10,422 accidents in 1977, which is a comparable base year, it appears that the total number of accidents has, in fact, decreased slightly. Track-caused accidents accounted for 41.5 percent of the total in 1979, equipment accidents comprised 18.9 percent, human factors accounted for 27.4 percent, with the remaining 12.2 percent due to miscellaneous causes. Accidents in the miscellaneous category include collisions at grade crossings above the reporting threshold, vandalism, "load shifted" and acts of God. The projected property damage for 1979 is $302.8 million with $110 million, or 35.4 percent, related to track-caused accidents. We also accumulate accident data on all grade crossing accidents, including those below the reporting threshold. Grade crossing accidents account for almost two-thirds of the total fatalities (65 percent) and approximately 30 percent of the total injuries. In 1978, there were 12,435 grade crossing accidents resulting in 1,021 fatalities and 4,256 injuries. These numbers are projected to have decreased in 1979 to 11,839 accidents, 781 fatalities, and 3,903 injuries. It should also be noted that of all injuries in railroad accident/incidents, over 90 percent are to railroad employees. Compliance Resources FRA currently has a Federal field force of 8 Regional Directors, 288 inspectors and clerical support of 51. Federal compliance resources are supplemented by 55 state track inspectors also hope to increase the level of state participation System-Wide Safety Assessments Traditionally, primary emphasis has been placed on monitoring field activity and enforcement of the regulations. Inspections are intended to determine if a railroad has complied, and if not, to make a judgment about appropriate remedial action. Recently, FRA has deliberately focused resources on a few carriers with poor safety records. This method of concentrated monitoring has produced dramatic results and will enhance future enforcement efforts. System-wide assessments of three railroads were completed in 1979. Assessments of the Chicago, Rock Island and Pacific Railroad, the Illinois Central Gulf Railroad and the Louisville and Nashville Railroad (L&N) included analyses of track, equipment, signals and operating practices. A number of improvements were made by these carriers following the FRA analysis. FRA's assessment of the L&N, in conjunction with Emergency Order No. 11, led to a 40 percent reduction in the number of accidents on that line. Development of System Safety Plan FRA's safety improvement efforts will be further enhanced by the progress being made in developing a System Safety Plan (SSP) which will be completed by the end of 1980. The most significant findings to date under the SSP concern the transport of hazardous materials. The flow of hazardous materials by various carriers has been determined and graphically displayed. A study of the effect of rerouting hazardous materials traffic in order to avoid population centers has also been completed. In this study, such rerouting was found to be counterproductive; it actually resulted in an increased number of expected casualties. It was also determined, however, that risks involving hazardous materials train accidents are concentrated among relatively few railroads, and often to specific lines on these railroads. Five large carriers account for over half of the "hazmat" car-miles and most of these car-miles involve only part of each railroad's overall network. Efforts to improve rail safety can be focused on areas where "hazmat" movements are relatively concentrated. State Participation FRA's strategy for improving the effectiveness of the State Participation Program is detailed in our recent report to Congress. The report clearly defines the Federal and State roles, and describes the steps FRA will take to ensure the success of the program. Emergency Response In the area of emergency response training, FRA conducts seminars involving local officials throughout the country and participates with the National Hazardous Materials Response Center in maintaining a 24-hour response network to assist local officials. Also, DOT, through the Materials Transportation Bureau of the Research and Special Programs Administration (RSPA), offers a 20-hour course entitled "Handling of Hazardous Materials Emergencies." I have with me today Lee Santman, Director of the Materials Transportation Bureau, representating RSPA to answer any questions concerning the hazardous materials program. Pressure Tank Car Retrofit When I last appeared before this committee to testify on railroad safety issues, a series of hazardous materials accidents had pointed to the need for expedited action to apply the safety systems mandated under Docket No. HM-144. On April 7, 1978, FRA conducted a special safety inquiry into the retrofit timetable for specification 112 and 114 pressure tank cars. On May 11, 1978, the Materials Transportation Bureau of the Department published a Notice of Proposed Rulemaking which advanced new target dates for completion of the retrofit. The final rule amendment, mandating an accelerated retrofit, was published on July 13, 1978. |