East Palestine, OH, Train Derailment and Hazardous Materials Shipment by Rail: Frequently Asked Questions

East Palestine, OH, Train Derailment and Hazardous Materials Shipment by Rail: Frequently Asked Questions

East Palestine, OH, Train Derailment and
February 24, 2023
Hazardous Materials Shipment by Rail:
Ben Goldman
Frequently Asked Questions
Analyst in Transportation
Policy
On February 3, 2023, a freight train carrying hazardous materials operated by Norfolk Southern

Railway Corporation derailed in the town of East Palestine, OH. The derailment involved a fire
and damaged several railcars, but no deaths or injuries were initially reported. Emergency

responders intentionally released a quantity of vinyl chloride, a flammable gas, from some of the
damaged railcars to prevent them from exploding and then burned the gas to dispose of it. This action required the evacuation
of many residents in and around East Palestine due to potential airborne exposure to toxic combustion byproducts. Once
cleared to return to their homes, some residents complained of respiratory illnesses and the deaths of wild and domesticated
animals.
The incident is being investigated by the National Transportation Safety Board. Cleanup efforts are being monitored by the
Environmental Protection Agency. The derailment and the response to it have prompted calls for legislative and regulatory
action related to the safe transportation of hazardous materials (hazmat) by rail. This Frequently Asked Questions (FAQ)
report focuses on the federal safety standards, voluntary industry guidelines, railroad operating practices that may be
considered in understanding how and why this derailment occurred, and how to prevent similar derailments in the future. It
also provides a brief summary of past legislative responses to railroad safety issues.
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Contents
Background ..................................................................................................................................... 1
What caused the East Palestine derailment?.................................................................................... 1
What federal requirements apply to rail shipments of hazardous materials? .................................. 2
Why was the derailed train not regulated as a High-Hazard Flammable Train? ............................. 2
What safety measures does the industry recommend for Key Trains? ............................................ 3
What are Electronically Controlled Pneumatic Brakes? ................................................................. 4
Could the derailment be related to Precision Scheduled Railroading? ............................................ 4
What actions can Congress and the Department of Transportation take in response to the
derailment? ................................................................................................................................... 5

Contacts
Author Information .......................................................................................................................... 7

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East Palestine, OH, Train Derailment and Hazardous Materials Shipment by Rail: FAQ

Background
On February 3, 2023, a freight train carrying hazardous materials operated by Norfolk Southern
Railway Corporation derailed in the town of East Palestine, OH. The derailment involved a fire
and damaged several railcars, but no deaths or injuries were initially reported. Emergency
responders intentionally released a quantity of vinyl chloride, a flammable gas, from some of the
damaged railcars to prevent them from exploding and then burned the gas to dispose of it. This
action required the evacuation of many residents in and around East Palestine due to potential
airborne exposure to toxic combustion byproducts. Once cleared to return to their homes, some
residents complained of respiratory illnesses and the deaths of wild and domesticated animals.
The National Transportation Safety Board (NTSB) is investigating the incident. The
Environmental Protection Agency (EPA) is monitoring cleanup efforts.1 Norfolk Southern is one
of the seven “Class I” railroads responsible for a majority of rail traffic in the United States. The
derailment and the response to it have prompted calls for legislative and regulatory action related
to the safe transportation of hazardous materials (hazmat) by rail. Train derailments are relatively
uncommon given the size of the U.S. railroad system, occurring approximately once every 500
thousand train-miles. Reportable hazardous materials incidents account for roughly 2%-3% of
derailments. In 2021, there were 1,087 derailments nationwide, of which 25 were reportable
hazardous materials incidents. These figures are roughly in line with 10-year averages.2
What caused the East Palestine derailment?
Typically, NTSB identifies both probable cause(s) as well as contributing factors to assist
policymakers in considering remedies to prevent future incidents. According to NTSB’s
preliminary findings, a wheel bearing on one of the freight cars was overheating, which may have
led to the failure of one of the car’s axles.3 Railroads use sensors alongside the tracks called
wayside bearing failure detectors, or “hot box” detectors, to identify overheating bearings and
address them before axle failure and resulting derailments occur. If a detector locates an
overheating bearing, it transmits a message to the train driver, who can then slow the train to a
safer speed or stop it to conduct a visual inspection. Before reaching East Palestine, the train that
derailed passed several detectors measuring an increase in the bearing’s temperature above
normal levels but not above thresholds set by Norfolk Southern that would have required stopping
the train for inspection. A detector in East Palestine itself showed the bearing had risen above a
“critical” temperature threshold, requiring the car to be removed from the train, but by then it was
too late to stop the train before it derailed.4
Axle failure as likely occurred on the East Palestine train is a common cause of derailment. One
analysis of Class I freight derailments on mainline track from 2006 to 2015 indicated that defects

1 For more information about federal responses to oil and chemical spills, see CRS Report R43251, Oil and Chemical
Spills: Federal Emergency Response Framework, by David M. Bearden and Jonathan L. Ramseur.
2 Bureau of Transportation Statistics, National Transportation Statistics, Tables 2-06, 2-41, and 2-43, at
https://www.bts.gov/topics/national-transportation-statistics. Requirements for hazardous materials incident reporting
are codified at 49 C.F.R. §171.16.
3 National Transportation Safety Board (NTSB), “Norfolk Southern Railway Train Derailment with Subsequent
Hazardous Material Release and Fires,” Preliminary Report RRD23MR005, February 23, 2023, at
https://www.ntsb.gov/investigations/Documents/RRD23MR005%20East%20Palestine%20OH%20Prelim.pdf.
4 Ibid., p. 3.
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East Palestine, OH, Train Derailment and Hazardous Materials Shipment by Rail: FAQ

in railcar wheels or axles were the second leading cause of derailments after track defects.5
Federal regulations do not currently require the use of defective bearing detectors nor do they
specify temperature thresholds for inspection or removal of cars with overheating bearings.
However, the Federal Railroad Administration (FRA) has published guidance concerning their
placement and use.6
What federal requirements apply to rail shipments
of hazardous materials?
The Pipeline and Hazardous Materials Safety Administration (PHMSA) issues regulations
concerning the safe packaging and movement of hazardous materials, which FRA implements
and enforces on rail lines. Both agencies reside within the U.S. Department of Transportation
(DOT). Depending on the type and quantity of materials being moved, different safety
requirements apply, such as restrictions on the type of railcars that may be used and their position
within the train.7 Railroads are required to avoid prolonged idleness of hazmat railcars on their
tracks.8 Train crews are required to keep up-to-date information on the products carried in each
railcar so that first responders know what potential hazards they are dealing with, and each
hazmat railcar must have placards on the outside of the railcar indicating the hazmat class.9
Among the derailed cars in the East Palestine incident were five tank cars of vinyl chloride (Class
2.1, flammable gas) and two tank cars of benzene residue (Class 3, flammable liquid).10 While the
East Palestine derailed train did not meet the regulatory definition of a high-hazard flammable
train (HHFT), it did satisfy the industry definition of a Key Train. Both of these designations, and
the additional requirements applying to trains of each type, are discussed below.
Why was the derailed train not regulated as a High-
Hazard Flammable Train?
HHFTs are defined as any train hauling either 20 cars of a Class 3 flammable liquid (such as
crude oil) in a continuous block or 35 cars of a Class 3 flammable liquid throughout the train.11
The emphasis on Class 3 flammable liquids in federal safety regulations was in response to a
surge in crude oil shipments by rail, primarily from the Bakken Formation in North Dakota. The
expanded crude oil shipments represented a new development in rail transportation in that
hazardous materials were being carried in large quantities, including in “unit trains” carrying

5 Brandon Z. Wang, Christopher P.L. Barkan, and M. Rapik Saat, “Quantitative Analysis of Changes in Freight Train
Derailment Causes and Rates,” Journal of Transportation Engineering, Part A: Systems, vol. 146, no. 11 (November
2020). The study indicates that mainline freight derailments for U.S. Class I railroads declined 49% from 2006 to 2015.
6 Federal Railroad Administration (FRA), An Implementation Guide for Wayside Detector Systems, May 2019, at
https://railroads.dot.gov/sites/fra.dot.gov/files/fra_net/18667/Wayside%20Detector%20Implementation%20Guide.pdf.
7 49 C.F.R. §173.314, 49 C.F.R. §174.85.
8 49 C.F.R. §174.14.
9 49 C.F.R. §174.26 and §174.59.
10 Environmental Protection Agency, “East Palestine, Ohio Train Derailment Emergency Response—Documents,” at
https://www.epa.gov/system/files/documents/2023-02/TRAIN%2032N%20-%20EAST%20PALESTINE%20-
%20derail%20list%20Norfolk%20Southern%20document.pdf.
11 49 C.F.R. §171.8.
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many cars of a single product. If any of these trains derailed, it would therefore necessarily
involve railcars containing hazardous materials. The East Palestine train was a “manifest” or
“general merchandise” train hauling 149 freight cars, of which 20 were carrying hazardous
materials of various kinds, which would not qualify it as an HHFT under federal regulations.
Additional safety measures required of HHFTs that did not apply to the East Palestine derailed
train include speed limits;12 HHFTs are limited to 50 miles per hour (mph) generally, the same as
an industry standard for all hazardous materials trains discussed below, and to 40 mph in certain
areas, including large cities. HHFTs moving at over 30 mph must be equipped with secondary
brake signaling devices at the rear of the train so that brake signaling travels to the cars from both
the lead locomotive backward and from the rear of the train forward. The secondary brake signal
can be a small electronic box fitted to the last car (“end-of-train” device) or an additional
locomotive at the rear of the train (referred to as “distributive power”).
Railroads must inform state emergency response officials of the expected frequency of HHFTs
traveling through their state, and they must develop oil spill response plans. They also must
conduct a yearly HHFT safety and security routing analysis seeking to ensure that these trains are
traveling the safest and most secure routes possible.13 This routing analysis is also required of
trains carrying natural gas, explosives, radioactive materials, and poisonous by inhalation (PIH)
material. While vinyl chloride—the chemical intentionally released in the East Palestine
derailment—is not PIH and therefore not subject to the routing analysis, it does produce chemical
compounds when heated that, if packaged separately, would be considered PIH (namely phosgene
and hydrochloric acid gas).
What safety measures does the industry recommend
for Key Trains?
The railroad industry has its own voluntary standard, Association of American Railroads (AAR)
Circular OT-55, for recommended operating practices when transporting hazardous materials.14
These standards designate certain trains as Key Trains, including those hauling 20 or more car
loads of any combination of hazardous materials. Key Trains are restricted to 50 mph, regardless
of whether they are also HHFTs. If any car on a Key Train is found to have a defective bearing or
sets off two consecutive bearing detectors, the standard requires it must be removed from the
train. Similarly, OT-55 designates as “Key Routes” those rail lines that routinely handle certain
quantities of hazardous materials in a given year. Key Routes are required to receive special
inspections at least twice per year and be equipped with wayside defective bearing detectors at
least every 40 miles (the average among all Class I railroads is roughly one every 25 miles).15 OT-
55 also directs railroads to participate in the Transportation Community Awareness and
Emergency Response (TRANSCAER) program, including by providing local emergency
responders information about hazardous materials shipments in their communities. This
information is provided only upon request, except when advance notification is required by
federal regulations as noted above.

12 49 C.F.R. §174.310.
13 49 C.F.R. §172.820
14 American Association of Railroads (AAR), Recommended Railroad operating Practices for Transportation of
Hazardous Materials, Circular OT-55, May 1, 2019, at https://public.railinc.com/sites/default/files/documents/OT-
55.pdf.
15 AAR, “National Wayside Detector System,” at https://docplayer.net/17829351-Nationwide-wayside-detector-
system.html.
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Because the East Palestine train was hauling 20 carloads of hazardous materials of various kinds,
it would be classified as a Key Train under industry standard practices. It is not yet publicly
known whether the tracks in East Palestine were part of an industry-designated Key Route.
What are Electronically Controlled Pneumatic
Brakes?
Trains generally use compressed air to lift brakes away from train wheels while a train is in
motion. When pressure in the main compressed air hose drops (whether commanded by the train
driver or in a derailment), the brakes will engage. On a long train, this loss of air pressure can
take several seconds to reach cars at the far end(s). This is one reason why, as noted above,
HHFTs are required to be equipped with a device capable of engaging the brakes from the rear of
the train as well as the front. A newer technology, electronically controlled pneumatic (ECP)
braking, uses electrical signals instead of air pressure to engage brakes simultaneously, potentially
reducing the distance needed to fully stop a moving train and reducing the “in-train” forces
caused by some cars braking before others.16
In response to the surge in crude oil unit trains and some deadly and damaging derailments, DOT
issued regulations in 2015 requiring all trains carrying 70 or more carloads of crude oil or any
other Class 3 flammable liquid (designated “high-hazard flammable unit trains,” or HHFUTs, a
subset of HHFTs) to be equipped with ECP brakes. HHFUTs generally shuttle loads between one
point of origin and one destination without transferring cars to other trains, which could make
ECP implementation more straightforward.17 However, later in 2015, a provision in Section 7311
of the Fixing America’s Surface Transportation Act (FAST Act; P.L. 114-94) required DOT to
conduct additional testing and analysis of the costs and benefits of the ECP brake rule. When the
rule’s costs were found to exceed its benefits, it was repealed in 2018 in fulfillment of the FAST
Act’s requirements.18
The East Palestine train was carrying 20 cars loaded with various hazardous materials. It would
not have qualified as an HHFUT and therefore would not have been required to be equipped with
ECP brakes. It is not yet clear whether ECP brakes would have reduced the severity of the
derailment.
Could the derailment be related to Precision
Scheduled Railroading?
Several of the largest railroads in North America employ a loosely defined set of industry
practices designed to maximize efficient use of railroad assets, collectively known as “precision
scheduled railroading” (PSR). Rather than adhering to regular schedules as the name suggests,
these practices often involve planning train movements so as to reduce the amount of physical

16 Department of Transportation (DOT), “Pipeline and Hazardous Materials Safety Administration,” 80 Federal
Register 26692, May 8, 2015.
17 DOT, “Pipeline and Hazardous Materials Safety Administration,” 80 Federal Register 26693, May 8, 2015.
18 Pipeline and Hazardous Materials Safety Administration, DOT, “Hazardous Materials: Removal of Electronically
Controlled Pneumatic Brake System Requirements for High Hazard Flammable Unit Trains,” 83 Federal Register
48393, September 25, 2018, at https://www.federalregister.gov/documents/2018/09/25/2018-20647/hazardous-
materials-removal-of-electronically-controlled-pneumatic-brake-system-requirements-for.
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assets (such as yards and locomotives) needed to generate revenue, thereby improving an
indicator of railroad performance called the operating ratio. Data have so far been inconclusive as
to whether operational changes associated with PSR may have affected rail safety, according to a
recent Government Accountability Office (GAO) study.19
PSR sometimes can be accompanied by workforce reductions, but labor unions have contended
that it also has placed unrealistic workloads and duty schedules on remaining employees—a point
raised during recent labor contract negotiations.20 If NTSB finds the derailment was caused by a
defective bearing on one railcar, an investigation of that railcar’s inspection records may reveal
the extent to which—if at all—staffing issues may have allowed the defect to go undetected.
PSR is also associated with increased train lengths, and a longer train may take longer to come to
a complete stop during an emergency. Depending on which car was the first to derail, the train’s
length (and therefore weight) may have led more cars to derail or to collide with those that had
already derailed. This, too, may be considered by NTSB in its investigation.
In a GAO report published in 2019, data provided by two Class I railroads indicated that their
average train length had increased by about 25% since 2008, with average lengths of 1.2 and 1.4
miles in 2017. Officials from all seven Class I railroads reported to GAO that they were currently
operating longer than average trains on specific routes, although some said such trains are a small
percentage of the trains they operate. One railroad said it runs a 3-mile-long train twice weekly.21
What actions can Congress and the Department of
Transportation take in response to the derailment?
DOT may issue emergency orders requiring immediate action by rail carriers, as it did in 2014 in
response to crude oil derailments.22 NTSB is to publish a list of recommendations with its final
report, which may include legislative and/or executive actions, but the agency has no regulatory
authority of its own. In response to a 2012 crash that also involved the release of vinyl chloride,
NTSB recommended that rail carriers provide advance notification to emergency responders of
any shipments of hazardous materials, regardless of type or quantity. Because current advance
notification is required only for HHFTs, this recommendation is still open.23 Congress or DOT
may also consider expanding the definition of HHFT to include a wider range of materials.
NTSB makes recommendations without conducting the type of benefit-cost analysis that PHMSA
or FRA would undertake when issuing new regulations. Questions for further examination
include whether industry-wide requirements for the transportation of hazardous materials by rail
could have unintended environmental or economic consequences, such as diverting more
hazardous materials traffic to trucks (truck crashes involving hazardous materials are generally
much more common than derailments). Routing of hazardous materials to avoid densely

19 U.S. Government Accountability Office (GAO), Freight Rail: Information on Precision-Scheduled Railroading,
GAO-23-105420, December 13, 2022, at https://www.gao.gov/products/gao-23-105420.
20 See CRS Insight IN11966, Legislation to Avert Railroad Strike Advances, by Ben Goldman.
21 GAO, Rail Safety: Freight Trains Are Getting Longer, and Additional Information Is Needed to Assess Their Impact,
GAO-19-443, May 30, 2019, at https://www.gao.gov/products/gao-19-443.
22 Office of the Secretary of Transportation, DOT, “Emergency Order Providing for Local Notification of High-
Volume Rail Transport of Bakken Crude Oil,” 79 Federal Register 27363, May 13, 2014, at
https://www.federalregister.gov/documents/2014/05/13/2014-11068/emergency-order-providing-for-local-notification-
of-high-volume-rail-transport-of-bakken-crude-oil.
23 NTSB, “Safety Recommendation R-14-014,” August 22, 2014, at https://data.ntsb.gov/carol-main-public/sr-details/
R-14-014.
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populated or otherwise sensitive areas could result in circuitous routes that increase exposure to
incidents while making service slower and/or more expensive. Reducing train speeds for
hazardous materials trains could worsen rail congestion that has been acute at times and has been
the subject of recent federal regulatory proceedings. First responders may not necessarily
consider derailment response training a priority given training time constraints and more likely
hazards in their community.
Congress has placed new mandates on the rail industry to adopt safety measures or new
technology in response to past accidents, sometimes over the objections of the rail carriers. In
2015, in response to crude oil spills, Section 7304 of the FAST Act required all tank cars carrying
Class 3 flammable liquids to be built stronger and more crashworthy, using many of the
additional crashworthiness features that are already present on tank car designs carrying
compressed gases like vinyl chloride.24 Older designs of tank cars have been phased out for use in
carrying crude oil, and all others are required to be phased out by 2029.
In response to passenger train collisions, Section 104 of the Rail Safety Improvement Act of 2008
(RSIA; P.L. 110-432, Div. A) required the deployment of Positive Train Control (PTC) systems,
which can automatically slow or stop a train to prevent collisions and some derailments. Notably,
installation was required only on lines used by trains carrying passengers or PIH materials. This
was originally to be carried out before the end of 2015, but full compliance was not achieved until
the end of 2020 after a series of extensions. DOT provided over $3 billion in grant and loan
assistance to help achieve compliance, primarily to commuter rail authorities.25
Congress created FRA in 1966 and reorganized NTSB in 1967 in response to a general decline in
railroad safety that accompanied the industry’s financial difficulties at the time. Prior to these
actions, some aspects of rail safety had been regulated by another agency, the Interstate
Commerce Commission, but were largely the responsibility of the industry. The law that granted
FRA broad authority to regulate rail safety, the Federal Railroad Safety Act of 1970, was passed
in part to prevent derailments of trains carrying hazardous materials (such as one in 1969 that
resulted in the release and combustion of vinyl chloride in Glendora, MS).26 As the industry’s
financial health recovered, the rate of train crashes and derailments steadily improved from the
late 1970s to the late 1980s and has remained relatively stable since that time.

24 Unlike most types of railcars that are owned or leased by the railroads, tank cars are typically owned or leased by the
railroads’ customers (e.g., chemical companies).
25 FRA, “Steps Toward Full PTC System Implementation of Mandated Positive Train Control (PTC) Systems,” at
https://explore.dot.gov/t/FRA/views/PTCImplementationStatusReport/Overview?iframeSizedToWindow=true&
%3Aembed=y&%3AshowAppBanner=false&%3Adisplay_count=no&%3AshowVizHome=no.
26 Mark Aldrich, “Accidents,” Encyclopedia of North American Railroads, 2007, p. 95; see also NTSB, Railroad
Accident Report: Illinois Central Railroad Company Train Second 76 Derailment at Glendora, Mississippi, September
11, 1969, August 19, 1970, NTSB-RAR-70-2, at https://rosap.ntl.bts.gov/view/dot/45472/dot_45472_DS1.pdf.
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East Palestine, OH, Train Derailment and Hazardous Materials Shipment by Rail: FAQ

Author Information

Ben Goldman

Analyst in Transportation Policy

Disclaimer
This document was prepared by the Congressional Research Service (CRS). CRS serves as nonpartisan
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under the direction of Congress. Information in a CRS Report should not be relied upon for purposes other
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