In a comprehensive report released on June 25, 2024, the National Transportation Safety Board determined that the disastrous train derailment in East Palestine, Ohio, last year was caused by a wheel bearing that had been on fire for over 20 miles. This critical failure went undetected by trackside sensors, leading to the derailment. The NTSB further criticized Norfolk Southern and its contractors for making a flawed decision to vent and burn five vinyl chloride tank cars three days after the incident.
The derailment occurred on February 3, 2023, when dozens of freight cars, including 11 carrying hazardous materials, derailed on the outskirts of East Palestine near the Pennsylvania border. Initial evacuations were followed by a broader evacuation days later as fears of an imminent explosion rose. To mitigate these risks, officials decided to release and burn the toxic vinyl chloride, resulting in massive flames and smoke, which raised health concerns for local residents.
During a packed meeting at East Palestine High School, NTSB Chair Jennifer Homendy emphasized the significant impact of the derailment, stating that the absence of fatalities did not equate to safety. The NTSB's investigation revealed that an overheated bearing, undetected by the malfunctioning trackside sensors, was the primary cause of the derailment. Investigative hearings also pointed to other potential contributors, such as widespread job cuts in the rail industry and rushed inspections.
Norfolk Southern's decision to vent and burn the vinyl chloride came under intense scrutiny. NTSB investigators found that Norfolk Southern and its contractors withheld crucial information from Oxy Vinyls, the company that produced the vinyl chloride. This included evidence that the tank cars were cooling down post-derailment, which should have prompted a reevaluation of the need for a vent and burn.
Despite these findings, Norfolk Southern defended its decision, citing concerns beyond temperature readings, such as malfunctioning pressure relief devices on the tank cars. The railroad company argued that Oxy Vinyls could have joined the discussions and provided its input but chose not to. Oxy Vinyls experts, however, testified that a feared chemical reaction leading to an explosion was not occurring, and they stood by their position that the vent and burn was unnecessary.
For East Palestine residents like Jami Wallace, the NTSB's findings were a stark confirmation of their worst fears. Wallace expressed outrage at the premeditated release of toxic gases, questioning how such actions could be justified and go unpunished. The community continues to grapple with the long-term health implications and environmental damage caused by the derailment and the subsequent burn.
In response to the NTSB's findings, new guidance is being developed to improve decision-making processes for vent and burn tactics. Additionally, federal standards for trackside detectors are being proposed. The NTSB recommended that the Federal Railroad Administration establish rules governing these detectors and how railroads should respond to bearing failure alarms.
At the time of the derailment, Norfolk Southern had only one person monitoring alerts from home, who missed the critical alert about the bearing temperature. The NTSB highlighted the inadequacy of this setup, noting that the analyst did not receive formal breaks and had to rush through lunch. Norfolk Southern has since increased staffing for monitoring alerts and announced an industrywide examination to improve vent and burn decision-making processes as part of a settlement with the federal government.
While NTSB recommendations are not legally binding, the high-profile nature of this derailment has put significant pressure on Congress to enforce some of these safety measures. The derailment has shone a spotlight on the rail industry's safety practices and the need for stringent regulations to prevent similar disasters in the future.
