WASHINGTON — The Federal Railroad Administration this week proposed its first regulations on automated track inspection — but has left untouched the regulations that cover traditional visual track inspections.
The rule itself would have little impact on Class I and II railroads: They’re already meeting or exceeding the proposed inspection frequency with their various track geometry measurement systems, the FRA says.
The FRA says the purpose of the rulemaking is to “codify this industry practice while also setting baseline requirements for areas such as TGMS calibration, recordkeeping, defect remediation timeframes, and training.”
The Association of American Railroads says the regulation, as proposed, is a missed opportunity to improve rail safety because it does not allow railroads to scale back the frequency of traditional hi-rail and walking inspections of track in conjunction with automated track inspections.
In test programs run under waivers of FRA safety rules, Class I railroads say they have shown that use of automated track inspection technology — while having track inspectors focus on switches, diamonds, and other trouble spots rather than frequently out inspecting mainline track – improves defect detection.
“Automatic Track Inspection technology has a proven track record of enhancing safety, which is the why railroads have pushed for the operational flexibility to expand its use for years. Past pilots have clearly established that this technology is more effective than visual inspections across a variety of settings,” AAR spokeswoman Jessica Kahanek says.
“In issuing the [proposed rule], FRA misses an opportunity to set the optimal level of visual and ATI inspections, enhancing safety in an efficient way as the railroads proposed through [the Railroad Safety Advisory Committee]. The industry will continue to push for a regulatory structure that enhances both safety and efficiency.”
Fearing job losses and an erosion of safety, labor unions have opposed the expansion of safety waivers and a reduction in the mandated frequency of visual track inspections. But Class I railroads say the use of automated track inspection systems actually provides track inspectors with more work because the technology finds far more defects that they can then inspect and repair.
The Brotherhood of Maintenance of Way Employes applauded the proposed ATI rule.
“We are encouraged that this rule recognizes the value of these technologies in ASSISTING human track inspectors,” said Roy Morrison, the union’s director of safety. “By requiring the integration of automated tools, the rule ensures a thorough and complete track inspection process, bringing modern efficiency without compromising on the high safety standards maintained by human inspectors.”
The union said it’s important that the proposed rule stipulates that railroads must operate ATI technology in a way that complements, rather than replaces, the existing human inspection requirements set by the FRA. The union claims this approach ensures that automated inspections serve as an additional layer of safety, rather than a substitute, allowing track inspectors to focus on complex issues that may not be detected by technology alone.
“The requirement for timely remediation of track defects, just as human inspectors would do, is a crucial aspect of this rule,” Morrison added. “This ensures that any issues identified through advanced inspection tools are addressed quickly and effectively, minimizing risks to rail workers and the traveling public.”
Current regulations allow railroads to use automated track inspection systems but does not permit a reduction in the frequency of traditional visual inspections.
“TGMS technology, developed through an FRA-led research effort in collaboration with the rail industry, has been proven to quickly and accurately detect small changes in track geometry, and this proposed rulemaking would codify a standard for TGMS inspection frequencies to ensure that railroads live up to their safety responsibilities, now and in the future,” FRA Administrator Amit Bose said in a statement. “Workers performing visual inspections remain essential, as visual inspections check for numerous conditions beyond the scope of track geometry. By requiring TGMS inspections in addition to the currently required visual inspections, FRA proposes to enhance safety while promoting innovation through the use of technology.”
Railroads say the FRA has stymied the rollout of improved track inspection processes.
In June, a federal appeals court ordered the FRA to allow BNSF Railway to expand its automated track inspection program while simultaneously reducing the frequency of traditional visual inspections.
Railroads are permitted unlimited use of automated track inspection systems that rely on lasers and other technology to find track geometry defects. But without a waiver from the FRA they cannot simultaneously scale back the required frequency of visual inspections of main lines.
In 2018 the FRA granted BNSF an inspection waiver that covered seven segments of track totaling 1,348 miles on its Powder River Division in parts of rural Nebraska and Wyoming. The waiver enabled BNSF to reduce the frequency of track inspectors’ visual inspections to twice per month, weekly, or three times per week, depending on location and track classification. Inspectors were then able to spend more time focusing on trouble spots, such as switches.
In July 2020 BNSF argued that the two-year pilot was a success and sought FRA permission to expand its automated track inspection program systemwide. The FRA ultimately denied the expansion of the waiver, which prompted BNSF to file an appeal in federal court.
The FRA’s proposed ATI rule would require Class I and II railroads, as well as intercity passenger railroads and commuter railroads, to meet specified inspection frequencies on mainline and controlled siding track that transports annual tonnage greater than 10 million gross tons, regularly scheduled passenger rail service, or trains carrying hazardous materials.
The proposed rule would require Class I and II railroads, as well as intercity passenger railroads and commuter railroads, to meet specified inspection frequencies on mainline and controlled siding track that transports annual tonnage greater than 10 million gross tons, regularly scheduled passenger rail service, or trains carrying hazardous materials.
The full text of the proposed rule is available online.
The FRA is seeking comments on the proposed rule, which may be submitted via www.regulations.gov (Docket No. FRA-2024-0032) and by following the online instructions.
CSX does some automated inspections here but usually only on main lines. It just has laid new rail on our siding only evidently some inspection revealed enough problems that the rail is going to be replaced only on the siding.
Interesting use of an old CB&Q commuter car.