There is a thick column of poisonous black smoke rising on the horizon — the reporters have started calling it the “toxic plume.” As that churning pillar climbs through the clouds and spreads out over East Palestine, Ohio, emergency workers following the orders of Governor Mike DeWine are releasing tanker cars full of vinyl chloride from the derailed and flaming wreck of a Norfolk Southern Railway train. The crews are lighting the invisible, carcinogenic gas on fire as it rises from the cars, transforming it into phosgene and hydrochloride, which will hang in the air over East Palestine and then sweep down in a noxious wind, blighting wildlife, killing family pets and livestock, and flooding the Ohio River with poisons.
The residents of East Palestine, Ohio, and of communities all along the Ohio River basin, for hundreds of miles around, are the latest victims in the war between the working classes and the bosses — in this case, mostly big financier companies like Vanguard Group, Blackrock, and JPMorgan Chase. Although the people and ecosystems of Ohio were exposed to these toxins by the careless greed of Norfolk Southern, this disaster doesn’t have just one father. No, to get to this place, Norfolk Southern has lobbied and bribed its pet politicians, has spent $450,000 on Democratic politicians in just 2022 alone, and spends every year over $1.5 million in lobbying to the Congress. This disaster has been years in the making. Under the administration of President Obama, proposed safety regulations for cars like those being transported by the Norfolk Southern death train were scuttled by Norfolk Southern dollars. Although a train leaking vinyl chloride had derailed in New Jersey in 2012, Obama’s administration took the rail company bribe and let the deadly transport continue.
Under the Trump administration, the rail companies went farther — they pushed the government to withdraw regulations requiring better braking systems on all cars carrying hazardous waste.
The final blow came this last fall and winter when President Biden and the capitalist-controlled Congress helped the rail giants crush a railway worker’s strike. One of the chief demands of that strike was an increase in staffing on the sometimes miles-long cargo trains that the rail companies send cross-country with dangerously slow braking systems (developed in the late 1800s), without proper hazardous waste warnings, and now with chronically and criminally over-tired workers.
They asked for fourteen sick days. They did not receive fourteen sick days. They did not receive twelve sick days. They did not receive ten sick days. They did not even receive the seven sick days that Democrats hastily tacked on to the contract at the last minute. They did not receive five sick days. They did not receive one sick day. The rail workers have received exactly what they started with: no paid sick leave.
This united, capitalist front of Republican and Democratic politicians is directly responsible for the tragedy in East Palestine. President Biden, President Trump, President Obama, and all the cronies and lackeys in Washington are as responsible for the derailment as if they had dropped a phosgene gas bomb directly on the town of East Palestine.
At 8:54 p.m. on 3 February, along main track 1 in East Palestine, Norfolk Southern’s general merchandise freight 32N derailed, jumping 38 cars from the track and causing a fire. The train was hauling 20 hazardous material cars and 11 of those cars derailed. Train 32N was 150 cars long. “The longer the train, the heavier the train, the more wear and tear it puts on the actual rail itself, as well as the equipment,” said Jared Cassity, legislative director for the country’s largest rail union, SMART-Transportation Division. “We’re seeing more wear and tear. We’re seeing more unintended train separations, which is where the train breaks apart.”
How many rail workers do the monopolies put on trains that are 150 cars long? Two. Plus one trainee. For transportation magnates, fewer employees means more profits. Not only that, 32N broke down at least once before derailing in East Palestine according to Norfolk Southern employees. It could happen again. It will happen again.
The National Transportation Safety Board promises a full report in a few weeks, but for now all we know is that the government claimed the fire threatened the pressurized vinyl chloride cars. When subject to fire, a pressurized vinyl chloride car is dangerous to a range of at least a half mile, according to the National Library of Medicine, and the only way to put the fire out is to flood the entire area and cool the containers.
Sittig’s Handbook of Toxic and Hazardous Chemical Carcinogens contains this ominous warning: “The only respirators recommended for firefighting are self-contained breathing apparatuses that have full face-pieces and are operated in a pressure-demand or other positive-pressure mode.”
Since the derailment, thousands of local animals have died, poisoned by the release of the hazardous chemicals. In the few days after 3 February alone, before the controlled release began, 3,500 dead fish were found in local waterways. It is almost certain at this point that, despite government protests to the contrary, the Ohio River has been contaminated.
Andrea Belden was staying with her boyfriend and their two cats at his grandparents’ East Palestine house when the train jumped the tracks. Although they fled immediately when the evacuations were announced, her 2-year old cat Leo fell ill. Leo, who had been given a clean bill of health two weeks prior at his vet appointment, was sent to the emergency vet and Andrea was told that “his heart was enlarged, he had fluid around his heart and in his lungs, [and] his blood pressure was severely low.” The vet told her it was heart disease triggered by vinyl chloride poisoning. When she wrote to Norfolk Southern asking for help to pay the $11,000 and mounting veterinarian bills, she was told that she should file a damaged property claim and might get recompense in weeks or months. She couldn’t afford to continue his treatment. Leo died.
All residents of East Palestine within a 1-mile radius of the crash were evacuated on February 6, the day Mike DeWine and Pennsylvania’s Governor Shapiro (a Republican and a Democrat, respectively) decided they were going to vent the vinyl chloride cars. Those who refused to depart were arrested by the East Palestine sheriff’s department and taken out of the zone of death. Despite the danger, Governor DeWine and all state and federal officials involved in the crash gave the all-clear signal for the residents to return home a mere two days later, on 8 February.
In the meantime, the all-empire news has been obsessed with something of little or no moment: Chinese-made weather balloons. The media has been plastered with the announcement of a Chinese balloon shot down over the Atlantic, near South Carolina. The People’s Republic informed U.S. officials that it was an off-course civilian balloon, but the Department of Defense has spent the last two weeks blanketing the news media with stories about a worldwide Chinese spy balloon network. Coverage has been focused almost entirely on the “spy balloon” story which, even if it were true, would be a matter of no moment for most of the residents of the U.S. Empire — unlike the poison-cloud released from the Norfolk Southern train in Ohio.
Only in the past few days has the Norfolk Southern death train been publicized to any degree. On February 8, a reporter was arrested at a press conference given by the Ohio governor and charged with criminal trespass; this is the degree to which the U.S. government wants the people of this empire to see the criminal contempt with which the capitalists treat the working classes. It took until February 15 for the state of Ohio to drop the charges against the arrested reporter, even though he was clearly arrested at a press conference merely for doing his job.
Given the disregard with which the organs of the U.S. state, even those that are supposedly “non-political,” like the Center for Disease Control, have treated the COVID crisis, and given the response of the government to legitimate inquiries about the dangers of the spill, it’s not surprising that the residents of East Palestine are asking questions. At a town hall conference on the 15th, many complained that they still felt sick. The Environmental Protection Agency, although certifying that everything is supposedly safe, has warned that residents shouldn’t vacuum for too long (for fear of disturbing particles and throwing them into the air where they’ll be inhaled) and that they should disinfect and clean surfaces continuously. When the residents at the February 15 town hall asked where the representatives of Norfolk Southern were, they were told that none had chosen to attend because they didn’t feel safe.
In the coming days, Norfolk Southern will try to defend itself. Some of what you’ll hear is even true — train derailments do occur at a fairly regular rate in the U.S. (about 1,000 every year), but disasters of this magnitude are rare. The rail monopolies have completely reorganized their operations to cut out the costs of workers since the start of the COVID pandemic. Precision Scheduling Railroading, the cousin of “just in time” inventory management, was developed by the railroad owners to reduce the number of workers per train — at great savings to the monopolists and at great costs to the people living in the U.S. Empire. Trains are now 30% longer, some miles from the engine to the last car. During COVID, the rail industry has fired 30% of its workforce. Conductors and other workers are required to walk miles from car to car, to work on skeleton crews, and to be responsible for increasingly long trains. Those workers are badly paid, given no time off, and are forced to work while sick if they want to keep their jobs.
This is class warfare. Railway workers, traditionally the most well-organized labor sector in the U.S. Empire, have always stood at the forefront of the working class battle for control over production. Who are the most impacted by lax safety standards, out-of-date brakes, and skeleton crews? Railway workers. Who are most impacted by train derailments? Railway workers, followed closely, in the cases of chemical leaks like this one, by the working class people who live near the rail lines themselves. At every step of the way, railway workers warned of something like this and did whatever they could to combat it — to no avail, as the federal government did its job and sided again and again with the railroad monopolies.
The fight against workers for control over profits, for control over industry regulation, for control over their very lives, is intensifying. It’s no wonder that the monopolists are striking some of their hardest blows at the rail industry, which has stood ahead of most other U.S. production in terms of organized labor. Rail workers are class-conscious. They know it takes a walkout of just a few people to paralyze the entire rail system across the whole country. The rail monopolies are only the forefront of the capitalist response to organization among the working classes. As a comparison, for forcing workers to work in unsafe conditions and causing a chemical explosion, the People’s Republic of China sentenced the owner of a chemical firm in Tianjin to a suspended death sentence. Here in the U.S., executives are almost never held accountable. The fact of the matter is, the rail workers don’t need Norfolk Southern. They don’t need the investors that own the monopolies. They don’t need the capitalist “managers.” In fact, management from the capitalists — really, interference from the investors — merely degrades their ability to work, their ability to keep the people of the U.S. safe as they transport the dangerous chemicals required for the many industrial processes across the country. Without the investors, the monopolists, the industrial capitalists, production would be smoother, faster, cleaner, more democratic, and safer.
