Why Is Vance Supporting Overregulation of Rail Service?

On March 16 the Washington Post published an article by John Shelton, Vice President for Public Policy at Advancing American Freedom. The article criticized Vice President JD Vance for supporting the so-called Railway Safety Act. Mr. Shelton began by describing the Trump Administration’s normal approach to artificial intelligence (AI) and innovation, which has been to rally behind AI’s ability to deliver large economic and social benefits. In an earlier speech, Vance described the promise of a new industrial revolution as being on par with the invention of the steam engine. However, at the same time, Vance warned against overregulation, which would deter innovators from taking the risks needed to make new discoveries, including large investments of time and money. 

 

As Mr. Shelton points out, Vance’s support of AI seems incongruent with his current support of the proposed Railway Safety Act. Vance is one of the bill's major supporters even though it would increase regulatory burdens without having a positive effect on rail safety.

The origin of Vance’s support is a 2023 train derailment in East Palestine, Ohio, which Vance represented when he was a Senator. Yet the bill’s provisions have little to do with derailments. One of the most controversial provisions would require most trains to have at least two employees at all times. However, the train in East Palestine had three crew and none of them could have prevented the disaster. In fact, there is no evidence that crews of one are inherently less safe than crews of two.

The railroads have a long history of steady improvements in safety, going from 8,205 accidents in 1980 to 1,818 in 2023, even as the amount of rail freight intermodal traffic increased from under 9 million containers in 2000 to over 13 million in 2020. This effort has mainly focused on collecting data on train operations, processing it to detect safety concerns, and issuing an automated response to any safety threats, often without waiting for a human action. Over time, this process has led to better data, faster processing, and more accurate responses than humans can deliver. Much of this safety progress has been at the initiative of the railroads themselves rather than the Federal Railway Administration. Now, AI promises to supercharge this process leading to even further safety improvements.

Ralph Waldo Emerson once said: “[a] foolish consistency is the hobgoblin of little minds” So is foolish inconsistency. Vice-President Vance’s support of the Rail Safety Act requires another look.

 

The Proposed Railway Safety Act Is Highly Problematic

Yesterday's lead editorial in the Washington Post, "Legislators Think They're Making Trains Safer. They're Not," is spot on. It explains why it would be wrong for Congress to adopt the highly problematic Railway Safey Act as it now stands. And it shows how seemingly well-intentioned "feel good" regulatory measures not only may not resolve the issues they supposedly are intended to address, but rather actually may depress overall consumer welfare and suppress economic efficiencies.

 

The Railway Safety Act was first introduced in 2023 after the East Palestine, Ohio, train accident that led to chemicals being vented and burned. Not surprisingly, there was serious environmental damage due to the escaping chemicals. Perhaps it is also not surprising that legislators felt compelled to react by "doing something."

But, as the Post editorial explains, the bill that the Trump administration is now endorsing is not the proper response. Without addressing any rail safety issues that are rationally related to the causes of the train derailment, the bill would add costly unrelated mandates that, as the Post puts it, "would drive costs higher and slow innovation." Several of the proposed new regulatory mandates, such as requiring the use of certified mechanics and government-directed train crew sizes, respond to union demands. In the meantime, Norfolk Southern already has addressed all four recommendations made to it by NTSB's after-accident report, while federal government has yet to implement any of the ten recommendations made to it.

 

There are lessons here that go beyond getting any proposed rail safety legislation right, although that is obviously important. Of utmost importance, as the Post says, "[r]egualtion should be based on evidence, especially when it could be costly." And it's important for the government not to issue new mandates that are not related in a rational way to addressing the issues supposedly at hand.

 

And, finally, as the editorial points out, by several measures, "including the rates of derailments and employee injuries, 2025 was the safest year on record." It makes sense for the Trump administration to reconsider its support for the Railway Safety Act as it now stands.