2017|publisher=United States Department of Transportation|archive-date=June 27, 2017|archive-url=https://web.archive.org/web/20170627220816/https://www.fra.dot.gov/Page/P0564|url-status=live}}{{cite web|url=https://www.fra.dot.gov/Page/P0538|title=Conductor Certification|website=Federal Railroad Administration|access-date=28 November 2017|publisher=United States Department of Transportation|archive-date=June 27, 2017|archive-url=https://web.archive.org/web/20170627220746/https://www.fra.dot.gov/Page/P0538|url-status=live}}

The FRA announced the availability of over $153 million in funding through the Restoration and Enhancement (R&E) Grant Program in 2024. This funding, provided under the Bipartisan Infrastructure Law, is intended to support operating costs for new, restored, or enhanced intercity passenger rail services. The program aims to improve the quality and accessibility of passenger rail, encouraging a shift towards more sustainable transportation options.{{Cite web |date=2024-07-12 |title=FRA Makes Available $153 Million in Funding to Initiate, Restore, and Enhance Intercity Passenger Rail Services |url=https://railroads.dot.gov/about-fra/communications/newsroom/press-releases/fra-makes-available-153-million-funding-initiate-0 |access-date=2024-08-13 |website=Federal Railroad Administration}}

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In 2011, the FRA began the process of updating its electronic device policy for active train operators.{{cite web|url=https://www.fra.dot.gov/Page/P0565|title=Electronic Device Distraction|website=Federal Railroad Administration|access-date=28 November 2017|publisher=United States Department of Transportation|archive-date=June 27, 2017|archive-url=https://web.archive.org/web/20170627182646/https://www.fra.dot.gov/Page/P0565|url-status=live}}

In June 2015, the FRA announced a railway safety initiative with Google that would include the FRA's GIS data in its mapping services. The data pinpoint the location of over 250,000 rail crossings in the United States. The FRA believes that providing the location of rail crossings on maps will enhance crossing safety for people who are using navigation systems while driving.{{cite web|url=https://www.transportation.gov/fastlane/fra-google-team-to-incorporate-rail-data-in-maps|title=Google, FRA team up for safety; will add rail crossing data to maps|date=June 29, 2015|access-date=April 27, 2016|archive-date=February 19, 2017|archive-url=https://web.archive.org/web/20170219162641/https://www.transportation.gov/fastlane/fra-google-team-to-incorporate-rail-data-in-maps|url-status=live}}{{cite news|url=https://www.nytimes.com/2015/06/29/technology/agency-taps-mapping-technology-to-curb-rail-crossing-accidents.html?_r=0|title=Agency Taps Mapping Technology to Curb Rail Crossing Accidents|first=Jad|last=Mouawad|date=June 29, 2015|newspaper=New York Times|access-date=April 27, 2016|archive-date=January 28, 2017|archive-url=https://web.archive.org/web/20170128225836/https://www.nytimes.com/2015/06/29/technology/agency-taps-mapping-technology-to-curb-rail-crossing-accidents.html?_r=0|url-status=live}} The agency also created a web portal for the public to report blocked crossings in order to collect data on the implication for safety and economy of stopped trains blocking crossings.{{Cite web |title=Blocked Crossings |url=https://www.fra.dot.gov/blockedcrossings/ |access-date=2022-07-12 |website=fra.dot.gov |archive-date=July 12, 2022 |archive-url=https://web.archive.org/web/20220712134824/https://www.fra.dot.gov/blockedcrossings/ |url-status=live }}{{Cite web |date=2022-06-14 |title=Blocked Crossing? FRA Wants to Know About It (and More) |url=https://www.railwayage.com/regulatory/blocked-crossing-fra-wants-to-know-about-it-and-more/ |access-date=2022-07-12 |website=Railway Age |language=en-US |archive-date=July 12, 2022 |archive-url=https://web.archive.org/web/20220712134823/https://www.railwayage.com/regulatory/blocked-crossing-fra-wants-to-know-about-it-and-more/ |url-status=live }}

Citing safety concerns, in 2016 the FRA proposed a rule to mandate train crew sizes{{Cite web |title=Federal Register:: Request Access |url=https://unblock.federalregister.gov/ |access-date=2022-07-12 |website=unblock.federalregister.gov |archive-date=July 12, 2022 |archive-url=https://web.archive.org/web/20220712140058/https://unblock.federalregister.gov/ |url-status=live }} but the agency withdrew the rule in 2019 stating "that no regulation of train crew staffing is necessary or appropriate for railroad operations to be conducted safely at this time."{{Cite web |title=Federal Register :: Request Access |url=https://unblock.federalregister.gov/ |access-date=2022-07-12 |website=unblock.federalregister.gov |archive-date=July 12, 2022 |archive-url=https://web.archive.org/web/20220712140058/https://unblock.federalregister.gov/ |url-status=live }} This was in part due to the improving safety record for rail and also the implementation of PTC across nearly 60,000 route miles of track.{{Cite web |title=FRA withdraws proposed minimum crew size rule {{!}} Trains Magazine |url=https://www.trains.com/trn/news-reviews/news-wire/24-fra-withdraws-proposed-minimum-crew-size-rule/ |access-date=2022-07-12 |website=Trains |language=en-US |archive-date=June 9, 2021 |archive-url=https://web.archive.org/web/20210609044406/https://www.trains.com/trn/news-reviews/news-wire/24-fra-withdraws-proposed-minimum-crew-size-rule/ |url-status=live }}{{Cite web |title=Rail News – FRA withdraws proposed train-crew staffing rule. For Railroad Career Professionals |url=https://www.progressiverailroading.com/federal_legislation_regulation/news/FRA-withdraws-proposed-train-crew-staffing-rule--57649 |access-date=2022-07-12 |website=Progressive Railroading |language=en |archive-date=July 12, 2022 |archive-url=https://web.archive.org/web/20220712134824/https://www.progressiverailroading.com/federal_legislation_regulation/news/FRA-withdraws-proposed-train-crew-staffing-rule--57649 |url-status=live }}

Following three recent derailments of long trains, the FRA in July 2023 started requiring Class 1 railroads to provide monthly data tracking train length and tonnage.{{cite magazine|title=FRA seeks data on train length and tonnage from Class I roads|magazine=Trains|publisher=Kalmbach|date=October 2023|page=7|number=10 Vol 83}} The specific concern is of trains with 1) more than 200 cars, 2) length of 12,250 feet or more, or 3) weight of more than 17,000 tons.

The safety of rail freight transport has become an area of focus at the FRA, particularly as the industry uses longer trains. Over the past decade, the FRA reported significant improvements in rail safety because of the railroad industry's investments in infrastructure, technology, and training. For example, the overall train accident rate has decreased by 27% since 2000, and the rate of hazardous materials accidents has reached its lowest point ever, down 75% per carload since 2000.{{Cite web |title=Freight Rail Safety Record |url=https://www.aar.org/issue/freight-rail-safety-record/ |access-date=2024-08-13 |website=Association of American Railroads |language=en-US}}{{Cite web |title=FRA 2023 Data Affirms Rail's Strong, Sustained Safety Record |url=https://www.aar.org/news/fra-2023-data-affirms-rails-strong-sustained-safety-record/ |access-date=2024-08-13 |website=Association of American Railroads |language=en-US}}

However, the increasing length of freight trains, some now stretching nearly three miles, has presented safety challenges. Issues such as the effectiveness of braking systems and the proper arrangement of train cars, known as "train makeup," are particularly critical in ensuring safe operations, especially under extreme conditions like steep grades or sharp curves. The U.S. Government Accountability Office (GAO) has recognized that the FRA is investigating the safety implications of longer trains, conducting system-wide safety audits, and issuing advisories to address potential risks.{{Cite web |last= |first= |date=2024-04-02 |title=Freight Rail Safety—Potential Impacts of Longer Trains {{!}} U.S. GAO |url=https://www.gao.gov/blog/freight-rail-safety-potential-impacts-longer-trains |access-date=2024-08-13 |website=U.S. Government Accountability Office |language=en}}

The FRA's ongoing efforts include collaborations with freight railroads to enhance safety through advanced technologies and stringent compliance with safety regulations. As freight rail operations continue to grow in complexity, both the FRA and railroad companies have worked on addressing new safety issues.

The FRA played a significant role in investigating the Norfolk Southern train derailment in East Palestine, Ohio, which occurred on February 3, 2023. The derailment involved a train carrying hazardous materials, and the FRA's investigation revealed that the primary cause was a failed journal bearing on one of the train's cars. The FRA also identified contributing factors, including inadequate communication protocols related to hotbox detectors and the use of general-purpose tank cars for transporting flammable liquids, which exacerbated the severity of the incident.{{Cite web |date=2024-07-19 |title=Accident Investigation Summary Report HQ-2023-1813 |url=https://railroads.dot.gov/elibrary/accident-investigation-summary-report-hq-2023-1813 |access-date=2024-08-13 |website=Federal Railroad Administration}}{{Cite web |last=Bovenizer |first=Noah |date=2024-07-23 |title=US FRA calls for more safety laws in final East Palestine report |url=https://www.railway-technology.com/news/fra-safety-laws-east-palestine-derailment/ |access-date=2024-08-13 |website=Railway Technology |language=en-US}}{{Cite web |title=NTSB releases final report on East Palestine train derailment |url=https://www.progressiverailroading.com/federal_legislation_regulation/news/NTSB-releases-final-report-on-East-Palestine-train-derailment--72355 |access-date=2024-08-13 |website=Progressive Railroading |language=en}}

In response to the derailment, the FRA initiated several enforcement cases and called for more stringent safety regulations, particularly concerning the placement and operation of wayside detectors designed to identify overheating bearings. The investigation highlighted the need for enhanced safety measures in the freight rail industry, leading the FRA to advocate for legislative changes and more rigorous oversight of rail operations.{{Cite web |last=Riley |first=Kim |date=2024-06-26 |title=Norfolk Southern Blasted by Government: East Palestine Reeling from Crisis Management Failures |url=https://transportationtodaynews.com/featured/33261-norfolk-southern-blasted-by-government-east-palestine-reeling-from-crisis-management-failures/ |access-date=2024-08-13 |website=Transportation Today |language=en-US}}

On July 23, 2024, FRA Administrator Amit Bose testified before a congressional hearing regarding the derailment. In his testimony, Bose emphasized the FRA's findings that the accident was caused by a failed roller bearing, compounded by inadequate communication and safety procedures within Norfolk Southern. He also called for stronger legislative action to enhance rail safety and criticized the railroad industry's resistance to adopting new safety measures, urging Congress to act swiftly to address these ongoing issues.{{Cite web |last=Bose |first=Amit |date=2024-07-23 |title=Examining the State of Rail Safety in the Aftermath of the Derailment in East Palestine, Ohio. Written Statement of Amit Bose, Administrator Federal Railroad Administration Before the House Committee on Transportation and Infrastructure Subcommittee on Railroads, Pipelines, and Hazardous Materials. |url=https://www.transportation.gov/examining-state-rail-safety-aftermath-derailment-east-palestine-ohio |access-date=2024-08-13 |website=U.S. Department of Transportation}}

{{cite web|url=http://dotlibrary.dot.gov/Historian/service.htm|archive-url=https://web.archive.org/web/20090730042437/http://dotlibrary.dot.gov/Historian/service.htm|url-status=dead|archive-date=30 July 2009|title=Heads of Operating Administrations|publisher=United States Department of Transportation, Office of the Historian|access-date=28 November 2017}}[http://www.apta.com/passenger_transport/thisweek/ "FRA Acting Administrator Named"] {{Webarchive|url=https://web.archive.org/web/20090731013935/http://www.apta.com/passenger_transport/thisweek/ |date=July 31, 2009 }}, APTA:Passenger Transport Express, December 5, 2008, accessed December 8, 2008{{cite press release|publisher=FRA |date=June 1, 2005 |url=http://www.fra.dot.gov/us/press-releases/64 |title=Joseph H. Boardman Begins Role as New Administrator for Federal Railroad Administration With Focus on Rail Safety and Intercity Passenger Rail Reform |access-date=June 6, 2005 |url-status=dead |archive-url=https://web.archive.org/web/20051028210211/http://www.fra.dot.gov/us/press-releases/64 |archive-date=October 28, 2005 }}{{cite news| url=http://www.ble.org/pr/news/headline.asp?id=26016| title=Senate confirms Szabo's nomination as FRA administrator| publisher=Brotherhood of Locomotive Engineers and Trainmen| author=Progressive Railroading| date=April 30, 2009| access-date=May 3, 2009| archive-date=July 19, 2012| archive-url=https://archive.today/20120719202345/http://www.ble.org/pr/news/headline.asp?id=26016| url-status=live}}

The FRA's Northeast Corridor (NEC) Future is a long-term plan aimed at improving the nation's Northeast Corridor.{{Cite web|url=https://www.fra.dot.gov/necfuture/|title=NEC Future|website=Federal Railroad Administration|access-date=October 16, 2018|archive-date=January 10, 2019|archive-url=https://web.archive.org/web/20190110111654/https://www.fra.dot.gov/necfuture/|url-status=live}} The NEC Future plan consists of four components (also known as the Selective Alternative) that are: Improve rail service, Modernize NEC infrastructure, Expand rail capacity, and Study New Haven-to-Providence capacity. These four components all aim to improve the reliability and performance of the NEC system, whether it be through intercity or regional means.{{Cite web|url=https://www.fra.dot.gov/necfuture/tier1_eis/rod/rod_web.aspx|title=NEC Future: Record of Decision|last=Reyes-Alicea|first=Rebecca|date=July 2017|website=Federal Railroad Administration|access-date=October 16, 2018|archive-date=October 28, 2018|archive-url=https://web.archive.org/web/20181028151636/https://www.fra.dot.gov/necfuture/tier1_eis/rod/rod_web.aspx|url-status=live}} The Selective Alternative looks to do four major things: Improve rail service by increasing frequency of trains, decreasing travel time, and making better passenger convenience; Modernize NEC infrastructure by having corridor-wide repair and replacing and fixing parts to bring the entire system to increased reliability; Expand rail capacity by adding new infrastructure between cities and increasing train speeds and capacity; and Study New Haven to Providence capacity.{{Cite web|url=https://www.fra.dot.gov/necfuture/alternatives/selected/|title=NEC Future: Selected Alternative Description|website=Federal Railroad Administration|access-date=October 16, 2018|archive-date=October 28, 2018|archive-url=https://web.archive.org/web/20181028151635/https://www.fra.dot.gov/necfuture/alternatives/selected/|url-status=live}}

The NEC Future ROD (Record of Decision) was issued in July 2017, which marked the completion of the Tier 1 environmental review process. The ROD lays out everything involved with the project, including the plan itself and feedback from individuals, organizations, and stakeholders. There is no listed completion date for the NEC Future and Selective Alternative.

The need for an NRP was brought up in the Passenger Rail Investment and Improvement Act of 2008. However, before the official plan could be drafted, the Passenger Rail Investment and Improvement Act (PRIIA) required a Preliminary National Rail Plan (PNRP) to be made first, which was submitted to Congress on October 15, 2009. On December 16, 2009, the Consolidated Appropriations Act of 2010 was enacted into law and established the delivery date for the NRP. The delivery date for the NRP was September 15, 2010.{{Cite web|url=https://www.regulations.gov/document?D=FRA-2010-0020-0001|title=National Rail Plan|last=Rae|first=Karen|date=April 5, 2010|website=Regulations.gov|access-date=October 16, 2018|archive-date=October 28, 2018|archive-url=https://web.archive.org/web/20181028151707/https://www.regulations.gov/document?D=FRA-2010-0020-0001|url-status=live}}

With the nation's infrastructure growing, the transportation used in the nation also needs to grow. With that in mind, the NRP's main goal is to increase the size of the nation's railway capacity to include 70 million more people and 2.8 billion tons more of freight within the next 25 years, and 100 million more people and 4 billion tons more of freight within the next 40 years. The NRP also looks to continue improving the rail systems' safety.{{Cite web|url=https://www.fra.dot.gov/eLib/Details/L02696|title=National Rail Plan Progress Report|last=Federal Railroad Administration|date=September 20, 2010|website=Federal Railroad Administration|access-date=October 16, 2018|archive-date=October 28, 2018|archive-url=https://web.archive.org/web/20181028151624/https://www.fra.dot.gov/eLib/Details/L02696|url-status=live}}

Another one of the NRP's big goals is the introduction of a high-speed train made for intercity travel. These trains would be much faster than normal trains, ranging in speed from {{cvt|125-250|mph|kph|round=10}}, and capable of delivering a passenger {{convert|500|miles|km}} in about 2–3 hours. In smaller, regional areas, the trains would not be as quick, only going somewhere between {{cvt|90-125|mph|kph}}. There are no set costs for this system, however. The FRA argues that the benefits a high-speed rail system would bring outweigh the costs for the system, claiming that the high-speed rail system would reduce car traffic and eliminate the need for short-haul flights. It would also reduce congestion in America's more populated regions and boost manufacturing activity.

• The Surface Transportation Board manages economic aspects of railroads, including rates, service, acquisition, and abandonment.
• The Federal Transit Administration provides financial and technical assistance to local public transit agencies, including local rail operators not regulated by the FRA (subway, elevated rail, and light rail).
• The Interstate Commerce Commission, abolished in 1995, regulated railroad safety before the creation of the FRA.
• The National Transportation Safety Board investigates transportation accidents and crashes, including those involving railroads.
• The United States Railroad Administration managed the national railroad system during World War I, in operation from 1917 to 1920.
• Rail speed limits in the United States

File:DOTX-218.jpg|DOTX-218 Gage Restraint Measurement Vehicle

File:Track Geometry Consist.jpg|DOTX-218 and DOTX-220 behind a BNSF locomotive

File:DOTX-220.jpg|DOTX-220 Track Geometry Car

{{Reflist}}

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• {{official website|1=https://railroads.dot.gov/|2=Federal Railroad Administration}}
• [https://www.federalregister.gov/agencies/federal-railroad-administration Federal Railroad Administration] in the Federal Register
• [https://www.ecfr.gov/current/title-49/subtitle-B/chapter-II Federal Railroad Administration] in the Code of Federal Regulations
• [https://catalog.archives.gov/id/697 Records of the Federal Railroad Administration in the National Archives (Record Group 399)]

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Category:1966 establishments in Washington, D.C.

Category:Government agencies established in 1966

Category:United States railroad regulation

Category:United States Department of Transportation agencies

Railroad

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