On behalf of the Transportation Trades Department, AFL-CIO (TTD), our 33 affiliated unions, and millions of frontline transportation workers, I urge you to advance the nomination of Jennifer Homendy for Chair of the National Transportation Safety Board (NTSB) when the Senate Commerce Committee considers her nomination.
Member Homendy brings decades of experience in transportation safety and a fierce devotion to the protection of transportation workers, passengers, and the public writ large. Since joining the NTSB in 2018, she has worked tirelessly as an advocate for necessary safety improvements across all modes of our transportation network. Prior to joining the Board, Homendy shepherded major safety legislation through Congress as Staff Director of the House Subcommittee on Railroads, Pipelines, and Hazardous Materials. Equally important to her deep policy expertise, Homendy possesses a crucial understanding of the role transportation workers play in ensuring the safety and security of our transportation system. There is no person more qualified to serve as Chair of the NTSB.
Member Homendy’s distinguished career in public service and steadfast commitment to transportation safety have proven that she has the leadership, experience, and expertise to confront our transportation network’s most pressing challenges with a strong voice. TTD is proud to endorse Jennifer Homendy, and I urge you to support her nomination.
Jennifer Homendy, a member of the National Transportation Safety Board (NTSB), said that the Federal Railroad Administration (FRA) final rule for Class I railroads and certain smaller railroads to establish risk-reduction safety plans issued Feb. 18 falls well short of the intent of the Rail Safety Improvement Act (RSIA) that was passed by Congress in 2008.
NTSB member Jennifer Homendy
“As the lead @TransportDems staffer who drafted the Act, I’m glad the rule’s out but it doesn’t comply with the RSIA,” Homendy said on Twitter. “It leaves out commuter and passenger railroads (that rule has been stayed 9 or 10 times now) and it fails to require freight railroads to implement fatigue management plans as part of their risk reduction program (which was required in RSIA).”
Later in her Twitter thread, she cited five accidents investigated by NTSB involving both freight and passenger rail that were linked to fatigue and reminded her followers that fatigue management is on the NTSB’s most-wanted list in preventing railroad accidents.
She also mentioned that FRA has seemed to reverse course over the years as in 2015, agency leadership had told NTSB that fatigue management would be addressed in a final rule.
The final rule as published requires Class I railroads to compose an FRA-approved RRP plan.
“These comprehensive, system-oriented safety plans are required to identify and analyze hazards and their associated risks, and develop and implement plans to eliminate or mitigate those risks,” FRA said in a release announcing the final rule. “An RRP is designed to improve operational safety, complementing a railroad’s adherence to all other applicable FRA regulations. Each railroad must tailor an RRP for its individual operations, and the RRP must reflect the substantive facts on any hazards associated with each railroads’ operations.”
“Railroads’ ongoing evaluation of their asset base and employee performance associated with operations and maintenance, under FRA regulations, can now follow a more uniform path of standardization, towards further reducing risks and enhancing safety,” FRA Administrator Ronald L. Batory said in the release.
Transportation Secretary Elaine Chao said the final rule will improve freight rail safety in America in the same release.
It remains to be seen whether fatigue management will be addressed in a future rulemaking.