On March 4, Norfolk Southern caused the fourth train derailment in Ohio within five months, this one 40 miles west of Columbus and eight miles east of Springfield. The company claims that the 28 cars going off the rails didn’t have any hazardous contents. The train was 212 cars in length. Norfolk’s CEO, Alan Shaw, is scheduled to appear before the Senate Environment and Public Works Committee on Thursday.
Thirty days ago, another Norfolk Southern train derailed in East Palestine (OH) on the Pennsylvania border; the disaster continues to adversely affect the area. A makeshift dam to hold wastewater collapsed last Friday after heavy rains, and residents also worry about the incineration of contaminated soil. The contaminated water could seep into homes, businesses, parks, water ducts, aquifer for drinking water, etc. Flooding was going into a popular local restaurant.
After secret shipments of toxic soil and water was discovered in late February, federal authorities ordered a temporary halt. Some of the contaminated materials were returned to East Palestine, but they are being shipped out now. By last week, about 1.8 million gallons of hazardous liquid wastewater were sent as far as Michigan and Texas for disposal. A chart of contaminants in each derailed railcar is here.
A nearby facilities incinerating contaminated soil has a history of EPA violations. Of the 1,700 tons of solid waste removed from the site, 660 tons went to Heritage Thermal Services in East Liverpool (OH), 15 miles from East Palestine. In 2015, the EPA reported the Heritage site repeatedly exposed the community to chemicals causing cancer and miscarriages while the facility continued to operate. The EPA hasn’t tested the soil for possible toxic contaminants which do not easily incinerate.
Norfolk’s employees have denounced the company for concerns about its cost-cutting policies and poisoning its workers by deploying them to clean up February vinyl chloride spill. Without personal protective equipment, many of them “continue to experience migraines and nausea, days after the derailment.”
Workers were also told to skip inspections, according to some employees. In leaked audio, a manager for another large railway company, Union Pacific, told an employee to stop marking cars for repair such as broken bearings because it delays other cargo. The cause of the East Palestine derailment was a wheel-bearing failure. The employee also said that she and other workers received no formal training in the inspection and repair of railcars and indicated that it is common practice among major railroad carriers. [Below right: Aftermath of East Palestine derailment.]
Other problems are the lack of regulations. Michael Sainato reported:
“Train-brake rules were rolled back under the Trump administration and have not been restored; hazardous material regulations were watered down at the behest of the railroad industry; and railroad workers have been decrying the safety impacts incited by years of staffing cuts, poor working conditions and neglect by railroad corporations in favor of Wall Street investors.”
The current average two derailments for every one million miles traveled is a seventeen-percent increase from 1.71 derailments in 2013. Of the 818 derailments reported in 2022, 447 train cars carrying hazardous materials were eighter damaged or derailed.
Brotherhood of Locomotive Engineers and Trainmen (Blet) national president Eddie Hall stated:
“The railroads have opposed any government regulation on train length; they have sought waivers to eliminate having trained inspectors monitor railcars; and they have pushed back on the train crew staffing rule. The railroads and their trade association the Association of American Railroads (AAR) employ armies of lobbyists on Capitol Hill who are there not to promote safety regulations but to slow the implementation of federal safety regulations—or attempt to eliminate them altogether.”
Retired locomotive engineer Jeff Kurtz said that a huge factor in increased disasters is the increased length of trains. The 150 cars on the East Palestine derailment is over twice the average length of trains operated by major railroads from 2008 to 2017. The Federal Railroad Administration has no current limit on train length.
Ohio law enforcement named activist Erin Brockovich in a warning about “terrorism” coming to her townhall meeting in East Palestine on February 24 in East Palestine where she gave advice on seeking legal assistance. Residents have already filed a class action suit against Norfolk Southern. Although people were angry about the disaster at both that event and another one when Brockovich returned on March 2, there was no violence. Fox news’ headline said that “Brockovich Torches East Palestine” but no reference to “torching” in the article.
Media, especially from the right wing, accused the Biden administration of ignoring the people of East Palestine after the disaster, going so far as to claim that it was racist and political. The town of under 5,000 is over 93 percent white, and 72 percent of voters picked DDT in 2020. Yet Republicans are dragging their feet in providing assistance for East Palestinians. When freshman Sen. J.D. Vance (R-OH) asked for a Paycheck Protection Program (PPP)-style plan to help workers and businesses because of the derailment, other GOP senators said they would wait to take any action. Sen. Shelley Moore Capito (R-WV) asked how to “quantify a train derailment disaster over some other kind of thing.” She has requested aid for energy, broadband, Covid, and other state problems for West Virginia. Norfolk Southern has paid very little money to care for the disaster victims and cleanup.
Republicans’ plans to remove assistance for lower-income people, disastrous for the town and the surrounding county: one-third of them are on Medicaid and almost 15 percent of them including over 5,000 children receive food stamps. The median household income is almost 25 percent under that of Ohio and 40 percent lower than in the U.S.
Possibly from fear of Transportation Secretary Pete Buttigieg’s growing political stardom, Republicans have blamed him for the train derailments. Failing at that, they ridiculed his shoes, his wearing PPE (an OSHA requirement) while at the disaster site, even sleeping on the commercial plane on his way back to Washington after he left early in the morning to get to Ohio.
A letter from 21 House Republicans expressed confusion about Buttigieg’s responsibilities, compared to those of the independent National Transportation Safety Board (NTSB) and other separate agencies when they demanded “all documents and communications” about the derailing. This article explains the roles of different agencies. The letter also suggested that the Democrat’s Inflation Reduction Act, which went into effect under six months before the rail disaster, should have prevented the disaster. Missing from the letter, however, were issues of the derailment, railway dangers, cleanup, and deregulation under a GOP administration.
After DDT claimed he wasn’t responsible for “pulling back rail regulations” (he was), Buttigieg offered DDT an opportunity to help by supporting the reversal of deregulation on DDT’s “watch.” Buttigieg suggested specifics: “higher fines, tougher regulations on safety, Congress on tying our hands on breaking rules.” DDT doesn’t talk about train disasters anymore.
Republicans made political hay by criticizing President Joe Biden for not going to the site and Buttigieg for not going soon enough. Yet, neither DDT nor his transportation secretary, Elaine Chao, visited one derailing of the 5,103 train derailments during their four years. Or none of the 44,360 train accidents, some resulting in fatalities. Or none of the 58,920 transportation-related hazardous waste leaks/spills causing 26 deaths and dozens of additional injuries. DDT did visit East Palestine as part of his campaigning for 2024 and gave away his branded water bottles which haven’t been made for 13 years. He said about the disaster, “That could have been really bad. Good thing it didn’t happen.” DDT also smeared Fox network for its lack of coverage for his visit to East Palestine and “the incompetence of the Biden Administration.”
Biden frequently calls governors of Ohio, GOP Mike DeWine, and Pennsylvania, Democratic Josh Shapiro, including from Ukraine, and agency members have gone door-to-door in East Palestine to talk about resources for the residents. Initially DeWine complained about not getting any federal help but later admitted he was wrong. At a February 25 townhall, the town’s mayor complained that he hadn’t heard from the White House until the day before although officials began failed attempts to contact the mayor from February 6.
DeWine said that “no other community should have to go through this,” but chemical accidents occur in the U.S. every two days and may be increasing. The first seven weeks of 2023 saw over 30 incidents—about one every day and a half. About 200 million people are at regular risk. The nation has almost 12,000 facilities with “extremely hazardous chemicals with particularly high accident rates for petroleum, coal manufacturing, and chemical manufacturing facilities. Disasters increased after DDT moved into the White House. In the past five years, federal inspectors found 36 percent more hazmat (hazardous materials) violations compared to the previous five years.
The map shows incidents from January 1, 2022 through January 31, 2023; red icons are for 2022 with blue since January 1, 2023.
The upside of GOP umbrage about the East Palestine is that Republicans might recognize the importance of regulations. Or maybe not.