FRA Publishes 10 New Rules in 'Deregulatory Sprint,' Changing Horn, Training, and Car Approval Standards

Rail labor unions and safety advocates argue that the Federal Railroad Administration's sweeping rollback of safety regulations will compromise oversight and increase the risk of derailments. However, the FRA's newly published package of ten rules—part of a broader "deregulatory sprint"—focuses largely on eliminating redundant paperwork, codifying longstanding safety waivers, and updating 20th-century mandates to reflect current technology, rather than dismantling core operational safeguards.[1][7]

Published in the Federal Register on August 31, 2026, the 10 rules are part of a larger slate of 57 deregulatory actions the agency has undertaken to streamline federal standards. FRA Administrator David Fink stated that the changes are designed to help the industry thrive by removing complicated regulations that "did nothing to improve safety and only hurt American rail." Fink added, "Today, I am proud to announce these critical regulatory changes which will help the industry thrive and ultimately usher in a new Golden Age of Rail."[1]

Among the most visible changes to the public are new flexibilities regarding locomotive horns. The FRA has ended the strict requirement for trains to sound a four-part long-long-short-long pattern at grade crossings if the train has already stopped in close proximity to the crossing, allowing engineers to use a single horn blast instead. The rule also clarifies that federal law does not mandate horn sounding simply because a passenger station is present, leaving that policy entirely to the discretion of individual railroads.[1][2]

Training protocols are also being modernized to reflect advancements in digital instruction. The FRA will now permit railroads to use instructor-led, computer-based 3D simulations to satisfy the hands-on portion of periodic refresher training for brake systems. This codifies waivers the agency had previously granted on a case-by-case basis, acknowledging that virtual environments can effectively replicate the physical tasks required for brake maintenance and inspection.[1][3][4]

Equipment and workplace standards saw significant revisions as well. The agency repealed a mandate requiring special FRA approval to operate freight cars older than 50 years; railroads can now keep these cars in service simply by notifying the agency and providing specific documentation. Additionally, the FRA eliminated obsolete roadway workplace safety requirements that had deadlines dating back to March 28, 2005, and clarified that crane maintenance training must cover specific topics like maintaining vertical clearance.[1][5][6]

Administrative burdens were a major target of the sprint, with the agency aiming to reduce the sheer volume of paperwork required from carriers. The FRA altered accident reporting requirements to promote electronic document filing and reduced the mandatory retention period for certain accident forms from five years down to three. Two specific forms—one for reporting work-related illnesses and another sent to highway users injured in grade-crossing accidents—were retired entirely, with the agency noting that only about 1% of the highway-user forms were ever returned.[1]

The deregulatory push has drawn strong support from industry groups, including the Association of American Railroads and the American Short Line and Regional Railroad Association. ASLRRA President Chuck Baker noted that the updates are "allowing the industry to better allocate resources while providing safe and efficient service to shippers at a reasonable price." Drew Feeley, deputy administrator for the FRA, echoed this sentiment earlier in the year, noting that while many of the items are not major, "they are meaningful; they will make things a little easier in the industry."[1][7]

Conversely, organizations like the Brotherhood of Locomotive Engineers and Trainmen have voiced opposition to the broader deregulatory agenda. While the union supported the specific flexibility granted for horn sounding, labor leadership has broadly warned that the rapid pace and volume of the FRA's rule changes could weaken federal oversight. As the 57 proposed and final rules take effect through the fall of 2026, the debate over whether efficiency gains will come at the expense of operational safety remains unresolved.[1][2]