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east palestine
Why Congress Must Extend Whistleblower Protections to Government Contractors
If the Expanding Whistleblower Protections for Contractors Act is passed, more contractors could feel empowered to stand up for what is right with crucial information.
Nov 15, 2024
With the recent presidential election, violence in the Middle East, and intense natural disasters prominent in the current news cycle, it’s understandable that major legislation is getting overlooked. However, there is one bill in particular that the public should keep its eyes on due to its potential impact on all aspects of our politics, like government accountability, immigration, and even public health: S. 1524, the Expanding Whistleblower Protections for Contractors Act.
Although there is existing legislation aimed at protecting government contractors, it is lackluster at best. Contractors can still face roadblocks on the way to truth-telling, such as limited jury trials, blacklisting, retaliation, and even a dearth of protections for refusing to violate the law. However, the Expanding Whistleblower Protections for Contractors Act increases protections for jobs funded by taxpayer dollars and closes these loopholes for federal contractors to build greater transparency in our government.
To find a case study on the importance of this legislation, one needs to look no further than the February 3, 2023 Norfolk Southern train derailment in East Palestine, Ohio, which sent forever chemicals and combustible materials, such as vinyl chloride (a toxic flammable gas), across the community and temporarily displaced 1,500 to 2,000 people. Three days later, authorities burned 116,000 gallons of vinyl chloride and other highly toxic chemicals from five tankers, sending a dense black toxic cloud over the entire region that could be seen from space. It was recently determined that the toxic fallout of materials from the derailment and burn have been detected in 16 states.
Less than a day after the derailment, the Environmental Protection Agency (EPA) failed to follow procedures to fly its Airborne Spectral Photometric Environmental Collection Technology (ASPECT) plane for data collection of chemical levels in the area. Had it done so, the agency could have determined that the chemicals in the unexploded tanks were cooling and no longer posed a threat of explosion, making the so-called “control burn” unnecessary and its fallout avoidable. In fact, the ASPECT plane remained grounded for five days until the toxic cloud had dissipated. In the aftermath of the derailment, Dr. Robert Kroutil, an EPA contractor with Kalman & Company and a key developer in the ASPECT program, was concerned about the inordinate and unnecessary delays.
With improved and stronger whistleblower protections, Dr. Kroutil would most likely not have been forced into retirement because of the threats. He could have stood his ground while still on the job.
When he finally received data to analyze, he was shocked that the plane only collected data for seven minutes when more typical flights would collect hundreds of minutes of data. He also learned that the sensors were turned off when the plane flew over creeks, waterways, and the crash site itself. He and his fellow scientists reported that the presence of contamination was inconclusive. A few weeks later, the EPA used this report to conclude that the data collection was a success, and it was safe for residents to return to their homes when in fact the reason the results were inconclusive was because the EPA failed to collect the necessary data. Dr. Kroutil was so upset about what was happening, he filed a Freedom of Information request for documents such as back-dated flight plans. When he was threatened with termination unless he withdrew his requests, he decided to retire and go public with his revelations. He had no faith in the current, inadequate legal protections. The EPA retaliated by calling his claims “false” within minutes of hearing about them. The Office of Inspector General has determined, however, that a full investigation of his concerns is warranted, supported by many other whistleblowers.
With improved and stronger whistleblower protections, Dr. Kroutil would most likely not have been forced into retirement because of the threats. He could have stood his ground while still on the job. Unfortunately, similar events have already occurred surrounding the failure to deploy the ASPECT aircraft.
Since his disclosure of EPA’s mismanagement, two train derailments in Illinois and North Dakota have resulted in the spill of hazardous chemicals and mirror problems with the response to the derailment in East Palestine. In both incidents, the EPA failed to deploy its ASPECT chemical sensing aircraft to collect data. Instead, ASPECT at the time of the derailments was performing a nonemergency assessment near Buffalo, New York, collecting data on a legacy contamination issue from World War II.
With thousands of government contractors working tough jobs for our protection—from ensuring our food is safe to eat and defending us from foreign attacks to mitigating the impact of disasters like the derailment in East Palestine—it’s time we start protecting them too. The laws aimed at allowing contractors to speak truth to power must be modernized and repaired to make whistleblowers less vulnerable to retaliation. That is why we should pay attention to the Expanding Whistleblower Protections for Contractors Act of 2023, first introduced by Sens. Gary Peters (D-Mich) and Michael Braun (R-Ind.) and passed out of committee on a bipartisan basis, which would address the shortcomings in the current law.
Government contractors like these have a long history of saving thousands of taxpayer dollars, exposing our government’s wrongdoing, and, as in this case, saving countless lives; to be effective, laws that protect whistleblowers must encourage employees of conscience to speak up and deter employers from retaliating against them for doing so. If the Expanding Whistleblower Protections for Contractors Act is passed, more contractors could feel empowered to stand up for what is right with crucial information. Government Accountability Project is committed to continuing advocacy for greater whistleblower protections for government contractors and a more fair and transparent government.
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Residents Evacuated After 'Dangerous' Chemical Leak From Railcar in Ohio
"I tasted and smelled it," a resident said. "It was burning my throat and eyes."
Sep 25, 2024
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."
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The Case for Public Ownership of US Railways
The toxic rail derailment in East Palestine, Ohio, was a symptom of a privatized rail system that prioritizes profit over public safety.
Aug 04, 2024
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.
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