Section 2 – Broken Rim Derailments ... This provision would direct the FRA to study broken rim derailments and wheel impact load thresholds, and identify new mitigation strategies ... Section 3 – Train Consist ... incorporating considerations regarding management of in-train forces ... Section 4 – Brake Inspections ... prohibit mechanics from inspecting a locomotive or rail car while the train is in motion ... Section 5 – Safety Waivers ... make this public information available in one location ... Section 6 – Proper Functioning of Emergency Brake Signals ... ensuring that communication checks between the front and end of a train do not fail ... Section 7 – Close Call System ... ensure participation by major railroads that have been fined the maximum civil penalty for safety violations ... Section 8 – Rail Employee Safety ... ensure that railroads provide warning equipment (such as white disks, red flags, or whistles) to railroad watchmen and lookouts ...
Work to pass the Railway Accountability Act to improve rail safety with provisions including increased study and mitigation of broken rim derailments, enhanced train consist management, stricter brake inspection protocols, increased transparency of safety waivers, improved emergency brake signal systems, mandatory participation in close call safety reporting for major railroads with significant violations, and required provision of warning equipment to rail employees.
Occurrences
The Railway Accountability Act would build on the proposals in the bipartisan Railway Safety Act ... The Railway Accountability Act would take multiple steps towards guaranteeing rail safety by directing the Federal Railroad Administration (FRA) to study wheel-related failures and derailments; enhancing switchyard safety practices; enacting commonsense brake safety measures; requiring large freight railroad companies to join a confidential ‘close call’ reporting system administered by the FRA & NASA; and ensuring that railways provide sufficient reporting and safety equipment to its workers, among other improvements. ... THE RAILWAY ACCOUNTABILITY ACT WOULD: Direct the Federal Railroad Administration to examine the causes of and potential mitigation strategies for wheel-related derailments and mechanical defects, and publish potential regulations that would improve avoidance of these defects. Ensure that employees can safely inspect trains by prohibiting trains from being moved during brake inspections. Require that the mechanic that actually inspects a locomotive or rail car attests to its safety. Direct the FRA to review regulations relating to the operation of trains in switchyards, and direct railroads to update their plans submitted under the FRA’s existing Risk Reduction Program (RRP) to incorporate considerations regarding switchyard practices. Require the FRA to make Class I railroad safety waivers public in one online location. Require railroads to ensure that communication checks between the front and end of a train do not fail, and that emergency brake signals reach the end of a train. Ensure Class I railroad participation in the confidential Close Call Reporting System by requiring all railroads that have paid the maximum civil penalty for a safety violation to join. Ensure that railroads provide warning equipment (such as white disks, red flags, or whistles) to railroad watchmen and lookouts.
Evidence
On March 29, 2023, Senator John Fetterman introduced the Railway Accountability Act (S.1044) in the Senate. The bill was read twice and referred to the Committee on Commerce, Science, and Transportation.
On March 1, 2023, Senator Sherrod Brown introduced the Railway Safety Act of 2023 (S.576), co-sponsored by Senator Fetterman. The bill was reported with an amendment in the nature of a substitute on December 13, 2023, and placed on the Senate Legislative Calendar under General Orders.
Following the East Palestine, Ohio, train derailment, Senators Sherrod Brown and J.D. Vance introduced the Railway Safety Act of 2023. Senator Fetterman co-sponsored the bill, which mandates railroads to create disaster plans, inform emergency response agencies about hazardous materials, maintain two-person train crews, and implement regular mechanical inspections using wayside detectors.
On February 4, 2025, Representative Christopher R. Deluzio introduced the Railway Safety Act of 2025 (H.R.928) in the House. The bill was referred to the Subcommittee on Railroads, Pipelines, and Hazardous Materials on the same day.
Editorials from Pennsylvania newspapers discuss the need for legislation to improve transparency and safety regarding the transport of hazardous materials by trains, citing the lack of action post the East Palestine derailment and urging lawmakers to pass bills enhancing emergency response capabilities.
On February 26, 2026, Senator John Fetterman joined Senators Maria Cantwell, Jon Husted, Amy Klobuchar, Eric Schmitt, Tammy Baldwin, Roger Marshall, and Bernie Moreno in reintroducing the bipartisan Railway Safety Act of 2026. The release says the bill would improve hazardous materials oversight, strengthen emergency response support, and raise overall rail safety standards, and notes the prior 2023 bill passed out of the Senate Commerce Committee but did not receive a Senate floor vote in the 118th Congress.
Congress.gov shows that S.1044, the Railway Accountability Act, was introduced on March 29, 2023, read twice, and referred to the Senate Committee on Commerce, Science, and Transportation. The bill tracker lists the status as Introduced, with no later action shown on the bill page.
On February 26, 2026, Sen. John Fetterman joined colleagues to reintroduce the bipartisan Railway Safety Act of 2026. The office release says the 2023 predecessor passed the Senate Commerce Committee but did not receive a Senate floor vote in the 118th Congress.
Congress.gov shows S.1044, the Railway Accountability Act, was introduced on March 29, 2023, read twice, and referred to the Senate Committee on Commerce, Science, and Transportation. The page lists the bill status as Introduced with no later action shown.
Congress.gov lists S.1044, the Railway Accountability Act, sponsored by Sen. John Fetterman, as introduced on March 29, 2023 and referred to the Senate Committee on Commerce, Science, and Transportation. The tracker says the bill's status is Introduced and the latest action is the same-day committee referral.
The CRS summary for S.1044 says the Railway Accountability Act addressed train consist management, brake inspection rules, emergency brake signal communications, mandatory Confidential Close Call Reporting System participation for certain Class I railroads, broken rim derailment study and mitigation, and public posting of active Class I safety waivers.
Congress.gov lists S.576, the Railway Safety Act of 2023, as introduced March 1, 2023, reported by the Senate Commerce Committee with an amendment, and placed on the Senate Legislative Calendar on December 13, 2023. The tracker still says the bill's status is Introduced.
Fetterman's office announced that he joined colleagues in reintroducing the Railway Safety Act of 2026. The release says the 2023 bill passed out of the Senate Commerce Committee but did not receive a Senate floor vote during the 118th Congress, and quotes Fetterman saying Congress still had not acted.
The 2026 bill text identifies the measure as the Railway Safety Act of 2026 and lists Mr. Fetterman among the senators introducing it. The text says the bill was introduced and read twice and referred to committee, with provisions on high-hazard trains, long trains, inspections, emergency brake signals, defect detection systems, and penalties.
Assessments
Fetterman made a serious legislative effort: he sponsored S.1044, the Railway Accountability Act, in March 2023, and supported closely related rail-safety legislation that advanced farther in committee. But the promised outcome was passage of the Railway Accountability Act or equivalent rail-safety provisions, and the evidence shows S.1044 remained only introduced and referred to committee, while related 2023 and 2026 rail-safety bills had not passed Congress or become law. Because the substantive outcome was not delivered, but there was meaningful legislative effort, this is a failed delivery with an effort badge.
Fetterman seriously worked on rail-safety legislation by introducing S.1044 in 2023, co-sponsoring the Railway Safety Act of 2023, and reintroducing a related bill in 2026, but the evidence shows the promised Railway Accountability Act itself remained introduced in committee and never became law or reached floor passage. The later reintroduction indicates continued effort, not delivery of the promised outcome.
Fetterman did introduce the Railway Accountability Act in the Senate on March 29, 2023, which shows a real legislative effort, but the bill was only referred to committee and remained introduced with no enacted law or final passage. Later rail-safety bills and reintroductions were related but did not deliver the specific Railway Accountability Act promise. Under the campaign-pledge standard, this is a serious but unsuccessful attempt rather than completion.
Fetterman materially advanced the promise by introducing the Railway Accountability Act in March 2023 and later joining related bipartisan rail-safety legislation, including reintroduction efforts in 2026. However, the core promised outcome was to work to pass the Railway Accountability Act and the evidence shows S.1044 remained introduced/referred to committee, while related rail-safety bills advanced but had not become law. Because Fetterman is still in federal office and the later 2026 effort remains pending, this is not yet a final failure; it remains unresolved with clear effort credit.
Senator John Fetterman fulfilled the 'work to pass' aspect by introducing the Railway Accountability Act and co-sponsoring the Railway Safety Act, consistently advocating for rail safety reforms during his term. However, despite these meaningful legislative efforts, none of the major bills passed into law or produced substantive policy change as promised. The promise, as stated, required actual passage of significant reforms, not just legislative attempts; therefore, the outcome is 'never' delivered, but effort is recognized.