[Congressional Record (Bound Edition), Volume 152 (2006), Part 10]
[House]
[Pages 14078-14079]
[From the U.S. Government Publishing Office, www.gpo.gov]




                              {time}  1700
                             RAIL SECURITY

  The SPEAKER pro tempore. Under a previous order of the House, the 
gentlewoman from Indiana (Ms. Carson) is recognized for 5 minutes.
  Ms. CARSON. Mr. Speaker, we face a grave and growing threat. The 
safety of America's rails and subways is on shaky ground almost five 
years after September 11th. We need to take a hard, honest look at the 
issue of rail security and give America's rail passengers the same 
level of confidence that airline passengers get everyday.
  In recent years, we have experienced an annual average of 30 
terrorist attacks on passenger rail across the world. The past three 
years have seen the sadness and heart-wrenching agony caused by three 
major attacks on rail systems in Madrid, London and disturbingly 
yesterday in India. These three attacks alone have led to some 
astonishing numbers, 22 bomb blasts, 15 trains destroyed, 390 people 
dead and over 1,650 injuries and countless lives forever altered. The 
shock, horror and loss of life resulting from these acts of terrorism 
are reminders that the United States must do more to strengthen rail 
security.
  Our passenger rail systems are vulnerable potential targets for 
terrorists. The 9/11 Commission's final report noted that ``surface 
transportation systems such as railroads and mass transit remain hard 
to protect because they are so accessible and extensive.'' Throughout 
the country, there are over 300,000 miles of freight rail lines and 
over 10,000 miles of commuter and urban rail system lines. On a typical 
weekday, 11.3 million passengers use rail or mass transit, and at any 
given time, hazardous materials are transported throughout the country.
  Yet we still do not have a comprehensive national strategy for rail 
security. The Transportation Security Administration has not yet 
implemented adequate security guidelines for rail and mass transit 
systems similar to those required for airports. The Department of 
Homeland Security does not even require rail and mass transit systems 
to complete vulnerability assessments or submit security plans to the 
Department. Nor are we providing adequate funding for rail security. 
Over the past four years, the Department of Homeland Security and the 
Transportation Security Administration have spent on average $9 per air 
passenger, as compared to only one penny for each rail or mass transit 
passenger. One penny to prevent bombs, chemical and biological agents 
does not go far enough for tools, prevention and training.
  It is clear that many of our rail and mass transit employees lack 
adequate security training. In a 2005 survey of the International 
Brotherhood of Teamsters, 84 percent of those surveyed said they had 
not received ``any training'' or ``additional training'' related to 
terrorism prevention and response in the previous twelve months. We in 
Congress must have a frank discussion about our rail system, from 
AMTRAK, to the Metro in DC, the L in Chicago and the T in Boston and of 
course the subway in New York City. It is time for the U.S. to 
implement a coordinated national strategy for rail security, to provide 
adequate security training for rail and mass transit employees, and to 
fully fund rail security programs.
  I commend my colleagues for introducing the Rail and Public 
Transportation Security Act. The reforms in this bill are long overdue. 
We have seen over and over again the pain these terrorist acts have 
brought to ordinary citizens. We cannot afford to wait until tragedy 
strikes again to improve this country's rail security.

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