The Railroad Safety Enhancement Act of 2024 aims to improve rail safety through various measures such as safety requirements for different types of trains, increased penalties for violations, and the development of safer tank cars. It also includes initiatives for research, emergency response planning, drug testing, and technological advancements in rail systems.

Terms used in this section are defined as they are in section 20155 of title 49 of the United States Code, with changes made by section 102(a). The term "Secretary" specifically refers to the Secretary of Transportation.

The document outlines new safety rules for "high-hazard trains" which transport dangerous materials. It mandates speed limits, requires real-time train information, establishes reporting protocols for hazardous materials, and calls for emergency response plans to be submitted and reviewed regularly.

The section defines terms related to high-hazard trains and outlines rules for the safe transportation of hazardous materials by rail. It includes requirements for speed limits, real-time tracking of hazardous materials, emergency response plans, and collaboration between railroads and local agencies, aiming to enhance safety and coordination during potential rail incidents involving hazardous materials.

The section mandates that the Secretary of Transportation must evaluate and update safety regulations related to long freight trains, considering their length and weight, within a year of a particular report submission. It also requires reporting and justification for any unaddressed safety recommendations, and updated accident reporting to include train weight, with summaries made public online.

The section outlines a plan for the Secretary of Transportation to partner with the National Academy of Sciences to study blocked highway-rail grade crossings and suggest solutions, involving expert members without ties to the rail industry. It mandates a report in two years, allocates up to $2 million for the study, amends a program to prioritize certain bus routes, and requires railroads to provide a toll-free number for reporting blocked crossings, with exceptions for smaller rail carriers.

The bill mandates that railroads allocate enough time for careful inspection of railcars, locomotives, and brakes to ensure safety compliance and requires regular audits and potential updates to inspection procedures. It also directs the Secretary to report annually on these audits while respecting collective bargaining agreements.

Railroads cannot limit the time inspectors need to ensure railcars, locomotives, and brakes meet safety laws, and inspectors must complete their work quickly unless safety concerns arise.

The section requires the Federal Railroad Administration to hold a meeting within 30 days to discuss safety regulations regarding emergency brake signals on trains. The focus of the meeting includes reviewing existing regulations and recommendations, assessing the need for more frequent communication checks between train brake devices, and considering improvements in signal transmissions for enhanced rail safety.

The section establishes requirements for rail carriers to implement defect detection systems, which involve using devices to identify safety issues on trains. It mandates the creation of rulemaking and evaluation programs to set performance standards for detection systems, requires rail carriers to develop and update risk-based detection plans, and outlines enforcement and penalties for non-compliance. Additionally, it introduces a grant program to assist commuter railroads in installing these technologies.

The section outlines requirements for rail carriers to implement and maintain defect detection systems. It mandates the creation of plans to ensure rail safety, specifies necessary actions if defects are detected, and requires submission to and approval by the Secretary, with penalties for noncompliance.

The Safe Freight Act of 2023 mandates that most freight trains operated by Class I railroads must have a minimum of two crew members: a qualified conductor and a locomotive engineer. There are exceptions for certain non-main line tracks, assistance locomotives, and trains that were previously allowed to operate with fewer crew members before the Act's enactment, unless deemed unsafe by the Secretary. High-hazard trains or those over 7,500 feet long cannot claim exceptions, but railroads may request a waiver for these requirements.

This section of the bill sets a rule that most freight trains run by major railroads must have a crew of at least two qualified individuals: one conductor and one engineer. There are certain exceptions, such as for trains on non-main line tracks, locomotives providing assistance due to mechanical issues, and some short-distance operations, but these exceptions do not apply to long trains or high-risk trains. A railroad can apply for a waiver from this rule, and the Secretary's authority in these matters is not limited by this section.

The section discusses changes to rail safety violation penalties. It increases the fines for violating rail safety regulations, allows higher penalties for severe violations or repeat offenses, updates penalties for inflation, and removes certain sections from the existing legislation.

The section requires that starting December 31, 2027, all railroad tank cars used to transport certain flammable liquids must meet specific safety standards unless they are exceptions. It also allows for a possible one-year delay if manufacturing or other issues arise, and mandates a report on tank car manufacturing and retrofitting capacity to be completed 18 months after the law is enacted.

The section requires the Federal Railroad Administration to provide grants for research and development focused on defect detectors and preventing derailments involving hazardous materials. Additionally, $22,000,000 is authorized for these grants and will remain available until spent.

The section authorizes $5,000,000 for the Pipeline and Hazardous Materials Safety Administration to spend on developing tank cars that are stronger and safer, including improved valves and other safety features.

The section mandates that the Inspector General of the Department of Transportation conduct a review of the Federal Railroad Administration's safety culture within a year and report findings to Congress with recommendations for improvements. Additionally, within a year of receiving this report, the Secretary must publish an action plan addressing these recommendations online and submit it to relevant congressional committees.

The section requires the Comptroller General of the United States to review and report on technologies that protect roadway workers from train-related hazards. The report, due within a year, should examine the effectiveness, costs, benefits, and challenges of these technologies, including their ability to prevent accidents, while ensuring they don't interfere with railway operations.

The section requires the Inspector General of the Department of Transportation to deliver a report within a year, reviewing how the Federal Railroad Administration manages its safety inspector staff, assessing factors like workforce numbers and hiring challenges, geographic allocation, and strategies for recruitment and retention, along with offering recommendations for improvements in workforce management and inspection capacity.

The Office of Personnel Management must review and possibly update the Railroad Safety Series classification to better reflect technological and operational changes in the railroad industry within 270 days of the act's enactment. If the review concludes that no changes are necessary, a report explaining this decision must be submitted to various congressional committees within 30 days.

The law requires the Secretary to update regulations within one year to ensure that railroad employees who inspect trains and equipment are tested for alcohol and drugs. These employees will be subject to specific testing rules already outlined in federal regulations.

The section outlines a confidential reporting system for close call events in transportation, requiring NASA and the Federal Railroad Administration to manage it, and allowing individuals to submit reports with details like location and multimedia files. It also mandates that major railroads and Amtrak participate in the system within 60 days of the enactment of the law.

The section outlines that state transportation departments must notify first responders about the AskRail app within 180 days if a Class 1 railroad operates in the state to qualify for certain financial aid. Additionally, it mandates a pilot program for improving internet connectivity for first responders during railway accidents, with funding authorized for 2025-2028, and requires reporting to Congress on the program's effectiveness.

The text outlines an amendment to a law providing $1.5 billion each year from 2025 to 2028 for a grant program aimed at removing railroad crossings. To receive these funds, state transportation departments must submit a report on the most dangerous crossings in their state.

The section outlines a grant program by the Federal Railroad Administration to assist owners or operators of freight railcars in installing and maintaining telematics systems and gateway devices. This initiative aims to improve real-time visibility, enhance safety, and boost efficiency while prioritizing certain railcar types and conditions for funding, and authorizing $100 million annually from 2025 to 2028.

The section establishes a pilot program led by the Federal Railroad Administration to help freight railcar owners and manufacturers develop onboard sensor technologies. These sensors aim to enhance the safety and maintenance of railcars by providing real-time data on things like temperature and brake status, with $10 million allocated annually from 2025 to 2028 to support these initiatives.

The section mandates that within a year, the Secretary of Transportation must develop regulations to ensure railroads provide warning equipment such as whistles, air horns, flags, or lanterns for roadway workers. Verbal warnings are allowed only if the worker is within arm's reach of the person giving the warning.

The section amends the United States Code to expand the Railroad-Shipper Transportation Advisory Council from 19 to 23 members, including representatives from the railcar leasing industry. It also defines what a rail car lessor is, stating that they are entities that own and lease rail cars to railroads or shippers while providing services, and are independent of any rail carriers or operators.

The text amends Section 5108(g) of title 49 of the United States Code to clarify the process for setting annual fees for hazardous materials registrations. The Secretary is required to set an annual fee between $250 and $500 for small businesses and between $500 and $5,000 for others, based on whether they need to file a registration statement.

The amendment to Section 5115(b)(1) of title 49, United States Code, proposes adding recommendations for adapting certain training courses for virtual learning. It emphasizes that these virtual options should provide the same quality of training as traditional in-person courses.

The section amends existing U.S. law to enhance emergency response and preparedness for hazardous materials transportation. It includes provisions for using grant funds to purchase protective equipment, conduct training, and develop emergency response plans, as well as adjusting funding structures and requirements for state and tribal involvement.

The section addresses the protocols for handling emergencies involving the transportation of hazardous materials. It focuses on improving the response and preparedness for such incidents to ensure safety and mitigate risks.

The text outlines the creation of an emergency response assistance program aimed at providing quick financial aid to communities dealing with major hazardous materials transportation incidents. It includes definitions, fund usage guidelines, and procedures for reimbursement, emphasizing swift compensation and program efficiency, while ensuring responsible parties are held liable.