After a freight practice carrying poisonous chemical compounds derailed in East Palestine, Ohio, in February, Transportation Secretary Pete Buttigieg secured what appeared like a major victory. Following years of resistance, the nation’s largest freight railroads agreed to take part in a federal security program that permits staff to confidentially report questions of safety.

But 5 months after that dedication, not one of the railroads have formally joined this system. Though they are saying they nonetheless intend to take part, the businesses have raised considerations in regards to the initiative, saying it’s flawed and must be overhauled, in line with authorities and trade officers.

The railroads’ hesitation raises questions on whether or not a key step to enhance rail security that Mr. Buttigieg hailed within the wake of the East Palestine derailment will come to move. And it illustrates the steep problem looming over federal officers and lawmakers as they push for security adjustments after the Ohio accident, generally in opposition to the desires of the freight rail trade. In Congress, a rail safety bill with bipartisan assist faces an unsure destiny.

“Too often, after a major rail incident, an immediate public call for better safety practices has eventually given way to industry pushback and inaction,” Mr. Buttigieg mentioned in an announcement. “That must not happen this time.”

Noting that the railroads had dedicated in March to becoming a member of the protection program, he added, “It is past time for them to keep their promise.”

Mr. Buttigieg extracted that dedication from an trade with an extended historical past of flexing its lobbying muscle and combating regulatory efforts it views as onerous. When the railroads agreed to hitch this system, they’d come below an intense public highlight within the wake of the East Palestine derailment.

But that scrutiny is fading, and Mr. Buttigieg’s objective of bolstering security might be undermined if the businesses safe adjustments to this system that find yourself watering it down.

The program, referred to as the Confidential Close Call Reporting System, started as a pilot in 2007 and was later expanded. It is voluntary for railroads, and it permits their staff to report so-called close calls — comparable to a practice exceeding the utmost pace or a mishap with a monitor change — with out the worry of self-discipline.

The program is modeled after a Federal Aviation Administration program that permits pilots and different aviation personnel to report questions of safety. Both the F.A.A. and rail applications depend on NASA to behave as an unbiased third occasion that processes submissions. But participation within the rail program has been restricted, with solely 27 of the nation’s roughly 800 railroads at the moment collaborating. Amtrak is a part of this system, however not one of the largest freight railroads take part.

In the aftermath of the East Palestine derailment, Mr. Buttigieg referred to as on the freight rail trade to take quite a few steps to enhance security. One of his requests was that the main railroads be a part of the confidential reporting program, saying it had a confirmed monitor document of lowering accidents and protecting staff secure.

“By refusing to take this common-sense step, you are sending an undesirable message about your level of commitment to the safety of your workers and the American communities where you operate,” Mr. Buttigieg wrote to the chief executives of the main freight railroads in late February.

In a letter to Mr. Buttigieg a number of days later, Ian Jefferies, the president and chief govt of the Association of American Railroads, a commerce group, mentioned that all the largest freight rail firms had agreed to hitch this system. But he famous that they’d related inner applications, and he cited a number of facets of the federal program that might be improved.

For occasion, Mr. Jefferies wrote that reviews submitted via this system typically contained inadequate element and weren’t offered to railroads in a well timed trend. He additionally raised the difficulty of worker self-discipline.

“In the rare situation in which an employee is misusing the system to prevent his or her unsafe decisions or actions from being addressed by the railroad,” he wrote, “the program should permit the railroad to address that repeated misconduct with the employee.”

Since Mr. Jefferies despatched his letter, his group and the freight railroads have been working with the Federal Railroad Administration, which is a part of the Transportation Department, to achieve an settlement on the phrases of the railroads’ participation in this system.

Before the East Palestine derailment, a federal panel referred to as the Railroad Safety Advisory Committee, which supplies suggestions on security rules, had established a working group to take a look at the best way to develop participation within the confidential reporting program.

The potential addition of the main freight railroads to this system has been the topic of discussions at conferences of the working group in current months. One thought into consideration is for the businesses to take part in a pilot program, however a consensus on the best way to transfer ahead has but to be reached, in line with authorities and trade officers.

Vincent G. Verna, a vice chairman of the Brotherhood of Locomotive Engineers and Trainmen and a member of the working group, mentioned that though the freight rail firms continued to precise curiosity in being a part of this system, there have been nonetheless disagreements over key points, together with defending staff from self-discipline.

The freight railroads “do not want to relinquish their ability to discipline their employees who report something if they think there’s a rule that has been violated,” Mr. Verna mentioned. “They want to be able to retain the ability to discipline.”

Mr. Verna mentioned that from the angle of staff, sustaining anonymity is important for this system’s success. If railroad staff have cause to worry punishment for reporting security violations, they won’t use this system, he mentioned.

The Association of American Railroads contends that the freight rail firms’ present applications for workers to report questions of safety are more practical and environment friendly than the federal program. The commerce group additionally argues that staff may abuse the federal program by reporting incidents which might be already recognized to their railroads to insulate themselves from punishment.

“You risk creating a paradigm that weakens the importance of following policies and procedures,” mentioned Jessica Kahanek, a spokeswoman for the group.

In an announcement, Warren Flatau, a spokesman for the Federal Railroad Administration, mentioned that collaborating in this system was “a common-sense action to advance safety.” Referring to the main freight railroads, he added that the company “has and will continue to engage in good-faith discussions with each Class I railroad to secure their participation in this safety program.”

Norfolk Southern, the operator of the practice that derailed in East Palestine, met with the Federal Railroad Administration in May to find out about this system and expects to have additional discussions this month, mentioned Connor Spielmaker, a spokesman for the railroad.

“We are making good progress toward operationalizing our membership in the program,” Mr. Spielmaker mentioned.

Jim Mathews, the president and chief govt of the Rail Passengers Association and one other member of the working group, mentioned that for the confidential reporting program to be efficient, the freight railroads should be keen to embrace a nonpunitive method.

“The position that the freight railroads have taken is both unfortunate and unwise,” Mr. Mathews mentioned. “If they truly want a safer system, then punishment and discipline cannot be the only tool in your toolbox.”