Norfolk Southern says it still expects site restoration in East Palestine to be “substantially complete by early / mid-June.” This despite additional monitoring wells being installed as recently as the end of March, and sediment and surface water monitoring that continues to show evidence of the catastrophic derailment that occurred there more than two years ago.

Charts made available by the U.S. Environmental Protection Agency show there is still visible sheen on affected waterways — in fact, instances of heavy sheen being observed as late as April in part of Sulphur Run.

However infuriating the progress of Norfolk Southern’s effort to “make it right” may be, though, the progress being made in Congress is even more frustrating.

On the two-year anniversary of the derailment on Feb. 3, Vice President JD Vance joined other officials in continuing to demand action.

At the time, he said “I think that we can say with confidence that the president shares my view that we need common sense rail safety, and yes that is something we are going to work on over the next couple years.”

To that end, on Feb. 4, U.S. Rep. Emilia Sykes, D-Ohio 13th, reintroduced the RAIL (Reducing Accidents in Locomotives) Act, “To enhance safety requirements for trains transporting hazardous materials, and for other purposes.”

Cosponsors were U.S. Reps. Michael Rulli, R-Ohio 6th; Joyce Beatty, D-Ohio 3rd; Shontel Brown, D-Ohio 11th; Marcy Kaptur, D-Ohio 9th; Greg Landsman, D-Ohio 1st; Max Miller, R-Ohio 7th; and Sarah Elfreth, D-Md. 3rd.

On that same day, the RAIL Act was referred to the House Committee on Transportation and Infrastructure, which referred it to the Subcommittee on Railroads, Pipelines and Hazardous Materials. And yet, despite the broad, bi-partisan interest in improving rail safety, there has been no action on the measure since Feb. 4 — nearly four months ago.

Just a sampling of the safety recommendations in the RAIL Act are requirements to provide state or tribal emergency response commissioners with advance notification and information regarding transportation of hazardous materials, including a written gas discharge plan and an effort to reduce or eliminate blocked crossings resulting from delays in train movements. It would also amend U.S. Code to include that “No railroad may limit the time required for an employee to complete a railcar, locomotive, or brake inspection …”

What grip must the rail industry have on our elected officials that such common sense efforts are (again) languishing without consideration.

While Norfolk Southern must be held to account for, indeed, making it right in East Palestine, the larger concern remains. If we are not willing to try to prevent such a disaster, the only thing left to do is ask: When and where will it happen next?