infrastructure
Experts weigh in on health, environmental and regulatory concerns following Ohio train derailment
The 2023 Ohio train derailment (also called the East Palestine train derailment) occurred on February 3, 2023, at 8:55 p.m. EST (UTC−5), when 38 cars of a Norfolk Southern freight train carrying hazardous materials derailed in East Palestine, Ohio, United States. Several railcars burned for more than two days, and then emergency crews conducted a controlled burn of several railcars at the request of state officials, which released hydrogen chloride and phosgene into the air. As a result, residents within a 1-mile (1.6-kilometer) radius were evacuated, and an emergency response was initiated from agencies in Ohio, Pennsylvania, and West Virginia. (wikipedia)
West Virginia University experts in fields ranging from law to health to water quality can provide insights into potential community effects near the East Palestine, Ohio, site of the Feb. 3 train derailment and subsequent chemical fire.
“The most pressing issue is the lack of transparency and lack of information sharing. Citizens in East Palestine and surrounding communities are understandably concerned about whether the air is safe to breathe and the water is safe to drink. EPA Administrator Michael Regan told residents to ‘trust the government.’ That’s not enough. The residents need data and facts. Norfolk Southern and the state and federal governments need to be more forthcoming.
“Related to this, the United States initially failed to deploy the Federal Emergency Management Agency to the area, saying the agency doesn’t respond to these types of emergencies. The federal government has since changed its mind and is deploying FEMA, but a rapid deployment would have reassured residents that they have some help.
“The federal government has given notice to Norfolk Southern under the Comprehensive Environmental Response, Compensation and Liability Act that the government intends to hold the company responsible for the cleanup of the spill. In addition, federal and state laws set out emergency response protocols.
“Stricter regulations that were considered in the past for speed limits, stronger rail cars, better brakes and more transparency to state and local officials are being reconsidered now. Some of the cars on the train that derailed were better able to withstand the crash without rupturing, but not all of the cars had been updated. Regulations expanding the scope of hazardous materials subject to heightened regulation during transport were also rejected in the past.” — Jesse Richardson, professor of law, lead land use attorney, WVU College of Law
“At this time, it is difficult to assess the scope of the impact this will ultimately have (near the crash site). Chemicals were spilled, and a potent mixture of toxicants were aerosolized on a massive, uncontained scale. Acute toxicities have been observed in wildlife and humans, but the situation has changed in the past couple of weeks. It may no longer be possible to identify what caused these acute effects. However, the environment and greater ecosystem must be robustly monitored if future adverse health effects are to be avoided.“Incomplete combustion of vinyl chloride resulted in the creation of a complex mixture of toxicants. In general, this aerosol was a mixture of a gases and solid particles that, when considered together, is capable of a larger area of effect on the ecosystem. Further, when inhaled, mixtures of this type are capable of penetrating into the deep lung and causing more harm.” — Timothy Nurkiewicz, professor and chair, Department of Physiology, Pharmacology & Toxicology, WVU School of Medicine
“Soil retains the chemicals that spilled. Those chemicals are volatile, and the soil can become a ‘sink’ from which entrained, spilled chemicals could volatilize, becoming resuspended in the air — thus the concern and the potential need for quickly removing that soil as a source.” — Michael McCawley, clinical associate professor, Department of Occupational and Environmental Health Sciences, WVU School of Public Health
“Soils and hillslopes play a critical role in generating streamflow. When rain hits the ground or when snow melts, water flows through soils and overland more easily. The wetter soils are, the more connected seemingly disconnected locations are on the landscape to streams and rivers. One of the consequences of a warming atmosphere is more frequent and intense rain, something we all are aware of from our lived experiences. With more rain, soils are wetter, especially the clay soils that dominate our region, and especially during winter when most of our trees are dormant and not returning water back to the atmosphere through transpiration. As a result, there is greater potential for contaminants that are released on to the land surface to be dispersed downslope and downstream. Furthermore, once contaminants are below the surface, groundwater further disperses pollution, increasing the challenges of containment and clean up. So indirectly, climate change is increasing the complexity of the problem. This is especially true since most of policies, practices and rules that are designed to protect people and the environment are based on last century’s rainfall. Society, as a whole, is woefully underprepared to address disasters like the derailment in East Palestine.
“To the best of my knowledge, the prevailing winds are blowing away from West Virginia, but the Ohio River does ‘touch’ West Virginia as it forms part of our western boundary. As water flows downstream, it will mix with water stored in the alluvial aquifers along the banks of the Ohio River. Some communities and industries along the Ohio River use water that is pumped from these alluvial aquifers that could become contaminated by the vinyl chloride soiled in East Palestine. The cases of misinformation around the derailment highlights the importance of citizens becoming knowledgeable about how the world in which they live works. A great resource to learn how East Palestine is hydrologically connected to communities downstream can be found here – https://river-runner.samlearner.com/. — Nicolas Zegre, associate professor of forest hydrology, WVU Davis College of Agriculture, Natural Resources and Design
“The derailment occurred in East Palestine, Ohio, and there are several creeks in the area that drain to the Ohio River. They are about 16 miles from the river. About half of any vinyl chloride entering the creek leading to the Ohio River would be volatilized every two hours. The distance from East Palestine to the river is about six miles. Assume the stream is flowing at about 22 minutes per mile and the maximum concentration of vinyl chloride in water is about 2.7 mg/L. So, whatever the starting concentration, it would be reduced by about 87% over the 16-mile distance to the river. Whatever reaches the river would be diluted by the 35,500 cubic feet per second of river flow on Feb. 3, 2023.
“There was a map showing the Ohio River watershed with the implication that all tributary streams within the watershed would be contaminated. That’s incorrect since water flows downhill from the outer reaches of the watershed to the Ohio River, not the other way. So, the only waters that could possibly be affected would be the creek leading to the river from the derailment site and the river itself. There are dams along the river and they maintain a pool elevation for navigational purposes. As a result, the pool levels would determine the maximum level that Ohio River water could reach.” — Paul Ziemkiewicz, director, West Virginia Water Research Institute at WVU
Source: West Virginia University, Newswise, Wikipedia
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The California high-speed rail project, a bold vision aimed at transforming transportation across the state, is making strides in the Central Valley, despite facing a rocky road filled with challenges and delays. On January 6, 2025, California Governor Gavin Newsom joined California High-Speed Rail Authority CEO Ian Choudri to celebrate a significant milestone in the construction of the railhead—a staging area for laying down tracks for the future bullet-train route that will connect cities from Merced to Bakersfield.
What’s Happening at the Railhead?
Located between Wasco and Shafter in Kern County, the new railhead site marks the beginning of laying down steel rails for high-speed trains. This pivotal area will serve as the operational hub for transporting materials necessary for track installation, indicating a promising step towards making the high-speed rail a reality.
“Finally, we’re at the point where we’re going to start laying down this track in the next couple of years,” remarked Newsom, emphasizing the significance of this development. The railhead is not just another construction site; it symbolizes the persistent efforts to change the face of transportation in California.
A Journey Full of Hurdles
The high-speed rail project has been no stranger to controversy and challenges. First conceived to provide swift travel across California, the project’s history tells a tale of fluctuating timelines and ballooning costs. Originally initiated in 2013, the construction has continuously faced delays, with the anticipated completion date pushed from 2018 to 2026 for the first segments alone.
In a significant contrast to initial expectations, the financial requirements have surged, with costs for construction packages skyrocketing from a combined estimate of well under $2 billion to an updated total that now exceeds $8 billion across various contracts. This upward shift in expenditure has raised eyebrows and concerns, prompting scrutiny from both political figures and members of the public.
For instance, the first construction package, stretching from north of Madera to Fresno, originally bid at under $1 billion, now faces an anticipated completion at a staggering value of over $3.7 billion. Such changes have led to questions surrounding the project’s management and efficiency.
The Political Landscape
Adding complexity to the situation is the shifting political terrain as federal support has been uncertain. With President-elect Donald Trump slated to take office soon, there is apprehension regarding the potential withdrawal of federal funding that has supported California’s ambitious plans. Historical context reigns as the Federal Railroad Administration canceled nearly $1 billion in previously awarded grants during Trump’s first administration. However, the recent Bipartisan Infrastructure Law, passed in 2021, has provided a glimmer of hope by funneling additional funds towards the project.
State leaders, including Governor Newsom, maintain an optimistic outlook despite the political uncertainties. “We are in a very different place at this sacred moment,” he stated, reminding stakeholders of the project’s momentum.
Looking Ahead
The road ahead remains both exciting and uncertain. The California High-Speed Rail Authority is on the cusp of awarding contracts for track installation, alongside contracts for the purchase of trainsets set for testing operations. The goal is to have the Merced-Bakersfield line operational between 2030 and 2033, a target that promises to reshape commuting experiences in California.
As we move closer to achieving this transformative project, it’s essential to keep in mind that progress in such a complex endeavor requires not only engineering feats but also perseverance amid bureaucratic and fiscal challenges. The upcoming years will undoubtedly be pivotal in determining whether this bold vision of high-speed travel will reach its destination, but for now, California is laying the tracks for a new transit future—one spike at a time.
Stay tuned for more updates as we follow the California high-speed rail project through its journey from ambitious dream to infrastructural reality!
California High-speed Rail Related Links:
California high-speed rail California High-Speed Rail Update ( Fresno Bee) https://www.fresnobee.com/news/local/high-speed-rail/article298078633.html
HSR official website: https://hsr.ca.gov/
STM Daily News is a vibrant news blog dedicated to sharing the brighter side of human experiences. Emphasizing positive, uplifting stories, the site focuses on delivering inspiring, informative, and well-researched content. With a commitment to accurate, fair, and responsible journalism, STM Daily News aims to foster a community of readers passionate about positive change and engaged in meaningful conversations. Join the movement and explore stories that celebrate the positive impacts shaping our world. https://stmdailynews.com/
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The A Line Light-Rail Extension from Azusa to Pomona: A Significant Milestone for Public Transportation
After a long-awaited journey, the extension of the A Line from Azusa to Pomona is officially complete and set to usher in a new era of public transportation in the San Gabriel Valley. This extensive 9.1-mile extension, which has taken over five years to construct, is positioned to enhance connectivity and mobility for residents and commuters alike.
The A Line extension is set to open to the public this summer!
A Monumental Achievement
As reported in the San Gabriel Valley Tribune on January 3, 2025, the $1.5 billion project was officially handed over to LA Metro last week. This extension includes four new stations in Glendora, San Dimas, La Verne, and Pomona. The construction involved overcoming significant challenges, including health protocols during the COVID-19 pandemic and a series of unusual weather patterns. Despite these obstacles, the project was completed within its scheduled timeline, showcasing the dedication of the construction teams from Kiewit-Parsons (KPJV) under the oversight of the Foothill Gold Line Construction Authority.
Improving Accessibility
This extension not only connects the existing light-rail system but also extends the A Line’s total length to a noteworthy 60.8 miles, solidifying its status as the longest light-rail line in the world. Current ridership estimates suggest that the extension could lead to over 11,000 additional weekday boardings, significantly contributing to the overall ridership numbers. As of November 2024, the A Line saw an average of 70,425 daily boardings—a notable increase from the previous year.
City officials and transit advocates view this development as an important asset for the region. “This extension will solidify Los Angeles’ public transit system, providing a viable alternative to those stuck in traffic,” said Eli Lipmen, executive director of Move LA.
A Step Towards Greater Connectivity
The Pomona extension is strategically significant, as it brings the A Line closer to San Bernardino County. While not quite reaching the county line, the Pomona station is sufficiently close for many residents from western San Bernardino cities like Montclair, Ontario, Upland, and Chino to benefit from this light-rail alternative. Many of these residents will find it convenient to park at the Pomona station and travel to key job and entertainment destinations in Los Angeles, Pasadena, and beyond.
Montclair City Councilmember Bill Ruh emphasized the importance of this link, noting how it enables residents to access transportation services more seamlessly than ever before. The extension is paving the way for expanded public transit options, which are essential for families in the Inland Empire.
A New Transportation Hub
The Pomona Station holds particular significance as it will also connect with the Metrolink San Bernardino line, creating a crucial interchange for travelers. This synergy between the two systems is expected to elevate passenger traffic on Metrolink, catering to an approximate increase of over 2,000 daily passengers.
“Connecting these lines gives people more options for accessibility and commuting,” said Habib Balian, CEO of the Foothill Gold Line Construction Authority. “It allows for a travel experience that wasn’t available before.”
Future Prospects
Notably, this extension is just the beginning. Plans are already underway for an additional 3.2-mile extension from Pomona to Claremont and Montclair, anticipated to be completed by 2030. This initiative will broaden the A Line’s reach further into San Bernardino County and provide a meaningful alternative for commuters navigating the busy 210, 10, and 60 freeways.
As residents begin to utilize the new service, the Pomona extension will likely drive demand for additional transit options in the Inland Empire. Bart Reed, executive director of The Transit Coalition, noted the anticipated ripple effect in transportation services in the region.
The upcoming opening of the A Line extension from Azusa to Pomona marks an important step forward for public transportation in Los Angeles and its surrounding areas. By enhancing connectivity, providing more options for commuters, and anticipating future growth, this extension promises to offer significant benefits for communities in the San Gabriel Valley and beyond. As we prepare for the service to commence later this summer, residents can look forward to a more integrated, efficient public transit system that supports their daily travel needs.
Related Links:
Foothill Gold Line from Glendora to Pomona Reaches Substantial Completion The $1.5 Billion Four-Station Light Rail Project is Completed On Time and On Budget Press Release(PDF)
STM Daily News is a vibrant news blog dedicated to sharing the brighter side of human experiences. Emphasizing positive, uplifting stories, the site focuses on delivering inspiring, informative, and well-researched content. With a commitment to accurate, fair, and responsible journalism, STM Daily News aims to foster a community of readers passionate about positive change and engaged in meaningful conversations. Join the movement and explore stories that celebrate the positive impacts shaping our world.
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Was there a time it was considered that “The City of Angeles,” had reached “Peak Car?”
I recently came across an article posted by the Metro Digital Resources Librarian on the Dorothy Peyton Gray Transportation Library and Archive web site run by Metro Los Angeles. The article talked about LA’s new obsession with the automobile and how it gained popularity, in the early 1920s.
Peak Car Era
Library researchers pointed out that notable resources concurred with this, including Scott L. Bottles’ Los Angeles and the Automobile: The Making of the Modern City, and Ashleigh Brilliant’s The Great Car Craze, How Southern California Collided with the Automobile in the 1920s.
The automobile was new and fresh, and also offered freedom to its owners, who realized that they could become more mobile and not rely solely on the massive LA street car network at the time. The number of vehicle registrations in Los Angeles had quadrupled in just an eight-year period from 1914-1922.
“Automobile use exploded as the passenger vehicle transitioned from a hobbyist’s pursuit to a relatively affordable means of getting around the sprawling region and beyond.”
Metro Librarian found out what was happening on the public transit side of the story when they found an article published in Electric Railway Journal titled “California and Her Tractions, Part II.“
MetroDigital Resource Librarian:
As one of several features titled “A Series of Articles on Salient Phases of the Electric Railway Situation,” author Edward Hungerford details the then current state of public transit in the Los Angeles area.
And within that overview, he interviews Paul Shoup, Pacific Electric Railways president and vice-president of Southern Pacific Company.
Hungerford documents Pacific Electric’s earnings in a recent six-month period, and asks Shoup “for the real translation of these figures.”
Shoup responds by stating:
“They mean that the peak of the competition of the automobile, publicly or privately owned or operated, has been reached out here — and passed. Not only is the rapidly rising cost of cars and tires and gasoline and oil beginning to deter the overenthusiastic motorists, but I think that the novelty of excessive motor riding also is rather wearing off. The hazards of driving on crowded highways are becoming more apparent and parking spaces in towns and cities more a question of doubt.
In addition to our great numbers of motor stage routes in every direction, we now have some 500,000 automobiles in California licensed for pleasure purposes, to which should be added the cars owned and operated by the 100,000 Easterners who come out here every winter. The competitive effect of all these cars has been, and still is, vast indeed. But we already can see in it a declining curve.“
Yes, you read that right, Shoup declared that personal vehicle usage had peaked and that it was on the decline.
Shoup explains that Los Angeles Railway profits were consistent with those of Pacific Electric, but acknowledges that “increases in both operating cost and taxes had gone ahead a little more than proportionately.” But he intimates that the rising cost of automobile operation (gas, tires) means that cars will cease their encroachment into transit’s share of mobility.
MetroDigital Resource Librarian:
This statement was part of an interview published in a national journal. Was he telling industry professionals what they wanted to hear? Did he want to assuage fears of rail employees that their jobs were going to disappear as more people purchased and used automobiles? Was he hoping that his perspective would turn into a self-fulfilling prophecy so he could remain atop Pacific Electric and Southern Pacific?
You can read the full article here: https://metroprimaryresources.info/when-los-angeles-was-declared-to-have-hit-peak-car-in-1920/15665/
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