DawgTalkers.net Forums DawgTalk Palus Politicus Ohio's Toxic Train Derailment

Those of us who live around here have been talking about it from day one.

It's not a political event, so the national media won't put much effort into it. If a story does not create divide, or is a celebrity death, it does not get air time. National media is nothing more than the National Inquirer these days.

Actually there has been a huge deal of coverage about it. I'm not sure where you've been getting your news from.

Im in South Florida, I saw a story on David Muir one night and an occasional blip elsewhere here and there. But admittedly, I don't watch notional news programs on a daily basis.

I follow the news quite a bit but my wife is a much bigger news hound than even I am. As such we saw a ton of coverage. I would say it was one of the top 3 or 4 stories covered up until the people that were evacuated were told they could go home. I live just south of Nashville myself. So it was national coverage we were watching.

Its been on Fox all afternoon because of Dewine's press conference.

That fool JD Vance is blaming Biden for it.. Not sure how the hell that works.. Was he driving the train?

Can't find anything. Link?

If I lived anywhere within general vicinity of that area and had the means, I'd move and never go back. I will not be surprised when, over time, people living there begin to develop cancer and other health complications at higher than normal rates.

Truly feel terrible for the people that are stuck there. Their property values are destroyed, long term health is likely compromised and any lawsuit against Norfolk Southern will drag on for years and years.

Crews were called to Heritage Thermal Services, formally WTI, for a fire around 6:30 p.m. Monday night.

We have been dealing with toxic waste for years already.

https://www.wkbn.com/news/local-news/no-injuries-after-fire-at-east-liverpool-hazardous-waste-plant/

I've read a few articles but haven't seen anything that says why it actually crashed... has anyone seen that?

Wheel bearing overheated.

https://www.cleveland.com/open/2023...nt-hazards-at-packed-public-meeting.html

My wife and I watch the Today program every morning. They've been covering it heavy. Newsnation on WGN has been covering it very well also. In fact, a Newnation reporter was arrested on the scene for asking too many questions. Can you believe that?


You would think there is no political component but some have made it that way...

My wife watches a lot of CNN. It's covered there a lot. the CBS evening news has had stories about it for the past two days in a row now. There has been a lot of "political noise" about it not being covered but from the evidence I've seen that's simply not true.

That's insanity. I thought the govt was spending money on infrastructure? And I don't mean the most recent bill passed, there have been new infrastructure bills on the regular over the years. Why do they let it get so bad?

As I stated elsewhere I catch David Muir a couple times a week maybe anymore, which there was coverage when I watched last night.

I'm at work or getting ready for work when Today and GMA are on.

Honestly, I don't watch a lot of news because it's just all bad anymore, and I have been more relaxed just checking in a couple times a week versus watching every day. Any major enough story permeates other areas that I will see, like on here.

Because most of those infrastructure bills were nothing more than putting a band aid on a bullet wound. Way underfunded to address much in the grand scheme of things. I could post links to things that address that but as the press usually does when giving you such information they put a political spin on it and this isn't the forum for that.

No, he was arrested for going live during a press conference, making a commotion. State Troopers overstepped and charges were dropped.

I saw Vance complaining about the Biden administration because of their response, or lack of it.

j/c:



Does anyone have the full interview for more context?

Look, I won't disagree with him. I'll take his word that 1,000 trains have 'derailed'. But what does that term really mean? Can it include a train that slightly gets off course at some point and stabilized? Or a derailment identified and corrected before departure?

My guess is that it could qualify as a myriad of things. This is slightly different.

Vance taking a swipe at Buttigieg

Sherrod Brown didn’t put out an official statement but has tweeted about the derailment.

Your tweet didn't post...

Thank you

Thanks Fate

https://apnews.com/article/wv-state...rtation-1936e77a11924c909880f1ef014c7ca7

AP Exclusive: Transport safety rules rolled back under Trump
By JOAN LOWY and TOM KRISHER
February 26, 2018

FILE - This Oct. 1, 2016, file photo, provided by the National Transportation Safety Board shows damage done to the Hoboken Terminal in Hoboken, N.J., after a commuter train crash. President Donald Trump is putting the brakes on attempts to address dangerous transportation safety problems from speeding tractor-trailers to sleepy railroad engineers as part of his quest to roll back regulations across the government.(Chris O'Neil/NTSB photo via AP, File)

1 of 7
FILE - This Oct. 1, 2016, file photo, provided by the National Transportation Safety Board shows damage done to the Hoboken Terminal in Hoboken, N.J., after a commuter train crash. President Donald Trump is putting the brakes on attempts to address dangerous transportation safety problems from speeding tractor-trailers to sleepy railroad engineers as part of his quest to roll back regulations across the government.(Chris O'Neil/NTSB photo via AP, File)
WASHINGTON (AP) — On a clear, dry June evening in 2015, cars and trucks rolled slowly in a herky-jerky backup ahead of an Interstate 75 construction zone in Chattanooga, Tennessee. Barreling toward them: an 18-ton tractor-trailer going about 80 mph.

Despite multiple signs warning of slow traffic, the driver, with little or no braking, bashed into eight vehicles before coming to a stop about 1½ football fields away. Six people died in the mangled wreck and four more were hurt. The driver was convicted of vehicular homicide and other charges last month.

ADVERTISEMENT

In response to this and similar crashes, the government in 2016 proposed requiring that new heavy trucks have potentially life-saving software that would electronically limit speeds. But now, like many other safety rules in the works before President Donald Trump took office, it has been delayed indefinitely by the Transportation Department as part of a sweeping retreat from regulations that the president says slow the economy.

An Associated Press review of the department’s rulemaking activities in Trump’s first year in office shows at least a dozen safety rules that were under development or already adopted have been repealed, withdrawn, delayed or put on the back burner. In most cases, those rules are opposed by powerful industries. And the political appointees running the agencies that write the rules often come from the industries they regulate.

Meanwhile, there have been no significant new safety rules adopted over the same period.

The sidelined rules would have, among other things, required states to conduct annual inspections of commercial bus operators, railroads to operate trains with at least two crew members and automakers to equip future cars and light trucks with vehicle-to-vehicle communications to prevent collisions. Many of the rules were prompted by tragic events.

“These rules have been written in blood,” said John Risch, national legislative director for the International Association of Sheet Metal, Air, Rail and Transportation Workers. “But we’re in a new era now of little-to-no new regulations no matter how beneficial they might be. The focus is what can we repeal and rescind.”

ADVERTISEMENT

Trump has made reducing regulations a priority, seeing many rules as an unnecessary burden on industry. Last month he tweeted that his administration “has terminated more UNNECESSARY Regulations, in just 12 months, than any other Administration has terminated during their full term in office...”

“The good news is,” he wrote, “THERE IS MUCH MORE TO COME!”

The Transportation Department declined repeated AP requests since November for an on-the-record interview with Secretary Elaine Chao, Deputy Secretary Jeffrey Rosen or another official to discuss safety regulations. Instead, the department provided a brief statement from James Owens, DOT’s deputy general counsel, saying that new administrations typically take a “fresh look” at regulations, including those that are the most costly.

The department’s position has been that it can reduce regulation without undermining safety. And DOT officials have questioned whether some safety regulations actually improve safety.

“We will not finalize a rule simply because it has advanced through preliminary steps,” the statement said. “Even if a rule is ‘one step away,’ if that rule is not justifiable because it harms safety and imposes unnecessarily high economic costs, for example, that rule will not advance.”

But the rule requiring new trucks to have speed-limiting software would actually have economic benefits, according to a DOT estimate prepared two years ago. It would save as many as 498 lives per year and produce a net cost savings to society of $475 million to nearly $5 billion annually depending on the top speed the government picked. That’s nearly half the 1,100 deaths annually in crashes involving heavy trucks on roads with speed limits of 55 mph or higher. The government didn’t propose a top speed but said it had studied 60, 65 and 68 mph.

The proposal was also expected to solve another problem: Most heavy truck tires aren’t designed to travel over 75 mph, but some states have 80 mph speed limits.

Rick Watts of Morristown, Tennessee, who lost his wife, two young step-daughters and mother-in-law in the I-75 crash, said he can’t understand why the proposal has been sidetracked.

“If you’re going 80 and you’re knocked down to 60, that’s going to lower the impact,” he said. “It just stuns me that you can give these people proof and they say, ‘We’ll look into that.’ It just baffles me that they’re killing so many people every year.”

The American Trucking Associations, an industry trade group, has claimed credit for stalling the rule. After initially supporting it, the group now says it would create dangerous speed differentials between cars and trucks. A news release from the associations said its success in stalling the rule is a significant triumph for the industry.

The trucking industry has developed a strong relationship with Trump. Trucking officials met with Chao within hours after she took office, according to Chris Spear, the trade group’s president. Trump welcomed trucking executives to the White House by climbing behind the wheel of a Mack truck parked on the South Lawn in March.

“Your story is now being told to the highest levels of government,” Spear told his organization’s members in October.

DOT’s position on the speed-limiting software is that it isn’t dead but that the department has limited resources and higher priorities. No action is expected before the end of the federal fiscal year on Sept. 30 at the earliest.

Some rules that were in the works have been abandoned entirely. After four people died when a New York commuter train derailed while speeding around a curve in 2013, investigators determined that the engineer had fallen asleep. He had undiagnosed sleep apnea, a disorder that causes pauses in breathing and prevents restful sleep, and had made no effort to stop the train.

The National Transportation Safety Board blamed the crash in part on federal regulators for not requiring medical screening of engineers for sleep disorders. Yet last summer, DOT withdrew a rule the government was in the early stages of writing to require screening for engineers and truck and bus drivers.

The government said current safety programs either address the problem or it will be addressed in a rulemaking to reduce fatigue risks in the railroad industry. But the fatigue rule is years overdue with no timetable for completion.

The NTSB has cited sleep apnea as a cause of 13 rail and highway accidents it has investigated, including two more commuter train crashes in Hoboken, New Jersey, in 2016, and Brooklyn, New York, in 2017.

“Looking at the multiple piles of broken sheet metal and broken engines and broken people, (DOT’s strategy) doesn’t seem to have been effective,” Dr. Nicholas Webster, an NTSB medical officer, told a recent public meeting on the crashes.

But Dan Bosch, regulatory policy director at the conservative American Action Forum, said the Trump administration is “actually taking a very reasoned and measured approach to how they’re de-regulating.”

Most regulations Trump has taken credit for blocking throughout the government were Obama administration proposals that were on track to be adopted but had yet to be finalized, or that weren’t being actively pursued — “low-hanging fruit,” Bosch said.

There is a longstanding requirement that major federal regulations undergo detailed cost-benefit analyses before they can become final. Even rules expected to save lives are weighed against their economic cost. DOT assigns a value of $9.6 million per life saved in its analyses.

Trump has ordered that two regulations be identified for elimination for every significant new regulation issued. The White House has acknowledged its calculations of savings from rolled-back regulations cited in public statements include only the cost to industry and others without taking into account benefits the rules produce, including lives saved.

Rosen, the deputy secretary, heads DOT’s task force that evaluates regulations for repeal or modification. In extensive written and public comments before joining the administration, he criticized regulations as an indirect tax on industry, but made little mention of their benefits. He has called for curbing federal agencies’ regulatory power by imposing greater analytical requirements and requiring congressional approval before more costly regulations become law. Rosen has also advocated making it easier for industry to challenge regulations in court.

Rosen is an attorney who formerly represented General Motors and an airline industry trade group. Other DOT political appointees with strong ties to the industries they regulate include:

—Daniel Elwell, the acting administrator at the Federal Aviation Administration, who is a former airline lobbyist.

—Cathy Gautreaux, deputy administrator at the Federal Motor Carrier Safety Administration, which regulates the trucking industry, spent 29 years as executive director of the Louisiana Motor Transport Association, a trucking advocacy group.

—Ron Batory, the head the Federal Railroad Administration, was president of Conrail, a service provider for the CSX and Norfolk Southern freight railroads.

—Howard Elliott, head of the Pipeline and Hazardous Materials Safety Administration, is a former CSX executive. Among other things, his agency sets safety rules for rail transport of hazardous goods, including crude oil, ethanol and toxic chemicals.

Industry’s influence on regulations generally “is probably more powerful than it has ever been,” said Neil Eisner, who was the DOT assistant general counsel in charge of overseeing the issuing of regulations for more than three decades.

DOT says having industry insiders in leadership positions provides deep practical experience in how the transportation industry works.

In October, DOT published a notice inviting the public to recommend which regulations should be repealed, replaced, suspended, or modified. Accompanying the notice was a list of 20 potential candidates, including 13 of the most significant transportation safety rules of the past decade.

Airlines, automakers, railroads, pipeline operators, trucking companies, chemical manufacturers and others responded to the notice with their wish lists. After the comment period closed, DOT said it would repeal a 2015 rule opposed by freight railroads requiring trains that haul highly flammable crude oil be fitted with advanced braking systems that stop all rail cars simultaneously instead of conventional brakes that stop cars one after the other.

The advanced brakes can reduce the distance and time needed for a train to stop and keep more tank cars on the track in the event of a derailment, DOT said two years ago when it issued the rule.

Freight railroads, which say the rule’s safety benefits are marginal and don’t justify the cost, persuaded Congress to require DOT to revisit the rule. The department now says its revised analysis shows costs would outstrip benefits.

The advanced brakes perform significantly better than conventional brakes alone, but only slightly better in emergency braking situations when trains have locomotives in both the front and the back, said Risch, the union official. But trains are not required to have two locomotives and often don’t, he said.

The advanced brakes also have significant safety benefits DOT didn’t consider, Risch said, including the ability to prevent runaway trains like the improperly secured oil train that derailed in Lac Megantic, Canada, in 2013, igniting a fire that killed 47 people. The advanced brakes are already required for trains that haul radioactive waste.

The rule’s repeal, said Risch, a former engineer who has operated trains with advanced brakes, means the government is abandoning “the greatest safety advancement I’ve witnessed in my 41 years in the industry.”

Since we are suddenly making a train wreck political. Probably the KKK aka “Proud boys” and “The trump brigade” are the culprits. Look how much money the trump admin removed from the fed when he gave trillions of $ of tax breaks directly to the richest of US.

https://apnews.com/article/wv-state...rtation-1936e77a11924c909880f1ef014c7ca7

AP Exclusive: Transport safety rules rolled back under Trump
By JOAN LOWY and TOM KRISHER
February 26, 2018

FILE - This Oct. 1, 2016, file photo, provided by the National Transportation Safety Board shows damage done to the Hoboken Terminal in Hoboken, N.J., after a commuter train crash. President Donald Trump is putting the brakes on attempts to address dangerous transportation safety problems from speeding tractor-trailers to sleepy railroad engineers as part of his quest to roll back regulations across the government.(Chris O'Neil/NTSB photo via AP, File)

1 of 7
FILE - This Oct. 1, 2016, file photo, provided by the National Transportation Safety Board shows damage done to the Hoboken Terminal in Hoboken, N.J., after a commuter train crash. President Donald Trump is putting the brakes on attempts to address dangerous transportation safety problems from speeding tractor-trailers to sleepy railroad engineers as part of his quest to roll back regulations across the government.(Chris O'Neil/NTSB photo via AP, File)
WASHINGTON (AP) — On a clear, dry June evening in 2015, cars and trucks rolled slowly in a herky-jerky backup ahead of an Interstate 75 construction zone in Chattanooga, Tennessee. Barreling toward them: an 18-ton tractor-trailer going about 80 mph.

Despite multiple signs warning of slow traffic, the driver, with little or no braking, bashed into eight vehicles before coming to a stop about 1½ football fields away. Six people died in the mangled wreck and four more were hurt. The driver was convicted of vehicular homicide and other charges last month.

ADVERTISEMENT

In response to this and similar crashes, the government in 2016 proposed requiring that new heavy trucks have potentially life-saving software that would electronically limit speeds. But now, like many other safety rules in the works before President Donald Trump took office, it has been delayed indefinitely by the Transportation Department as part of a sweeping retreat from regulations that the president says slow the economy.

An Associated Press review of the department’s rulemaking activities in Trump’s first year in office shows at least a dozen safety rules that were under development or already adopted have been repealed, withdrawn, delayed or put on the back burner. In most cases, those rules are opposed by powerful industries. And the political appointees running the agencies that write the rules often come from the industries they regulate.

Meanwhile, there have been no significant new safety rules adopted over the same period.

The sidelined rules would have, among other things, required states to conduct annual inspections of commercial bus operators, railroads to operate trains with at least two crew members and automakers to equip future cars and light trucks with vehicle-to-vehicle communications to prevent collisions. Many of the rules were prompted by tragic events.

“These rules have been written in blood,” said John Risch, national legislative director for the International Association of Sheet Metal, Air, Rail and Transportation Workers. “But we’re in a new era now of little-to-no new regulations no matter how beneficial they might be. The focus is what can we repeal and rescind.”

ADVERTISEMENT

Trump has made reducing regulations a priority, seeing many rules as an unnecessary burden on industry. Last month he tweeted that his administration “has terminated more UNNECESSARY Regulations, in just 12 months, than any other Administration has terminated during their full term in office...”

“The good news is,” he wrote, “THERE IS MUCH MORE TO COME!”

The Transportation Department declined repeated AP requests since November for an on-the-record interview with Secretary Elaine Chao, Deputy Secretary Jeffrey Rosen or another official to discuss safety regulations. Instead, the department provided a brief statement from James Owens, DOT’s deputy general counsel, saying that new administrations typically take a “fresh look” at regulations, including those that are the most costly.

The department’s position has been that it can reduce regulation without undermining safety. And DOT officials have questioned whether some safety regulations actually improve safety.

“We will not finalize a rule simply because it has advanced through preliminary steps,” the statement said. “Even if a rule is ‘one step away,’ if that rule is not justifiable because it harms safety and imposes unnecessarily high economic costs, for example, that rule will not advance.”

But the rule requiring new trucks to have speed-limiting software would actually have economic benefits, according to a DOT estimate prepared two years ago. It would save as many as 498 lives per year and produce a net cost savings to society of $475 million to nearly $5 billion annually depending on the top speed the government picked. That’s nearly half the 1,100 deaths annually in crashes involving heavy trucks on roads with speed limits of 55 mph or higher. The government didn’t propose a top speed but said it had studied 60, 65 and 68 mph.

The proposal was also expected to solve another problem: Most heavy truck tires aren’t designed to travel over 75 mph, but some states have 80 mph speed limits.

Rick Watts of Morristown, Tennessee, who lost his wife, two young step-daughters and mother-in-law in the I-75 crash, said he can’t understand why the proposal has been sidetracked.

“If you’re going 80 and you’re knocked down to 60, that’s going to lower the impact,” he said. “It just stuns me that you can give these people proof and they say, ‘We’ll look into that.’ It just baffles me that they’re killing so many people every year.”

The American Trucking Associations, an industry trade group, has claimed credit for stalling the rule. After initially supporting it, the group now says it would create dangerous speed differentials between cars and trucks. A news release from the associations said its success in stalling the rule is a significant triumph for the industry.

The trucking industry has developed a strong relationship with Trump. Trucking officials met with Chao within hours after she took office, according to Chris Spear, the trade group’s president. Trump welcomed trucking executives to the White House by climbing behind the wheel of a Mack truck parked on the South Lawn in March.

“Your story is now being told to the highest levels of government,” Spear told his organization’s members in October.

DOT’s position on the speed-limiting software is that it isn’t dead but that the department has limited resources and higher priorities. No action is expected before the end of the federal fiscal year on Sept. 30 at the earliest.

Some rules that were in the works have been abandoned entirely. After four people died when a New York commuter train derailed while speeding around a curve in 2013, investigators determined that the engineer had fallen asleep. He had undiagnosed sleep apnea, a disorder that causes pauses in breathing and prevents restful sleep, and had made no effort to stop the train.

The National Transportation Safety Board blamed the crash in part on federal regulators for not requiring medical screening of engineers for sleep disorders. Yet last summer, DOT withdrew a rule the government was in the early stages of writing to require screening for engineers and truck and bus drivers.

The government said current safety programs either address the problem or it will be addressed in a rulemaking to reduce fatigue risks in the railroad industry. But the fatigue rule is years overdue with no timetable for completion.

The NTSB has cited sleep apnea as a cause of 13 rail and highway accidents it has investigated, including two more commuter train crashes in Hoboken, New Jersey, in 2016, and Brooklyn, New York, in 2017.

“Looking at the multiple piles of broken sheet metal and broken engines and broken people, (DOT’s strategy) doesn’t seem to have been effective,” Dr. Nicholas Webster, an NTSB medical officer, told a recent public meeting on the crashes.

But Dan Bosch, regulatory policy director at the conservative American Action Forum, said the Trump administration is “actually taking a very reasoned and measured approach to how they’re de-regulating.”

Most regulations Trump has taken credit for blocking throughout the government were Obama administration proposals that were on track to be adopted but had yet to be finalized, or that weren’t being actively pursued — “low-hanging fruit,” Bosch said.

There is a longstanding requirement that major federal regulations undergo detailed cost-benefit analyses before they can become final. Even rules expected to save lives are weighed against their economic cost. DOT assigns a value of $9.6 million per life saved in its analyses.

Trump has ordered that two regulations be identified for elimination for every significant new regulation issued. The White House has acknowledged its calculations of savings from rolled-back regulations cited in public statements include only the cost to industry and others without taking into account benefits the rules produce, including lives saved.

Rosen, the deputy secretary, heads DOT’s task force that evaluates regulations for repeal or modification. In extensive written and public comments before joining the administration, he criticized regulations as an indirect tax on industry, but made little mention of their benefits. He has called for curbing federal agencies’ regulatory power by imposing greater analytical requirements and requiring congressional approval before more costly regulations become law. Rosen has also advocated making it easier for industry to challenge regulations in court.

Rosen is an attorney who formerly represented General Motors and an airline industry trade group. Other DOT political appointees with strong ties to the industries they regulate include:

—Daniel Elwell, the acting administrator at the Federal Aviation Administration, who is a former airline lobbyist.

—Cathy Gautreaux, deputy administrator at the Federal Motor Carrier Safety Administration, which regulates the trucking industry, spent 29 years as executive director of the Louisiana Motor Transport Association, a trucking advocacy group.

—Ron Batory, the head the Federal Railroad Administration, was president of Conrail, a service provider for the CSX and Norfolk Southern freight railroads.

—Howard Elliott, head of the Pipeline and Hazardous Materials Safety Administration, is a former CSX executive. Among other things, his agency sets safety rules for rail transport of hazardous goods, including crude oil, ethanol and toxic chemicals.

Industry’s influence on regulations generally “is probably more powerful than it has ever been,” said Neil Eisner, who was the DOT assistant general counsel in charge of overseeing the issuing of regulations for more than three decades.

DOT says having industry insiders in leadership positions provides deep practical experience in how the transportation industry works.

In October, DOT published a notice inviting the public to recommend which regulations should be repealed, replaced, suspended, or modified. Accompanying the notice was a list of 20 potential candidates, including 13 of the most significant transportation safety rules of the past decade.

Airlines, automakers, railroads, pipeline operators, trucking companies, chemical manufacturers and others responded to the notice with their wish lists. After the comment period closed, DOT said it would repeal a 2015 rule opposed by freight railroads requiring trains that haul highly flammable crude oil be fitted with advanced braking systems that stop all rail cars simultaneously instead of conventional brakes that stop cars one after the other.

The advanced brakes can reduce the distance and time needed for a train to stop and keep more tank cars on the track in the event of a derailment, DOT said two years ago when it issued the rule.

Freight railroads, which say the rule’s safety benefits are marginal and don’t justify the cost, persuaded Congress to require DOT to revisit the rule. The department now says its revised analysis shows costs would outstrip benefits.

The advanced brakes perform significantly better than conventional brakes alone, but only slightly better in emergency braking situations when trains have locomotives in both the front and the back, said Risch, the union official. But trains are not required to have two locomotives and often don’t, he said.

The advanced brakes also have significant safety benefits DOT didn’t consider, Risch said, including the ability to prevent runaway trains like the improperly secured oil train that derailed in Lac Megantic, Canada, in 2013, igniting a fire that killed 47 people. The advanced brakes are already required for trains that haul radioactive waste.

The rule’s repeal, said Risch, a former engineer who has operated trains with advanced brakes, means the government is abandoning “the greatest safety advancement I’ve witnessed in my 41 years in the industry.”
And it has been reported and Dewine himself said it in his press conference that Biden called and asked if he needed anything (I think Tuesday this week) and Dewine didn't even call him back by the time the press conference happened.

But that was earlier this week, in the past 2 days there has been help coming from 3 govt agencies, the head of the EPA was there yesterday as where both US Senators.

I saw something last night that Pennsylvania governor and other elected officials from states all along the Ohio River are really pissed as they way this happened and Norfolk Southern not notifying others before they decided to let off little Chernobyl

I’ll just post this here.

https://insideevs.com/news/652931/tesla-fsd-beta-recall-update/

“Tesla Will Recall Over 360,000 Cars With FSD Beta That “May Cause Crashes”
Tesla didn’t agree with the official analysis, but it will issue a software update to remedy the problems.

Tesla CEO Elon Musk on Thursday criticized the National Highway Transportation Safety Administration (NHTSA) for labeling a recent Tesla software update as a recall.
“The word ‘recall’ for an over-the-air software update is anachronistic and just flat wrong!” Musk said on Twitter”


There has been thousands of recalls on auto manufacturing over the years. Never heard any being called flat wrong. But Musk is above the rules on all that right?

Still nothing?

Come now. JD is calling on Biden to stop blaming the trump administration for all the deregulation they did. So who in the hell do you think JD is blaming? In a Goper ran state not getting their s together. Typical …Blaming the current admin for your failure.


"The severity of the accident was likely increased by the lack of ECP brakes."

"A rule passed under Obama made it a requirement for trains carrying hazardous flammable materials to have ECP BRAKES. This was rescinded in 2017 by TRUMP'S ADMINISTRATION."

trump and his brilliant brigade still killing US one by one.

Musk is saying he can fix it with a software patch and they don't need to actually "recall' the vehicles back to dealerships.

Pol



Blaming Trump is about as dumb as blaming FDR for Japan sinking the Arizona, Oklahoma, Nevada, West Virginia, California, Oglala, and Utah at Pearl Harbor.

White House explains why it turned down disaster relief for Ohio
Thomas Catenacci
Fri, February 17, 2023 at 9:22 AM EST
EXCLUSIVE: The White House explained why it turned down Ohio Gov. Mike DeWine's request for disaster relief this week in the aftermath of a derailment of a train hauling toxic chemicals.

A Biden administration official told Fox News Digital that it has provided extensive assistance to surrounding communities following the chemical release earlier this month in eastern Ohio. However, the official said the Federal Emergency Management Agency (FEMA), the agency that usually provides relief to communities hit by hurricanes and other natural disasters, isn't best equipped to support the state's current needs.

"The Biden Administration is mobilizing a robust, multi-agency effort to support the people of East Palestine, Ohio. Since February 3, the Environmental Protection Agency has had personnel on the ground," the official told Fox News Digital. "FEMA is coordinating with the emergency operations center working closely with the Ohio Emergency Management Agency."

"But what East Palestine needs is much more expansive than what FEMA can provide," they continued. "FEMA is on the frontlines when there is a hurricane or tornado. This situation is different."

BIDEN ADMIN TURNS DOWN OHIO'S REQUEST FOR DISASTER ASSISTANCE AFTER TOXIC DERAILMENT

The official highlighted four agencies — the Environmental Protection Agency (EPA), Centers for Disease Control and Prevention (CDC), Department of Transportation and Department of Health and Human Services (HHS) — that they said are actively assisting local residents on the ground.

READ ON THE FOX NEWS APP

The comments echoed a statement made Thursday by White House Press Secretary Karine Jean-Pierre who said the administration's priority was the "health and safety of the community."

DeWine's office said Thursday that it has been in daily contact with FEMA, but that the agency "continues to tell" the governor that Ohio isn't eligible for disaster assistance. In response, FEMA said it is coordinating with EPA, HHS and the CDC to support the state.

PETE BUTTIGIEG BLAMES TRUMP FOR OHIO TRAIN DERAILMENT AMID CRITICISM: 'WE'RE CONSTRAINED'

"The state needed help testing the water and air — EPA is providing it. They called for an investigation into the derailment — the Department of Transportation is on it. The Governor today asked for help to conduct additional public health testing and assessments — we’re deploying teams from HHS and the CDC to get that done," the Biden administration official told Fox News Digital.

"Each federal agency has its own unique role here, and we’ve mobilized an interagency team to get the people of East Palestine the support they need," the official said.

On Feb. 3, about 50 cars on a Norfolk Southern Railroad train carrying vinyl chloride, a dangerous colorless gas, derailed in East Palestine, Ohio, a small community that is located along the Ohio-Pennsylvania border.

The company opted to release the gas from the derailed cars, releasing potentially deadly fumes and other dangerous chemicals into the air, to prevent a disastrous explosion. Local residents were told to evacuate the area during the release, but were assured it was safe to return on Feb. 9.

CLICK HERE TO GET THE FOX NEWS APP

The EPA and Ohio state officials have assured locals that the air is safe to breath based on their testing.

Experts, though, have expressed concern that the air and water is not safe.

"This really looks like a nuclear winter," Sil Caggiano, a local hazardous materials specialist, told Fox News on Tuesday. "Pretty much, yeah, we nuked this town with chemicals."

As if it couldn't get any more "stupider".

Rubio calls for Buttigieg’s resignation following Ohio train derailment

Sen. Marco Rubio (R-Fla.) is calling for Transportation Secretary Pete Buttigieg to resign after coming under fire for the department’s oversight of the U.S. rail system following a train derailment in Ohio that has spilled toxins into the environment.

“Secretary Buttigieg refused to acknowledge the disaster in East Palestine, Ohio, until his intentional ignorance was no longer tenable,” Rubio said in a letter addressed to President Biden, urging him to request Buttigieg’s resignation.

“Even after acknowledging the tragedy, he continues to deflect any accountability for the safety of our nation’s rail system,” Rubio added.

Residents nearby the crash in Ohio were evacuated after the 150-car train derailed and spilled chemicals, raising fears of a possible explosion. Evacuation orders have since been lifted, but questions remain about what materials were spilled from the crash and the ongoing impact to the local community.

Republicans have pounced on the embattled Buttigieg, who has dealt with controversy in recent months over flight delays and missteps at the Federal Aviation Administration. Rubio and Sen. J.D. Vance (R-Ohio) ramped up the pressure on Buttigieg earlier this week, questioning the department’s oversight of the rail system.

But Rubio took it a step further on Thursday, calling for Buttigieg’s ouster, arguing the rail disaster is just one chapter in an ongoing saga of mismanagement by the secretary.

“Unfortunately, this is part of a two-year long pattern,” Rubio said. “I do not have confidence that Secretary Buttigieg is capable of keeping the American people safe.”

Buttigieg has met the disaster in Ohio by saying the Department of Transportation will support the Environmental Protection Agency in its investigation of the matter but also touting his department’s efforts to bolster rail safety in the U.S., saying it was making “historic investments” stemming from the $1.2 trillion infrastructure package signed into law in 2021.

https://thehill.com/homenews/admini...dlXeHFsqfOcNd_AwKqAvrETu48ovLDS27QEZsEQE

Pretty sure there will be a class action lawsuit against whomever is negligent in this. And it will pay for the costs of not being able to sell their homes and move elsewhere. And hopefully these people can move away and the whole area designated uninhabitable.

My wife has to sell her aunt’s house which is four miles west of the derailment, right next to the tracks. The neighbors saw the train on fire as it passed. We were worried no one would want it before this happened. Now we don’t think it will sell at all.