Track safety
Review of Existing Regulations.—
Not later than
procedures associated with maintaining and installing continuous welded rail and its attendant structure, including cold weather installation procedures;
the need for revisions to regulations on track excepted from track safety standards; and
employee safety.
Revision of Regulations.—
Not later than
Comptroller General’s Study and Report.—
The Comptroller General shall study the effectiveness of the Secretary’s enforcement of track safety standards, with particular attention to recent relevant railroad accident experience and information. Not later than
Identification of Internal Rail Defects.—
In carrying out subsections (a) and (b), the Secretary shall consider whether or not to prescribe regulations and issue orders concerning—
inspection procedures to identify internal rail defects, before they reach imminent failure size, in rail that has significant shelling; and
any specific actions that should be taken when a rail surface condition, such as shelling, prevents the identification of internal defects.
Track Standards.—
In general.—
Within 90 days after the date of enactment of this subsection, the Federal Railroad Administration shall—
require each track owner using continuous welded rail track to include procedures (in its procedures filed with the Administration pursuant to section 213.119 of title 49, Code of Federal Regulations) to improve the identification of cracks in rail joint bars;
instruct Administration track inspectors to obtain copies of the most recent continuous welded rail programs of each railroad within the inspectors’ areas of responsibility and require that inspectors use those programs when conducting track inspections; and
establish a program to review continuous welded rail joint bar inspection data from railroads and Administration track inspectors periodically.
Inspection.—
Whenever the Administration determines that it is necessary or appropriate, the Administration may require railroads to increase the frequency of inspection, or improve the methods of inspection, of joint bars in continuous welded rail.
Source
(Pub. L. 103–272, § 1(e),Notes
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Historical and Revision Notes |
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|---|---|---|
Revised Section | Source (U.S. Code) | Source (Statutes at Large) |
20142(a) | 45:431(s)(1) (1st sentence), (2). | Oct. 16, 1970, Pub. L. 91–458, 84 Stat. 971, § 202(s); added Sept. 3, 1992, Pub. L. 102–365, § 8, 106 Stat. 976. |
20142(b) | 45:431(s)(1) (last sentence). | |
20142(c) | 45:431(s)(3). |
References in Text
Amendments
Track Inspection Time Study
Study.—
Not later that [sic] 2 years after the date of enactment of this Act [
the required intervals of track inspections for each class of track should be amended;
track remedial action requirements should be amended;
different track inspection and repair priorities or methods should be required; and
the speed at which railroad track inspection vehicles operate and the scope of the territory they generally cover allow for proper inspection of the track and whether such speed and appropriate scope should be regulated by the Secretary.
Considerations.—
In conducting the study the Secretary shall consider—
the most current rail flaw, rail defect growth, rail fatigue, and other relevant track- or rail-related research and studies;
the availability and feasibility of developing and implementing new or novel rail inspection technology for routine track inspections;
information from National Transportation Safety Board or Federal Railroad Administration accident investigations where track defects were the cause or a contributing cause; and
other relevant information, as determined by the Secretary.
Update of Regulations.—
Not later than 2 years after the completion of the study required by subsection (a), the Secretary shall prescribe regulations based on the results of the study conducted under subsection (a).
Concrete Cross Ties.—
Not later than 18 months after the date of enactment of this Act [
limits for rail seat abrasion;
concrete cross tie pad wear limits;
missing or broken rail fasteners;
loss of appropriate toeload pressure;
improper fastener configurations; and
excessive lateral rail movement.”