United States
I Environmental Protection
Agency
Region -i
345 Courtland Street. NE
Atlanta GA 30308
November 1980
904 9-80-061
Atlanta and Saint
Andrews Bay
Train Derailment
Youngstown,
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PREFACE
This report reflects the activities of the Environmental Emer-
gency Branch (EEB) Region IV, EPA, as it was concerned with the
captioned event. The report outlines the key actions of the Federal
On-Scene Coordinator, the Regional Response Team (RRT), and state,
local, and Federal members of the RRT. It reflects the complexity of
responding to environmental emergencies and the need to coordinate and
plan in advance for a major incident such as this event.
This report is intended to satisfy the requirements of the
National Oil and Hazardous Substances Pollution Contingency Plan and
to help others learn from our experiences.
Al /. Smith, Chief
Environmental Emergency Branch
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TABLE OF CONTENTS
Section Page
1. SUMMARY 1-1
2. THE SITUATION 2-1
3. PHOTOGRAPHS 3-1
4. SUPPORTING INFORMATION 4-1
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1. SUMMARY
At 3:15 a.m. on February 26, 1978, a freight train owned by
Atlanta and St. Andrews Bay Railroad derailed two miles north of \
Youngstown, Florida. Approximately 45 cars of the 120-car train left
the tracks.
Eight people were killed by chlorine gas. Another 45 were
significantly injured. Originally, 1,000 people were evacuated from
the area within two and one-half miles of the wreck site. Later, the
evacuation was extended to a seven and one-half to nine and one-half-
mile radius affecting 3,500 people.
The Environmental Protection Agency (EPA) office in Atlanta was
notified at 6:30 a.m. Al Smith, Chief of EPA's Environmental Emer-
gency Branch, was designated On-Scene Coordinator for the incident and
arrived in Youngstown at 10:30 a.m.
By 4:00 p.m., it was possible for the first experienced team to
go on-scene. They reported that one of the chlorine cars was punc-
tured; the other appeared to be intact. A liquid propane gas car was
sandwiched between a smashed carload of bricks and a leaking car of
turpentine.
After consulting with railroad officials, the Regional Response
Team decided to have the cleanup contractor pull the damaged chlorine
car to a pit, drain it into two ponds and buffer the chlorine with
caustic soda. Conditions prevented this from being attempted until
February 28. By March 2, it became clear that the chlorine was not
dispersing properly and would have to be dumped. The area was clear
of chlorine gas an hour later. The buffering ponds were later buried.
1-1
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Dikes had been constructed around the entire wreck site to
prevent surface runoff from entering the water supply of Panama City,
Florida.
The undamaged chlorine car was rerailed. At 5:00 p.m. on March
2, the evacuation area was reduced to a two and one-half-mile radius
and would remain so until the liquid propane gas car was emptied on
March 3.
Water and air sampling was performed throughout the episode. The
operation as a whole was a success. The responding agencies reacted
professionally and efficiently to ensure safe resolution of the
incident.
1-2
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2. THE SITUATION
On February 26, 1978, an Atlanta and St. Andrews Bay Railroad
freight train derailed at 3:15 a.m. near Youngstown, Florida. The
Environmental Protection Agency (EPA) Environmental Emergency Branch
(EEB) office was notified by the company at 6:30 a.m.
Approximately 45 cars of the 120-car train had derailed. The
following chemicals were involved:
Two tank cars of chlorine, each containing 90,000 pounds of
the chemical. One was leaking from a one-foot square
ouncture. About 60,000 pounds (3,500 gallons) of material
had escaped;
Three tank cars of sodium hydroxide;
Two tank cars of ammonium nitrate;
One tank car of liquid propane gas;
Several tank cars containing corrosive compounds.
At the time Al Smith, Chief of EPA EEB, was designated On-Scene
Coordinator (OSC) and had arrived in Youngstown, six people were known
dead. Chlorine clouds were prevalent in the area. Chemical teams
from 01 in Matheson and Wyandotte Corporation were on-scene to assist
the OSC. The Regional Response Team (RRT) was activated and Jim
Littell of EPA's Air Emergency Branch was called in.
2-1
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At 1:20 p.m., with chlorine still heavy in the area of the wreck
site, two members of the National Transportation Safety Board (NTSB)
arrived. One of them began putting on an air pack without consulting
anyone. Civil Defense coordinator Jim Heisler asked the OSC to inform
him that the area was extremely deadly and that no one was allowed in.
The NTSB member ignored the OSC's instructions. Afterward, security
became a problem for about three hours. As a result, four more people
were exposed to the chlorine gas and subsequently admitted to the
hospital.
Response and Observations: Chronological Events
February 26, 1978
At 4:00 p.m., conditions allowed the first experienced team to go
in. Air samples were taken and indicated that chlorine in the air 100
feet away from the ruptured car was less than 1 ppm. The other chlo-
rine car appeared to be intact. The liquid propane gas car was sand-
wiched between a smashed carload of bricks and a leaking car of tur-
pentine, There was also a car of peanuts that had been fumigated with
methyl bromide gas.
At 4:30 p.m., the OSC called a meeting of railroad, local, state,
and federal officials. It was decided to wait for the arrival of the
Hulcher railroad emergency cleanup crew and then pull the damaged
chlorine car to a pit, drain it into two ponds, and buffer the chlo-
rine with caustic soda.
At 4:55 p.m., with the body count at seven, it was reported that
a helicopter had sighted an eighth body near the scene. The ambulance
team, Mr. Littell, and the OSC retrieved the body of a Caucasian
female, 14-15 years old. She was 15 paces from her automobile, appar-
ently after having tried to run and escape the fumes from the wreck
350 yards away. Five other victims had been found within 100 feet of
hers earlier in the morning. One had reached a tavern a short dis-
tance away and died there; another died in the hospital. All victims
had the same physical characteristics: dark-blue skin on upper body;
2-2
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the face a deep blue, almost purple; both arms clasped to their
breasts and substantial frothy sputum around the mouth. The coroner
reported that several had their entire eyeballs eaten away and two had
broken bones as if they had blindly run into car doors, etc. All
victims' lungs were purple instead of pink. All eight had been in
cars that stalled and/or had engine failure because the prevailing
atmosphere contained little or no oxygen. Forty-five people were
admitted to hospitals and another 100 were treated and released. Be-
tween 3:00 a.m. and 4:00 a.m., 1,000 people were evacuated from an
area within two and one-half miles of the accident site. Note: Medi-
cal observers and the OSC felt that, had the accident occurred two
miles either way, deaths would have been in the hundreds.
At 10:30 p.m., four deputy sheriffs were overcome by fumes at the
command post. Therefore, the evacuation area was increased to seven
and one-half to nine and one-half miles around the wreck site, affect-
ing an additional 2,500 people; this brought the total number of
evacuees to 3,500.
February 27. 1978
Hulcher's crew arrived at 6:55 a.m. and plans were made for
moving the damaged chlorine car. The area would be cleared for this
effort because another chlorine cloud would be emitted.
The crew attempted to move some of the less potentially hazardous
cars but the chlorine was too strong (up to 4 ppm). Driving rains
finally precluded moving the chlorine car this day. Dikes were con-
structed around the entire wreck site to prevent surface runoff from
entering Little Bear Creek, which flows to Bear Creek, which feeds
Deer Point Lake, the water supply for Panama City, Florida. Mr. Cook
of the Panama City Water Supply Department took samples that indicated
that there was nothing in the stream. From this day through March 4,
air samples were taken and the streams checked at regular intervals
(one-to-four times daily). No liquid appeared to have left the scene.
Messrs. Littell and Cook, the OSC, and John Powell of the state
Department of Environmental Regulation were involved in this effort.
2-3
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February 28, 1978
At 10:00 a.m., all people except the workers necessary to physi-
cally move the chlorine car were evacuated to the command post. A few
experts and others with gas masks stayed in their cars along the high-
way, 250 yards away.
At 10:30 a.m., the chlorine car was moved to a prepared pit and
a one-ir;ch~diameter stream was released from the car into a mixing
pond whcire a 50% water-caustic solution was added. This mixture was
ultimately passed to a reaction pond of similar size. There was a
substantial thermal cloud, but little chlorine was emitted during this
two and one-half day operation. Many workers had their gas masks on
and off depending on wind conditions. At 11:00 a.m., one of Hulcher's
crew was overcome and taken to the hospital. The OSC visited him and
determined that he was one who had taken his mask off. He was quite
ill but later recovered.
Other cars were rerailed in an effort to reach the liquid propane
gas car located at the bottom of a seven-car pileup at the center of
the wreck. Equipment was standing by to empty the car. Chlorine
continued to be released and mixed with caustic. A problem began to
arise with the press; rumors and false stories were being printed.
March 1. 1978
The OSC learned that NTSB personnel were holding daily press
conferences and making technical observations to the media concerning
cleanup. As a result, the press would question the OSC about why
certain alternatives suggested by the NTSB were not considered. The
OSC had not been informed of the press conferences.
Work on this day centered on clearing the track and depleting the
chlorine in the damaged car. At 2:30 p.m., the OSC learned that there
were still 2,000 gallons of chlorine left in the damaged car. He sug-
gested that the rest be dumped and the chlorine cloud endured. The
area was secure and Hulcher's crew said that it was possible to do
this without injuring the operator. The idea was rejected by the
chemical experts.
2-4
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At 3:30 p.m., an attempt was made to level the damaged chlorine
car. It was felt that more drainage and quantity monitoring could be
achieved in this manner. Once again, the area was cleared of all
noncritical workers, as another cloud was expected.
March 2, 1978
At 5:45 a.m., the OSC went on-scene where from a distance of two
and one-half miles he saw a huge chlorine cloud. A railroad official
told him that the chlorine car had been dumped because no progress was
being made. The scene was clear of chlorine one hour later.
By 7:30 a.m., the chlorine car was full of water and rendered
inert. The workers no longer had to worry about wind and the possi-
bility of being overcome by chlorine gas.
The track was being cleared to reach the liquid propane gas car.
The state of Florida approved the plan to bury the chlorine buffering
ponds in situ. Mr. Powell would begin a continuous water sampling
program and a long-term site monitoring program that evening.
At 4:15 p.m., the undamaged chlorine car was rerailed. About
2,000 gallons of caustic were added to the chlorine buffer pits to
totally neutralize them and adjust the pH. Pit samples revealed the
following: pH 4.0, chlorine 22 ppm, alkalinity 3, hardness 64.
The stream adjacent to the wreck site was also sampled. The pH
in the tributary was 3.5. One mile downstream it was 6.5. Several
dead fish were noted next to the wreck site. They had apparently been
killed several days earlier by a small, concentrated dose of chlorine.
Other fresh water organisms were unaffected.
At 5:00 p.m, Civil Defense reopened the site to 2,500 residents,
leaving an evacuation area of two and one-half miles. This evacuation
zone would remain in effect until the liquid propane gas was trans-
ferred.
The OSC told railroad officials to cover the two ponds containing
the caustic solution. He was concerned about the possibility of the
material escaping the area and entering Little Bear Creek. Railroad
officials checked with the team from Wyandotte Corporation who advised
them not to cover the ponds because they wanted more reaction time.
Instead, they pumped in additional caustic.
2-5
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March 3, 1978
During the night two-to-three inches of rain fell. The caustic
solution entered the tributary and elevated the pH from 4.5 to 8.0
The stroam was frothy with the material that had been driven through
the sandy soil by the increased liquid static head on the buffering
ponds. Upon arriving on-scene, the OSC ordered the pits filled in
immedialely.
At 6:30 a.m., preparations were being made for the final on-scene
work. Stream monitoring was to be continued by the state. By then
all the wreck had been cleared and track relaid. At 7:30 a.m., a
bulldozer operator arrived for the backfilling operations.
At 4:15 p.m., the liquid propane gas car was off-loaded.
At 5:00 p.m., the OSC left the scene. Jim Littell was to remain
and secure all of EPA's business on March 4 and make final inspection
of the v\reck site.
2-6
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3. PHOTOGRAPHS
3-1
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DERAILED CHLORINE CAR
CLOSE-UP SHOWING HIGH-CONCENTRATION EMISSION
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SEVEN-CAR PILEUP ON LIQUID PROPANE GAS CAR
3-3
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The* ****
CHLORINE CAR IN OFF-LOADING POSITION
NEAR CAUSTIC MIXING POND
3-4
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EIGHTH BODY BEING REMOVED
3-5
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WRECK SITE FROM U.S. HIGHWAY 231
3-6
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DISTANT VIEW OF WRECK SITE
3-7
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4. SUPPORTING INFORMATION
4-1
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WRECK SITE SKETCH
Note: The only liquid spilled that could cause a low pH
was chlorine in its liquid form. The only place
the chlorine was discharged in liquid form was the
buffering pit. That that spilled during the wreck
flashed and vaporized.
4-2
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sun
REGION IV SPILL REPORT FORM
REPORTED THRU NRC
RECORDED BY:
1. ORGANIZATION: NAME
ST. or BOX
CITY
ZIP
. Jt
re.t*J *
COUNTY
STATE
PHONE
/ ??2. - o??7
2. SPILL LOCATION: NAME
STREET
CITY
3. OCCDA: M/D/Y 2/Z&/7V
r *~
4. ' REPDA: M/D/Y
5. POLLUTANT: OIL
COUNTY
TIME
STATE
TIME
BY & 0.
SEWAGE
QTYE
6. INLAND
WATER TYPE
NAME
7. SOURCE: ONTR
ONNTR
OFTR
OFNTR
8. CAUSE:
9. COMMENTS:
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10,1 ATLANTA, GA FEBRUARY 27,
7LX BV2427 COAST GUARD WSH
FOR RELAY TO tfTH CG DISTRICT
SUBJECT » TRAIN DERAILMENT NORTH OF YOUNGSTOWN, FL
TOJ KENNETH BIGLANE, DIRECTOR
OIL & SPECIAL MATERIALS DIV«
FROMt AL SMITH, CHIEF
ENVIRONMENTAL EMERGENCY BR.
DATEl FEBRUARY 27, 1*7«
POLREP 1
SITUATION:
1. ON 2/26/78 A TRAIN OWNED Bf ATLANTA AND ST. ANDREWS RR DERAILED
TWO MILES NORTH OF YOUNGSTOWN, FLORIDA. THE INCIDENT OCCURRED
AT 3115 A.M. OUR OFFICE WAS NOTIFIED AT 6« 30 AM BY THE COMPANY.*
2. 40 CARS WERE DERAILED. THE FOLLOWING CHEMICAL TANK CARS ARE*
INVOLVED IN THE DERAILMENT*
A. TWO TANK CARS OF CHLORINE EACrl CARRYING 90,000 POUNDS OF *
CHLORINE. ONE TANK CAR IS LEAKING A.VD ABOUT 60,000 POUNDS
HAVE ESCAPED.
B. 3 TANK CARS OF SODIUM HYDROXIDE.
C. 2 TANK CARS OF AMMONIUM NITRATE.*
D. 1 TANK CAR OF LPG
E. SEVERAL TANK CARS CONTAINING CORROSIVE COMPOUNDS.*
3. 8 PEOPLE HAVE BEEN KILLED BY THE CHLORINE GAS, 45 PEOPLE HAVE
BEEN SIGNIFICANTLY INJURED, AND SOO PEOPLE HAVE REPORTED TO
THE HOSPITAL. 3,000 PEOPLE HAVE BEEN EVACUATED TN A 5-MILE
RADIUS ABOUND WRECK SITE.
4. AL SMITH IS THE OSC AND HS HAS ACTIVATED THE RRT. 2 CHEMICAL*
TEAMS FROM OLIN MATISON, AND WYANDATK CHEMICAL COMPANY ARE ON-*
SCENE TO ASSIST THE OSC.
5. A TRIBUTARY TO BEARS CREEK RUNS ALONG SIDE TRUCKS*
NEAR WRE:K SITE. THIS CREEK FEEDS A RESERVOIR FOR PANAMA CITY'S
WATER SUPPLY. RESERVOIR LOCATED ABOUT 13 MILES AWAY FROM *
DERAILMENT.
6. PLANS ARE TO FOAM DOWN CHLORINE TANK CAR, NEUTRALIZE CHLORINE
WITH CAUSTIC AND CONTROL DRAINAGE. AL SMITH IS SETTING UP SAMPLING*
PROGRAM aND HAS JIM LYTLE, EPA AIR MONITORING GROUP ON-SCENE TO
MONITOR AIR PROBLEM.
7. • YESTERDAY AL SrtlTH HAD A PROBLEM WITH HUSSEL GOBER OF THE *
NATIONAL TRANSPORTATION AND SAFETY BOARD WHO TOTALLY IGNORED
THE RECOMMENDATIONS OF CIVIL DEFENSE, EPA, AND THE CHEMICAL
TEAMS TO STAJ" OUT OF THE AREA. HE WENT INTO THE AREA AND *
SECURITY BECAME A PROBLEM. THIS RESULTED IN FOUR MORE PEOPLE
BEING EXPOSED TO THE CHLORINE GAS AND ADMITTED TO THE HOSPITAL.
WILL REPORT FURTHER.
STONEBRAKER
END IT
EPA
4-4
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EPA SPILLS WSH
01 ATLANTA* GA FEBRUARY 28*lV7d
TLX 892/427 COAST GUAHD WSri
FOR RELA* TO 6TH CG DISTRICT
DATE: FEBRUARY 26* 1978
SUBJECT: TRAIN DERAILMENT VOUNGSTOWN* FL INVOLVING CHLORINE
TANK CARS.
TO: KEN BIGLANE* DIRECTOR
OIL AND SPECIAL MATERIALS DIV«-
FROM AL SMITH* CHIEF
ENVIRONMENTAL EMERGENCE .BR..
POLREP 2
SITUATION:
1. AL SMITH REPORTS THAT THE DAMAGED TANK CAR CONTAINING ABOUT +
30*000 POUNDS OF CHLORINE WILL BE MOVED TO A LARGE TRENCH. THE *
TRENCH CONTAINS A CAUSTIC SOLUTION THAT WILL HOPEFULLY NEUTRALIZE*
THE CHLORINE. THE OPERATION BEGAN AT 9:30 AM AND SHOULD BE COM-
PLETED SIT 1 :00 .PM ' .
2. 500 MORE PEOPLE MAKING A TOTAL OF 3500 PEOPLE HAVE BEEN
EVACUATED DURING THIS CRITICAL TIME PERIOD.*
3- PLANS ARE TO START WORK ON THE TANK CAR OF LPG AFTER THE
CHLORINE TANK CAR IS NEUTRALIZED. THE EVACUATION WILL REMAIN IN*
EFFECT UNTIJL LPG TANK CAR IS REMOVED.
4. DIKES HAVE BEEN CONSTRUCTED AROUND THE WRECK SITE.TO CONTROL*
THE DAMAGE. IT IS RAINING NOW BUT DIKES ARE HOLDING.
5. SMITH HAS SET UP A WATER SAMPLING PROGRAM. SAMPLES ARE BEING
ANALYZED IN. THE FLORIDA STATS LABORATORIES. THE WATER SUPPL/ *
FOR PANAMA CITif HAS NOT BEEN AFFECTED AT THIS TIME.
6. JIM LITTLE* EPA* CONTINUES TO MONITOR AIR PROBLEM.
7« WILL REPORT FURTHER.
SMITH
END IT
AL J. SMITH EPA
•TWX U10751U145
4-5
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EPA SPILLS WSH
01 ATLANTA* GA MARCH 1> 1978
TLX 892427 COAST GUARD WSH
FOR HELAf TO UTri COAST GUARD DISTRICT
SUBJECT: TRAIN DERAILMENT ifOUNGSTOWN, FL INVOLVING CHLORINE
TANK CARS.
TOI KEN 8IGLANE, DIRECTOR
OIL & SPECIAL MATERIALS DIV.
FROM: R.D. STONEBRAKE^. DEPUTE CHIEF
ENVIRONMENTAL EMERGENCE BR.
POLREIP 3
SITUP.TIONi
1. £,MITri REPORTS THAT DAMAGED TANK CAR HAS BEEN MOVED TO A
HOLDING POND CONTAINING CAUSTIC SOLUTION. CHLORINE IS BEING
RELEASED THROUGH A VALUE AND NEUTRALISED IN POND. ABOUT «5X
OF CHLORINE HAS BEEN NEUTRALISED.
2« LPG TANK CAB IS BURIED UNDER OTHER DERAILED CAHS. THE WRECK-
AGE J.S BEING REMOVED TO GET TO LPG CAR. EQUIPMENT IS STANDING *
BIT TO EMPT* THIS TANK CAR.
3. CIVIL DEFENSE WITH EPA CO.VCURRAX'CE IS ALLOWING PEOPLE TO
RETURN TO THEIR HOMES AS LONG AS THE*' ARE ESCORTED Br POLICE*
THEY ARE IN RADIO CONTACT WITH COMMAND POST- PEOPLE WILL NOT BE
ALLOi/ED TO ENTER THEIR HOMES IN A 2 KILE RADIUS UNTIL LPG TANK
CAR ,IS EMPTIED.
4. WATER SAMPLE DATA INDICATES THAT SPILLED MATERIAL HAS NOT
ENTERED THE STREAM. MANAMA CITf WATER SUPPLV HAS NOT BEEN
AFFECTED. .
5. HEATHER CONDITIONS - ZERO WIND HEAV* DEW AND RAIN.
6. 'tfILL REPORT FURTHER.
+
STONSBRAKER
ENDI T
R.D. STONEBRAKER EPA REGION IV
4-6
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EPA SPILLS WSH
EPA ATL
DATE: MARCH 1* 1978
SUBJECT: PROBLEMS WITH NATIONAL TRANSPORTATION AND SAFETY BOARD*
AT YOUNGSTOWN* FL* CONCERNING TRAIN DERAILMENT.
TO: KEN BIGLANE* DIRECTOR
OIL & SPECIAL MATERIALS DIV«
FROM: AL SMITH* CHIEF
ENVIRONMENTAL EMERGENCE BR.
^
PERSONNEL FROM NATIONAL TRANSPORTATION 4 SAFETY BOARD ARE STILL
MAKING TECHNICAL OBSERVATIONS TO THE PRESS CONCERNING CLEANUP
AND SEQUENCE OF EVENTS THAT ARE BEING PERFORMED OR NOT BEING PER-*
FORMED.
AS A RESULT PRESS COMES TO ME AS THE OSC AND QUESTIONS WHY CERTAIN*
ALTERNATIVES* AS SUGGESTED BY THE NATIONAL TRANSPORTATION & SAFETY*
BOARD* WERE NOT CONSIDERED.
THESE SAME PEOPLE HAVE NOT ACKNOWLEDGED MY PRESENCE SINCE *
SUNDAY 2/26/7rf. YET THEY POSE THESE QUESTIONS ABOUT CLEANUP
AT THEIR DAILY NEWS CONFERENCE AT 10:00 PM.
THEY HAVE INVESTIGATED THE ACCIDENT. NOW THEY ARE CREATING
ADDITIONAL PROBLEMS FOR THE OSC. JUST WHAT IS THEIR RDLE AND*
WHEN DOES IT END?
SMITH
END IT
4-7
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EPA SPULS WSH
01 ATLANTA* GA MARCH 3> 197S
TLX B92427 COAST GUARD WSri
FOR RELAY TO STri COAST G'JARD DISTRICT
EPA ATL
SUBJECT:. TRAIN DERAILMENT NORTH OF YOUNGSTOWN, FL
FROM: I'.D. STONE3RAKER> DEPUTY CHIEF
ENVIRONMENTAL EMERGENCY 3R.
TO: KEiY BIGLANE* DIRECTOR
OIL & SPECIAL MATERIALS DIV«
SITUATIONi
i. SMITH REPORTS THAT CHLORINE IN DAMAGED TANK CAR HAS
BEEN NEUTRALIZED IN THE PONDS OF CAUSTIC SOLUTION.
2. ALL OF THE WRECKAGE HAS BEEN CLEARED. THE ONLY REMAINING*
TANK CAR IS THE ONE CONTAINING LPG« PLANS ARE TO TRANSFER LPG*
TO ANOTHER RAILROAD TANK CAR.
3. EVACUATION REMAINS IN EFFECT UNTIL LPG IS TRANSFERRED.
4. LATE YESTERDAY 3/2/78, SMITH TOLD THE RAILROAD OFFICIALS *
TO COVER THE TWO PONDS CONTAINING THE CAUSTIC SOLUTION. HE
DIDN'T WANT THIS MATERIAL TO ESCAPE THE AREA AND ENTER THE
TRIBUTARY TO LITTLE BEAR'S CREEK.
RAILROAD OFFICIALS CHECKED WITH TEAM FROM WYANDATTE CHEMICAL CO
WHO ADVISED THEM NOT TO COVER THE PONDS. INSTEAD THEY PUMPED
ADDITIONAL CAUSTIC INTO PONDS.
5. LAST NIGHT THEY HAD A 2-INCH RAIN IN THE AREA. THE CAUSTIC
SOLUTION ENTERED THE TRIBUTARY AND ELEVATED PH TO 8.0 FROM A
PH OF A.5. •
* . •
6. THSS WOULD HAVE NEVER HAPPENED IF THEY HAD COVERED THE
PONDS EARLIER. SMITH HAS DEMANDED THAT PONDS BE FILLED IN IMMEDIATELY.
THIS IS BEING DONE.
7. WILL REPORT FURTHER.
STONEBRArfER
END IT
H-U. STO^JEBUAKER EPA ATL
••'' 07 SI -HAS
4-8
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
:' June 26, 1978
SUBJECT: Youngstown, Florida Revisited Five Months After the Tragedy
FROM: Al Smith
THRU: Mr. Traina
TO: Files
On June 13, 1978, I revisited the Youngstown derailment site and
took the attached pictures. It should be noted for record that the
original chlorine ponds that were of such concern during the accident
are now represented on-scene by a large mound of earth perhaps 100 feet,
about 50 feet, and 7 or 8 in total overall above ground elevation. The
area has been fenced and warning signs are posted that trespassers will
be prosecuted.
During my visit there, one of the sherrif's deputies stopped while
I was taking pictures to see what I was doing there. So with this kind
of interest in the site, in my estimation, there should be no harm to
the public of an environmental nature. After January 79 there should
be no fear of ever having any consequences from drilling water wells
or growing gardens, etc. in the area. None of the train derailment
other than the chlorine car and the LP gas cars and the cars that were
able to be moved, have been removed from the scene. There are a number
of wrecked cars stilled lying scattered all about in their original
wrecked position.
While I was in Panama City, there was an editorial on Channel 4
television bemoaning the fact that this monument to the horrible tragedy
was still there and questioning could be done about it. The editorial
contended that the railroad position in not removing the wrecked cars
was a legal matter. I am not exactly sure that within all of our regu-
latory authority that we have the right to go in and move those cars.
Certainly the urgency of need is not there at this time. All the cars
are empty and the area is quarantined. Vandalism even poses no problem
other than some possible liability to the railroad for physical injuries
on scene. Environmentally the area is secure.
II
-O
•—rn
rnrn
2:0
5 3
EPA FORM 1320-6 (REV. 3-76)
4-9
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