SUBSCRIBE TO OUR FREE NEWSLETTER
Daily news & progressive opinion—funded by the people, not the corporations—delivered straight to your inbox.
5
#000000
#FFFFFF
");background-position:center;background-size:19px 19px;background-repeat:no-repeat;background-color:var(--button-bg-color);padding:0;width:var(--form-elem-height);height:var(--form-elem-height);font-size:0;}:is(.js-newsletter-wrapper, .newsletter_bar.newsletter-wrapper) .widget__body:has(.response:not(:empty)) :is(.widget__headline, .widget__subheadline, #mc_embed_signup .mc-field-group, #mc_embed_signup input[type="submit"]){display:none;}:is(.grey_newsblock .newsletter-wrapper, .newsletter-wrapper) #mce-responses:has(.response:not(:empty)){grid-row:1 / -1;grid-column:1 / -1;}.newsletter-wrapper .widget__body > .snark-line:has(.response:not(:empty)){grid-column:1 / -1;}:is(.grey_newsblock .newsletter-wrapper, .newsletter-wrapper) :is(.newsletter-campaign:has(.response:not(:empty)), .newsletter-and-social:has(.response:not(:empty))){width:100%;}.newsletter-wrapper .newsletter_bar_col{display:flex;flex-wrap:wrap;justify-content:center;align-items:center;gap:8px 20px;margin:0 auto;}.newsletter-wrapper .newsletter_bar_col .text-element{display:flex;color:var(--shares-color);margin:0 !important;font-weight:400 !important;font-size:16px !important;}.newsletter-wrapper .newsletter_bar_col .whitebar_social{display:flex;gap:12px;width:auto;}.newsletter-wrapper .newsletter_bar_col a{margin:0;background-color:#0000;padding:0;width:32px;height:32px;}.newsletter-wrapper .social_icon:after{display:none;}.newsletter-wrapper .widget article:before, .newsletter-wrapper .widget article:after{display:none;}#sFollow_Block_0_0_1_0_0_0_1{margin:0;}.donation_banner{position:relative;background:#000;}.donation_banner .posts-custom *, .donation_banner .posts-custom :after, .donation_banner .posts-custom :before{margin:0;}.donation_banner .posts-custom .widget{position:absolute;inset:0;}.donation_banner__wrapper{position:relative;z-index:2;pointer-events:none;}.donation_banner .donate_btn{position:relative;z-index:2;}#sSHARED_-_Support_Block_0_0_7_0_0_3_1_0{color:#fff;}#sSHARED_-_Support_Block_0_0_7_0_0_3_1_1{font-weight:normal;}.grey_newsblock .newsletter-wrapper, .newsletter-wrapper, .newsletter-wrapper.sidebar{background:linear-gradient(91deg, #005dc7 28%, #1d63b2 65%, #0353ae 85%);}
To donate by check, phone, or other method, see our More Ways to Give page.
Daily news & progressive opinion—funded by the people, not the corporations—delivered straight to your inbox.
"I tasted and smelled it," a resident said. "It was burning my throat and eyes."
Residents near a toxic chemical leak from a railcar in a small town in southwestern Ohio remained under evacuation orders on Wednesday even after the leak had been contained.
A leak of styrene, a chemical used in plastic and rubber production, was discovered Tuesday afternoon in Whitewater Township, Ohio, about 16 miles west of Cincinnati. Video showed the chemical spewing from the top of a railcar reportedly owned by Genesee & Wyoming, a U.S.-based multinational.
Local authorities told residents within one-half mile of the incident to evacuate—210 households, covering the towns of Hooven and Cleves, which have a combined population of roughly 3,800—and those just outside that area to seal up their homes and shelter in place. A local alert called the situation "dangerous."
By Wednesday, the leak had been plugged but roads in the area were closed, as were the district's schools, as air quality tests were undertaken.
There have been no reported injuries but styrene is known to disrupt the nervous system, causing symptoms such as "tiredness, feeling drunk, slowed reaction time, concentration problems, and balance problems," according to the Centers for Disease Control and Prevention. It is also a possible carcinogen, the CDC says.
"I tasted and smelled it," Marcus Greer, a Hooven resident, toldThe New York Times. "It was burning my throat and eyes."
A dangerous chemical leak in Ohio has prompted school closures and evacuation orders in Whitewater Township. pic.twitter.com/DDuI4Hgp1I
— TODAY (@TODAYshow) September 25, 2024
The cause of the accident is unclear. Local authorities have said that they are focused on immediate public safety concerns and will conduct a thorough investigation later.
There was no derailment or fire. Authorities initially said that they were concerned about an explosion, but by Tuesday evening they had said that was no longer a concern. They've used firetrucks to spray the railcar down with water to keep it cool, and have managed to separate the railcar from the rest of the train. Other railcars on the train were also carrying styrene.
It is not the first such incident in the area. A styrene leak from a railcar occurred in Cincinnati in August 2005 after it was left to heat up for five months, the Cincinnati Enquirerreported.
The incident that was on many residents' minds following Tuesday's accident was more recent. In February 2023, a Norfolk Southern railcar carrying toxic chemicals derailed in East Palestine, Ohio, setting off fires and leading to a controlled chemical burn of vinyl chloride, a carcinogen. Chemicals released that week spread to 16 states, later research showed. East Palestine is some 300 miles from Whitewater Township.
Following Tuesday's accident, local residents worried that they wouldn't get the cleanup help they needed.
"We are Hooven, Ohio," said Greer, a fourth-generation resident. "They will ignore us."
The toxic rail derailment in East Palestine, Ohio, was a symptom of a privatized rail system that prioritizes profit over public safety.
The National Transportation Safety Board announced in June that the infamous East Palestine, Ohio, freight train derailment was caused by a defective wheel bearing.
But that technical issue does not tell the whole story.
Federal investigators found that the railway company Norfolk Southern failed to communicate information to emergency responders in a timely manner, which contributed to the exposure of responders and the public to post-derailment hazards.
According to the June 2024 NTSB report abstract on the derailment and hazardous materials release, Norfolk Southern’s delayed transmission of consist information “also delayed the Ohio State Patrol’s recommendation to the incident commander that the shelter-in-place order be replaced by an evacuation.”
Norfolk Southern officials and contractors also provided misleading and incomplete information while advocating for an unnecessary vent and burn of tank cars carrying vinyl chloride. A vent-and-burn action is, according to the Federal Railroad Administration (FRA), a response of last resort.
A public rail system would directly benefit workers, trackside communities, small shippers, farmers, passengers, and the environment.
Norfolk Southern began planning the vent and burn shortly after the derailment, rejecting three other removal methods that could have been far less dangerous to responders and the people of East Palestine.
While there may be some temptation to view the catastrophic derailment in East Palestine as an unfortunate fluke, the truth is that disastrous events are predictable features of the American rail system.
Under the private ownership of the Class I railroads, we have seen time and again the callous prioritization of profit over people. For the sake of short-term profit, inspections are cut short, tracks and equipment are not maintained, and the rail workforce is gutted — features of an industrial system that calculates derailments as part of the cost of doing business.
The Class I railroads’ — the largest domestic rail carriers — pursuit of short-term profit has led to critical understaffing, longer trains, diminished maintenance of tracks and equipment, inadequate inspections, and other underinvestments that leave rail workers and trackside communities vulnerable to derailments and disasters.
The Class I railroad robber barons are perfectly willing to risk the lives of workers and people living in trackside communities so long as it means more money for them and their shareholders. This is not hyperbole.
Between 2013 and 2022, the rate of rail accidents rose 28 percent as a result of the implementation of Precision Scheduled Railroading (PSR). In short, the philosophy of PSR can be summed up as “speed over safety.” Since 2015, over 50,000 railroad workers — nearly 30 percent of the rail workforce — have been laid off. The workers who remain on the railroads experience chronic fatigue as a result of unpredictable schedules and critical understaffing.
Last spring, it was reported that Union Pacific, one of the six Class I rail carriers, undermined government safety assessments and retaliated against workers who reported rail car flaws. In 2023, the FRA found that 73% of Union Pacific locomotives have federal defects.
According to the NTSB, Norfolk Southern interfered with the East Palestine investigation and abused its status as a party to the probe. NTSB Chair Jennifer Homendy revealed that she was threatened by Norfolk Southern during a private exchange with a senior company executive two weeks prior to the NTSB East Palestine board meeting.
These are but a few examples of the criminality and nefariousness that characterize the privately owned rail system. What’s more, even if one puts aside moral questions regarding the behavior of the Class I railroads, one finds an industry being strangled to death by a get-rich-quick scheme that victimizes workers and trackside communities, cheats small shippers, and — because the rail robber barons are completely allergic to capital expenditure —dooms the US rail system to degradation and ossification.
Another concern is how the American rail system is regulated. While the FRA is ostensibly tasked with overseeing and regulating US railroads, this arrangement becomes murky when one considers the significant degree of industry influence.
The Association of American Railroads (AAR), the industry group representing the interests of North America’s major rail corporations, sets its own safety standards and works closely with the FRA, effectively as an independent regulatory body. AAR even manages the FRA’s Transportation Technology Center through its wholly-owned subsidiary, Transportation Technology Center, Inc.
In the NTSB investigation of the East Palestine derailment, AAR’s standards for hot bearing alerts and alarms came under scrutiny, as they served as the guide for Norfolk Southern’s own criteria that contributed to the disaster. It is worth noting that under the Trump presidency, railroad industry executive Ronald Batory was made FRA administrator, further blurring the line between government regulator and regulated industry.
With the foxes running the henhouse, simple demands for more and better regulation of the railroad industry are inadequate. The real solution, advocated by Railroad Workers United (RWU) and allied organizations across the country, is public ownership of the railroads.
Last spring, RWU launched the Public Rail Ownership (PRO) campaign, building a diverse coalition including rank-and-file unionists, environmentalists, progressives, community activists, and others calling for a rail system that operates in the public interest.
The campaign has hosted webinars, published scholarly works such as Maddock Thomas’s “Putting America Back on Track: The Case for a 21st Century Public Rail System,” and attended union conferences to make its case.
What a publicly owned and operated rail system in the United States will look like has yet to be determined, but there are models that can serve as guides.
The task at hand is massive, and the road ahead is fraught with challenges. However, there is little hope for any improvement of the US rail system so long as it remains in the hands of the irresponsible and unaccountable Class I robber barons.
The rail system in the US is, compared to other countries, an anomaly in that it is predominantly owned by private companies. This was not always the case, and there’s inspiration to be found in US history for the development of a 21st century public rail system.
During World War I, the US rail system was nationalized amid a consensus that the private rail system was unable to serve the needs of the country during wartime. Under the control of the US Railroad Administration (USRA), the railroads operated far more efficiently and effectively than they had under private ownership.
Working conditions and service improved drastically, winning the support of workers, shippers, and much of the public. The nationalized rail system was so popular among rail workers that in a 1918 American Federation of Labor-sponsored referendum, the vote to keep the nation’s railroads in public hands was overwhelmingly in favor: 306,720 to 1,466.
A public rail system would directly benefit workers, trackside communities, small shippers, farmers, passengers, and the environment. The Class I carriers have made it clear that they have no intent to expand rail, or take the crucial step towards full catenary electrification.
Under public ownership, the fetters of the short-term profit motive would be cast off the rail system, opening the door to large-scale infrastructure modernization and expansion projects, creating jobs in construction and spurring economic development in neglected areas of the country. A publicly owned and operated rail system would also create thousands of railroad jobs, as the stripped-to-the-bone PSR model advocated by the Class I carriers would be destined for the dustbin.
The task at hand is massive, and the road ahead is fraught with challenges. However, there is little hope for any improvement of the US rail system so long as it remains in the hands of the irresponsible and unaccountable Class I robber barons. RWU and its allies invite all organizations and individuals to get involved in the Public Rail Ownership campaign, and help make public rail a reality. For more information, please visit publicrailnow.org.
The NTSB chair said the company tried to "manufacture" evidence, avoided sharing information, and threatened agency staff as she released findings from a 17-month investigation into the East Palestine disaster.
The chair of the National Transportation Safety Board on Tuesday condemned Norfolk Southern for interfering with its investigation into last year's East Palestine train crash and the "vent and burn" of harmful chemicals that followed.
The remarks came at the final NTSB hearing on the disaster, in which the agency released a preliminary report—damning to Norfolk Southern and its contractors—from a 17-month investigation. NTSB officials explained that a decision to intentionally burn vinyl chloride, a carcinogen, from five derailed train cars was flawed and resulted from the company's selective sharing of information with officials at the time.
Norfolk Southern's uncooperative approach didn't stop after the vent-and-burn, according to the NTSB. Throughout the investigation, the company delayed or avoided sharing information, sought to "manufacture" evidence, and even issued a "threat" to agency staff, Jennifer Homendy, the NTSB chair, said.
"Norfolk Southern's abuse of the party process was unprecedented and reprehensible," Homendy said, also describing it as "unconscionable."
She praised NTSB investigators "for their fortitude in the face of mounting pressure, for their laser focus on the facts."
Why is this so predictable? The head of the NTSB said Norfolk Southern repeatedly tried to interfere with the agency’s investigation into the East Palestine derailment. Oh, and the venting and burning of the chemicals was unnecessary and they failed to disclose it, too.
“Norfolk… pic.twitter.com/BrKYD0Cm6s
— Truthstream Media (@truthstreamnews) June 26, 2024
Dozens of train cars derailed in East Palestine, Ohio, a village near the Pennsylvania border, on February 3, 2023. Hazardous materials were released when a DOT-111 model of train car—not ideal for carrying hazardous materials—was punctured during the crash. This set off fires that spread more than 1,000 feet and lasted for days.
On February 6, concerned that there would be a large-scale explosion, the company got official approval to breach five train cars carrying the vinyl chloride, drained it into a trench, and set it alight in a controlled burn.
That vent-and-burn was "not necessary," says the NTSB's new report, which is set to be finalized in the coming weeks. Homendy had previously said as much while testifying to a congressional committee in March, and a former Environmental Protection Agency employee also said that the incineration likely went against federal regulations, as Common Dreamsreported in March.
The burning of the vinyl chloride left a chemical odor over the town, and may have been the cause of nausea, rashes, and headaches. And its impact was not limited to East Palestine—the burned chemicals spread to 16 states and likely Canada, a study released last week found.
Tuesday's hearing helped clarify why the flawed decision to burn the vinyl chloride was made: Norfolk Southern didn't share all available information with authorities, and pressured them to approve the burn immediately.
Oxy Vinyls, the company that produced the chemical, had already assessed the situation and determined that a feared chemical reaction that could have led to an explosion wasn't happening, but Norfolk Southern didn't share this with the incident commander, the report says. The East Palestine fire chief has said the company gave him only 13 minutes to approve the burn; the new report cites "unwarranted urgency."
Norfolk Southern presented vent-and-burn as the only option, the report says.
"There was another option: Let it cool down," Homendy said previously.
In fact, the temperature of one of the train cars in question was already going down, indicating that the feared chemical reaction wasn't happening, but Norfolk Southern didn't share this fact with authorities, the report says.
The company's lack of transparency began even earlier: Firefighters and emergency personnel weren't told which hazardous materials were on board until an hour after they arrived.
"This resulted in greater exposure of emergency responders and to the public to post-derailment hazards," said NTSB investigator Troy Lloyd.
When a responder called Norfolk Southern to ask for more information about the materials on board, a company representative said they would call back, but never did, The Washington Postreported.
Krissy Ferguson, a 50-year-old local resident, told the Post that she felt "heartbroken" after the hearing and called for criminal charges to be filed.
Other local people expressed similar discontent with the company after the hearing.
"Community members deserve transparency and proactive protection, not the silence, secrecy, and manipulation that has been unveiled today about Norfolk Southern," East Palestine resident Misti Allison toldThe Associated Press.
Homendy expressed her own discontent with Norfolk Southern's approach to dealing with her agency. She said that a senior executive had requested that the agency "put to bed" the "rumor" that the company had rushed through the vent-and-burn to keep trains moving and had said that the results of the agency's investigation could "close a chapter" for the company and allow it to "move on."
Homendy said the request was not only "unethical and inappropriate," but also that the entire room full of NTSB staff perceived it as a "threat," as "it was delivered that way."
The alleged intimidation didn't have apparent effect. In addition to its findings about the accident and the burn, the NTSB on Tuesday set forth more than two dozen recommendations for stricter safety regulations, one of which is removing the DOT-111 model of train car from flammable liquids service.
The recommendations are not binding and must be enacted by Congress, which failed to pass a proposed package of railroad reforms last year likely due to industry lobbying and Republican resistance. The Biden administration did institute new regulations in April.
Norfolk Southern issued a statement in response to the NTSB's findings.
"We resolved not to wait for the NTSB's final report before taking decisive action," said John Fleps, the company's chief safety officer. "We will continue to build on our strong safety culture through partnership and innovation to be the gold standard of safety for the rail industry."