Document 4aLzywEaMqyd1Y7QGV0nDbZ0j

CHRONOLOGICAL SUMMARY OF EMERGENCIES INVOLVING TENNECO CHEMICALS INC. VCM CARS 1. July 6, 1066 July 7, 1966 Tank cars NATX 17114, NATX 17163 and NATX 17100,of 22,500 gallon capacity, were involved in a wreck on Southern Pacific Freight Train 130 at Splendors, Texas. The cars were full of vinyl chloride monomer. One car ruptured and burned immediately. The other two cars were salvaged and the product recovered by Tenneco. We sent a safety engineer, and a well qualified laboratory technician to aid Southern Pacific. The latter man was well trained in fire fighting. He is a past president of the Deer Park, Texas Volunteer Fire Department and a member of the Civil Defense Team. Tenneco Plastics Division called me due to an apparent reaction inside FAR jijUuvi which was in their plant lo be unloaded. At that time the car was relieving vapor. They were spraying water on the shell to control the temperature. I could offer no better procedure since it was not possible to connect a line to a flare to remove the vapor faster. This procedure continued until the car quit relieving. After this, the vinyl chloride was depressured and the car was filled with water and then removed to a railroad yard where it was eventually inspected by representatives of: Tenneco Chemicals Inc., Pennsylvania Railroad, The Bureau of Explosives of the American Association of Railroads, and a representative of Lithcote Company who had applied an internal liner. The investigation indicated the Lithcote lining was not involved in the reaction. The previous history of this car revealed that it had been received by Tenneco at Pasadena, Texas, and loaded with monomer while it contained 15 PSIG of air pressure. When the air was discovered, the car was purged until the vapor contained le.ss than 0.1% oxygen. Prior to purging, the oxygen must have been trapped in the ends of the car and/or dissolved in the monomer. Another factor was the high temperature at Burlington, New Jersey that day. The official temperature reached 107 F. To prevent a recurrence our loading procedure was modified so that all empty cars are checked for oxygen prior to loading. EC 3:^7 TENNECO CHEMICALS INC. ............ 2. August 1, 1967 Tenneco began utilizing its new fleet of 38,000 gallon tank cars, these cars are numbered NATX 38000 and NATX 38054. They were designed so that there are loading lines and vapor lines at each end of the car to prevent trapping oxygen in the ends of the cars. October, 1967 Tank car NATX 38030 was delivered to Tenneco Plastics. The unloading crew noted liquid leaking from beneath the bolster. This proved to be Vinyl Chloride, and was the result of a crack in the tank at a point of high stress. From January, 1968 to March, 1968, seven other cars were found to be leaking in the same area. The leaks were found by Tenneco personnel at either Pasadena, Texas or in New Jersey. No fires resulted from any of these Jeaks. The cars have been reinforced to prevent a recurrence. January 29, 1968 ^^cember 10, 1963 NATX 38009 and NATX 38049 were derailed in the Roselake Yard of Penn-Central. The two cars were loaded and were being shipped to Tenneco Plastics. NATX 38009 simply jumped the tracks, but NATX 38049 rolled over on its side. Initial inspection revealed that the safety valve was leaking, but the Railroad Association Safety Inspector tightened the valve and stopped the leak. NATX 38009 had minor damage which was repaired at the Roselake shops and the car preceded on to New Jersey, NATX 38049 remained on its side until a Tenneco representativ arrived and worked with a company to transfer enough product into an empty tank car so that the car could be put back on the tracks. Tank cars NATX 38003 and NATX 38046 were derailed at Leggett, Texas while aboard Southern Pacific Train 143. The cars were loaded but did not leak. Southern Pacific did not request aid. The railroad managed to put them back on the tracks without further incident. December, 1968 In January, 1969, our Traffic Department began inquiring about NATX 3S00S and It was learned the car had been derailed while empty in December, 1968 on the Penn-Central Railroad. No other information is available on this derailment. March 28, 1969 NATX 38041 which was loaded, jumped the tracks at Port Terminal Switching Yard. The car suffered minor damage, but no leakage, and was returned to the tracks. No assistance was required by the railroad. April 5, 1969 NATX 38005 and NATX 38016 were being returned empty on the Penn-Central. They were involved in a derailment at Terre Haute, Indiana. No request for aid was made by Penn-Central. EC 3148 TENNECO CHEMICALS INC 3. ^^pril 25, 1969 June 24, 1969 July 3, 1969 September 11, 1969 NATX 38030 was derailed on the Penn-Central at East Germantown, Pennsylvania. The car was loaded. Tenneco was not requested to send technical assistance. I believe a different vinyl chloride manufacturer consulted with the *Penn-Central at that time. The empty cars NATX 38000, NATX 38038, NATX 38053 and NATX 38006, were derailed at Port Terminal Railroad Switching Yard at Pasadena, Texas. The cars were not severely damaged. A Tenneco representative visited the scene of the accident, but no assistance was required by the railroad. NATX 3S005, NATX 38006 and NATX 38053 were derailed from Southern Pacific Train 130 at Preston, Louisiana. These ears had been loaded at PPG in Lake Charles, Louisiana. The three Tenneco cars suffered only minor leaks at the valves. These were stopped with the hand wheel by a Tenneco employee called to the scene by the railroad. A PPG car on the same train was penetrated on the end and created a hazard. No fire ensued. NATX 38033, NATX 38043 and NATX 38049 were traveling empty on the Penn-Central and derailed in Merrill, Pennsylvania. These cars were not severely damaged, and no request for aid was made- by Penn-Central. PMR/mr FT 3' CONTINENTAL OIL COMPANY April 11, 1968 4. VISIT TO SITE OF KCS RAILROAD WRECK INVOLVING FIVE 38,000 GALLON TANK CARS OF VCM Friday morning, April 5, about 8:45 A.M., CONOCO was contacted in Ponca City through the Transportation Department and advised that a KCS train had been derailed near Stillwell, Oklahoma. There were five Vinyl Chloride cars involved and KCS had earlier in the morning asked for assis tance with handling of the material. At the time of the early morning re quest, it was not clear the exact extent of damage to the VCM cars, although 3 of the 5 cars were later reported to be burning. Two technical representatives were flown to Talaguah (near Stillwell) to assist in any way possible. Two representatives of the Transportation Department had already been sent by car to the scene. A quick overhead circle of the area indicated previous widespread fire, but at that time, (11:00 A.M. Friday), there were only traces of smoke id.th very little fire. After arrival at the site, Mr. T. S. Carter of KCS was contacted. Mr. Carter provided a thumbnail sketch of the happenings and pave the exist ing locations of the VCM cars. (See attached sketch). Also on the scene was Mr. R. C. Craig of the Oklahoma Public Health Department, who provided background information. During subsequent discussions with a number of people, the following information was obtained: 1. The wreck occurred early Thursday morning (about 5:00 or 6:00 A.M.). 2. The cause is still speculative, however, the most universal theory is a broken or split rail. 3. On impact, tremendous damage was inflicted on all 42 cars. Of the 42 cars and the engine, only the qngine, one anhydrous NH3, and a flat car had salvage potential, 4. The five VCM cars were located and identified by KCS personnel as per the attached diagram. The fact they were 38,000 gallon cars made them identifiable. The specific cars were: GATX 98201 SHPX 17482 SHPX 17489 GATX 98215 GATX 98216 5. The four VCM cars still in one piece (the tank portion) each had large punctures of a type likely to be inflicted on impact. The fifth car was scattered over a wide area (see sketch). It is considered likely that this separation occurred within a few minutes of the initial Impact. EC 3150 CONTINENTAL OIL COMPANY 5. 6. The KCS representative (Carter) related that after the impact, the engine crew was uncoupling the engine from the wreckage when the big boom came. It was not determined whether fire was present from the initial impact or immediately after the boom or both 7. At the time of our arrival at the site, there was frost line evidence of a small amount of liquid vinyl in 3 of the cars and at least vapors in the fourth. The fifth car was decontaminated by that time in view of the gross ventilation area. 8. KCS personnel were already involved in clearing activities to allow resumption of the traffic of the main line (without the assistance of explosive checks with an MSA exploslmeter or similar device). Mr. Carter was given a tour of all the vinyl cars and advised of the flame and explosion potential still existing- He was warned of the flash potential from either open flames or hot exhausts and advised that adequate clearing of the vessels was mandatory prior to any cutting on the tanks- Also, the possibility of HCl, phosgene, and carbon monoxide evolution in case of renewed burning was re-emphasized. In the interim, he was advised to guard the area, continue the traffic halt on the adjacent dirt road, weather off the remaining liquid by heating the tanks with a water spray on the outside but only after clear ing tHe downstream area of people and vehicles, partially fill the tanks with water, steam for 18-24 hours and check the vapors with an MSA explosimeter, When clear on the exploslmeter, they could cut on the tanks. The five vinyl chloride cars contained 1.38 million pounds of monomer 9- KCS was obviously pushing for clearance of the main line to allow resumption of traffic- Mr- Carter wanted to minimize the time, but was willing to listen to the explanations of the hazards. 10. Several bullet holes were obvious in the side of an upright anhydrous ammonia car. It was determined that a member of the Oklahoma Highway Patrol or the local Sheriff's Office during the night had attempted to relieve the possible pressure buildup in the tank due to adjacent fires. This is related only to indicate the kinds of actions which might be taken by unqualified indivi duals in the time immediately following an accident. In view of another tank car having been torn apart, I'm sure the individual felt his action was the lesser of two evils- The other car appeared to have been upside down with the dome embedded in the ground, thereby preventing proper pressure relief and, therefore, was a totally different problem from the upright ammonia car. 'C<&- SECTION) OF V.C. TNMIC O>JsOo::: XI Col)& Hy n --y) t* (ZN ' c; i M i O: C*? . I* i G-ot/<rES 2P -po v>>. yv>* oo 2y pf z<c. n <2 c T* <n? a Drt**&>v* JOi H<? 5rn?f ^r t? < if* i ?? * oo a* JoTpO) r(?o/* 3HIa "n <o 3 P p Q z<c Z n r> c\ ,y*o 1 H l^C 1 jrnj| "1 tew 2 r- 2 < o- 3 1 ii -A i/\F* a> S.** P -- CrO\J(rb Part of v.c. tanUCM^ to r= rTM ^ o :x 1Iti t/i o pi z m O' CONTINENTAL O IL COMPANY CONTINENTAL OIL COMPANY Trip to Selkirk, New York -- September 12, 1969 7. Cars were actually in Selkirk upon VCM Plant representative arrival (Albany, N. Y. suburbs). Two cars of vinyl involved. They were moved to Penn Central Railroad yard. Both were badly damaged but the domes were OK. One was without brakes and the other had brakes. The one with brakes was shipped to its original destination and the other had to be unloaded. As a safety precaution. It was transferred to an isolated area. The railroad personnel were very cooperative in helping get materials to unload the car; mainly a trailer of nitrogen (we do not use bottles any more). v. - t ; Our company sent the proper hoses and tools needed to unload the car and this presented a problem in that the long distance transfer took two to three c: : days (some shipped by truck and some by air freight). These cars had real bad dents on them but no leaks were found. B.F. Goodrich Chemical Company Inter-Organization Correspondence 8. To Ken Hardesty Location Bulk Handling Date From Subject Derailment of EDC Tank Car SHPX 81876 December 18, 1968 Or&n C. Johnston jam a 0 issa -----* EDC tank car 3H?X 8l8?6 was shipped from 3.F.Goodrich Calvert City Plant on December 6 with 193*700 pounds on board to Rohm and Haas - Port Richmond, Pa, On Monday, December 9 at 10:58 the tank car was derailed along with approximately twenty additional cars on the E&O railroad at ELktcn, Maryland. The car was lying , almost on its top side with one end down an embankment. The ethylene dichloride was leaking from the manhead on the tank car. The Calvert City Plant was notified Tuesday afternoon that the car was derailed, on its top and thought to be leaking. We were instructed that if assistance from our plant was needed we would be contacted. Wednesday, we were informed thsu Rohm and Haas had agreed to handle the assistance from there, as the car was about fifty miles from their plant. Thursday afternoon the Calvert City Plant was notified that Rohm and Haas had declined any. assistance and that someone from this plant would have to go to SLkton, Maryland to assist the B&O Railroad with the transfer of the material. Thursday afternoon I was instructed to proceed to Elkton to assist with the transfer of this material into tank trucks to be unloaded by Rohm and Haas. I met Mr. Frank Burton who is in charge of Salvage and Salvage Sales for 3-kC and C&O Railroads and Mr. Ted Baur of American Association of Railroads - Explosives Division, at the scene at Elkton at 0830 Friday morning. I inspected the tank car and made the following observations. The car had been struck in the end that was down the embank ment by what appeared to be the comer of a box car. The end had been pushed in and was cracked in one place with a slight amount of EDC leaking at this point. I inspected the manhead section and found that the packing around the reach rod to the bottom unloading valve was leaking a pretty good stream. I inspected the bottom unloading valve and found that it had been struck and bent over about two inches out of line and there was a slight leak where the valve is attached to the tank car. The upper end of the car was covered by a derailedbox car and when it was removed a hole was discovered in this end about an inch in diameter; apparently the hand rail that goes around the car was tom away stripping out a rivot at this point. There wa3 no leakage here at this end of the car as it was elevated. Two railroad cranes were positioned to roll the car back to the upright position and set it on ties in a near-level position to be unloaded. The cranes were able to right the top side of the car but they were unable to move it. They left the car at about a forty-five degree angle resting on the embankment. The car in this position was still leaking badly at the dome and the bottom unloading valve reach rod. The dome cover was tightened and this leak stopped. EC 31 Ed B. F. GOODRICH Ken Harden i'-y Docember lil. VJ60 ^ Page 2 9. Mr. Burton was then instructed to bring in tank trucks to receive the material from -* the-car. He contacted several of the tank truck companies in the Baltimore-Phil adelphia area but was only able to secure one tank truck for Friday. !Jo trucks would be available after this one until Monday. At this point I contacted the Calvert City Plant to see if our Traffic Department could assist in securing tank trucks. I was informed that Cleveland Traffic was able to secure trucks from O'Boyle Truck Lines and subleased to Matlock Lines to carry the material. I in formed Mr. Burton of this but he had already been contacted by his office that this had fallen through. The one Matlock trailer arrived at 1830 hours and was positioned to receive a load of EDC from the tank car. It was a 6500 gallon stainless trailer that had previously carried whiskey. I inspected the trailer and found it to be thoroughly steam cleaned and ready to receive the material. A two inch line was attached to the eduction pipe from the tank car and 1*000 gallons were pumped into the trailer. The transferred material was inspected and believed to be ready for shipment. The amount of material that was pumped off did not stop the leaks so the driver and Mr. Burton agreed to pump an additional 1000 gallons into the trailer. This stopped all visible leakage from the car. At this point we all' retired for the night. Saturday morning I again talked to Mr*. Burton who still could not secure additional trucks before Monday and ho wasn't sure of getting enough trucks then to complete the job. I again contacted the Calvert City Plant, informed them of the situation and was instructed to return to Calvert. City as Mr. Burton felt that my assistance would no longer be necessary. Mr. Burton informed me that the tank car would be scrapped when empty. The under carriage was twisted and rolled up. One side of the car that had been on the ground was caved in. I was informed that a box car had been removed from on top ox the car before I arrived. Safety precautions around the car were pretty hard to enforce. The wrecking crews were using cutting torches on salvage operations on box cars,a.few_feet_away_. Evei7one seemed 'fb~insist on smoking in the area in which some fifty to six^y men were working. One of the cranes was steam operated and there was fire falling continually from the_fire_box. A dike was built in the drainage ditch to try to contain the leakage from the car in a- email an area as possible; also to prevent contamination of nearby water supplies. The drainage ditch along side of the railroad drained into the north river which ran into the reservoir that supplied the water far northern Maryland. This was of some concern and everyone was cautioned as to the importance of containing the mnterlbl that escaped and also the necessity of completing the transfer as quickly as possible. vr 3155 3- B. F. GOODRICH C Ken tuirde.ty December IS, i960 Page 3 10. As a suggestion to anyone else who might attend a similar situation, a safety rope with a docen or so lading cards to rope off the area with danger signs would be helpful. Also a camera to record sonr J'* ' ' to describe would be helpiul. OCJ/pla cc: AH Cm;si ty JR Harper JJ Schonaerts GJ Magyar Ftt Carvell GE Evens File EC 3156 B.F. Goodrich Chemical Company Inter-Organization Correspondence Karl Perdue Locadon Cleveland Office Due From 1-larch 2* 1967 2. J. Schrembs Subject Following is the information you requested on transfer of the wrecked 7C1 tank car: Wrecked Car Car Vd Transferred to Location Weight of VC1 in Wrecked Car Weight of VC1 in Car Filled Vd Lost Date GATX 83U8U GATX 8U736 Decoursey* Kentucky L U Decoursey Yards 116,300 pounds 116,200 pounds ICO pounds September 29* 1966 Extent of Car Parage; All catwalks* hand rails on sices and done of car badly damaged and sixty percent missing. Hetal skin covering covering insulation badly torn and large areas crushed against inner tank walls. Kanusl brake wheels missing. Tank car redding assembly bent so badly unable to rod car for level. One VC1 unloading valve leal-sing slightly* Tank car on origin?! trucks and mobile. Tank car* especially trucks* heav: encrusted with mud* etc. Preparations by L j N Hailroad Prior to Unloading: 1. Wrecked car spotted in Decoursey lards in the most isolausd and safest area. 2. Cne nitrogen trailer consisting of four banks of horizontal 11. G-sofn less steel tubing (hose)--two for unloading VC1 and one for nitrogen to pressure VC1 from wrecked car. U- Ilecessary hi-pressure reducing valves (2) to reduce K2 from 3000 psig to 100 psig. Also, pressure gages 0-150 psig and sufficient pipe and fittings to connsct cars and II2 lines. FC. / B. F. GOODRICH CHEMICAL COMPANY 12. Spotted empty VC1 tank car on trade opposite wrecked car* 6. Chocked wheels securely on both cars. Installed derailers and danger signs at least 500 feet from cars. 7* "Installed ground wires between cars and between car domes and under carriages to eight foot long, one-half inch copper ground rods. 8. Tested entire tank car* especially between insulation and inner tank for leaks. Safety Precautions Discussed and Agreed Cn: 1* L & li yard detectives to be present during entire preparation and unloading. Detectives to be in constant contact* via twoway radio* with yard raster to warn him of any emergency so ho could stop all traffic in yards. 2* notified chief of volunteer fire department in area of our operation* etc* 3* Briefed all personnel involved as to" material being handled and emergency procedures- Cautioned them not to smoke in area) carry no natches* lighters* etc.) and use only explcsicnproof lights. U. Thoroughly inspected area by tank cars for storm sewers* drain culverts* land depressions* etc.* in case an uncontrollable severe liquid YC1 leak would drain into or collect in same. In this case* had to seal a 2U1' storm drain over 1/2 mils long under yards that drained into a nearby river. 5. Checked area for any electrically operated equipment* open switches* non-e::plosion proof flood lights* combustion type engine* etc. Installation of Unloading Lines: 1. L 'i H maintenance men installed all unloading equipment. 2* loth unloading lines and nitrogen lines had a section of flexible stainless steel tubing inserted so shifting of cars during unloading would not break rigid piping. 3 * A,150 psig relief valva* h0-l50 psi.g pressure rx'~ * and a , clecd-off valve (to relieve pressure before disconnecting) installed in all '/Cl and N2 linos. rC r>3 \. B. F. GOODRICH CHEMICAL COMPANY 13, - u. Dual pressure regulator* in parallel* installed in ?Ia line in case one Tailed. 5. A check valve installed in Ha line so no VCl could back pressure into Mg cylinders in case of a leak* etc. 6. A flame arrestor installed atop a six foot vent line attached to vapor line of empty (unwrecked) tank car so pressure could be bled off to keep it at 25 p3ig below wrecked car. ; Unloading of Wrecked VC1 Tank Gar: . 1. Alerted yard master of impending operation. 2. Cracked open "Cl unloading valves on wrecked car to purge out air in lines via bleed-off valves. 3- Tested all lines, etc.* for leaks with explosimeter. u. Tested and adjusted Ila pressure regulator (via vent valve) to reduce 3000 psig to 75 psig to wrecked 701 tank car. Increased pressure to 100 psig as unloading progressed to speed up operation. 5. Mo leaks* so opened unloading valves very slowly on empty car and then wrecked car unloading valves. VCl began to flow immediately. 6. Gradually opened M2 valve to 50 psig* then 75 psig* etc., to maintain a 25 psig differential between cars until unloaded. t 7. Checked level in car being filled every 15-30 minutes to be sure liquid flowing into car. 3. kkien rod measurement (by innage chart) indicated level (and amount) in car being filled equal to amount that was in wrecked car* we opened bleed-off valves in unloading line to be sure only vapor in lines and no liquid. 9. As soon as all liquid transferred* pressure immediately equalized between cars--another indication car was empty. or -t Lowered pressure of 1I2 in wrecked car from 100 psig to 50 psig. pC 3159 B. F. GOODRICH CHEMICAL CCMPAHY 14. Conclusion: 1. Unloading required approximately three hours* 2* Used only part or two banks of IT3 cylinders which contained approximately 18,000 cu.ft* 3. Had 350 psig N3 pressure remaining in above cylinders after transfer completed* * U* Due to cooling and light rain, pressure on both cars dropped below fjo psig* Sled-off VCl pressure trapped in unloading lines and fl3 in pressuring line via bleed-off valves and removed same. .6 Ground wires and rod3 removed last. 7. Tagged damaged parts on wrecked car--leaking valve, bent roading unit, etc. 3* rilled car, also tagged as to final rodding, temperature, pressure, etc. is if any more information is needed or if you have questions the enclosed information* Win be glad to cooperate. Cordiallv. sef B. F. GOODRICH CHE-1 ICAL COMPANY E. St. Louis, III. 15 July 1 1, 1968 to July 14, 1913 Vinyl chloride car unloading due to a weld leak. July I960. Car condition: Upright on rails In S.P. yord E, St. Louis, ill. Leah; End cap welded scam where coupling housing, truck wheels are mounted to bottom side of tank. Severity of leak: Minor vapors which increased to liquid droplets upon heat of the day (95-100 F) cousing vapor pressure to go up on tank car. No explosive mixture could be picked up within 5-10 ft. of car end which was leaking. Using a MSA exploslmetur provided by Bureau of Explosives representative, Mr. Adkinson. Safety Precautions; 1. Installed grounding device to the full car and the empty car to which the transfer was to be made. 2. Located Ansul fire extinguishers (4), 3-30 lb .dry chemical, 1-100 lb. dry chemical. 3. installed D A N G E R--V 1NYL CHLORIDE placards on plywood placed on all four sides of damaged car. 4. Informed all hands in S.P. RR office of potential hazard. 5. Barricaded all roads leading to leaker, used red RR reflectors. 6. Switches and/or derails were put up on both tracks while transfer was being made or cars hooked up. PC 3161 B. F. GOODRICH CHEMICAL COMPANY 16. Unloading method: 1. Used 76/230 cu.ft. each N2 cylinders. Tni: was time consuming end expensive. We had to use the individual nitrogen cylinders as rnere v/as no nitrogen trailer available. 2. We proceeded to unload the Car, one into the other, by creating 0 pressure differential by venting off the car we were loading into. 3. During venting we monitored the explosiveness via the MSA explosir-.eter and never did show any reading within 20' or more of the cor venting. The fact that we had a good wind out of fhe west helped. Preparation of car for shipment to repair shop. 1. Filled car completely full of water. 2. Placards turned. 3. Pictures were taken showing safety precautions taken as to signs, fire exrin- guishers. \ 1 3162 B. F. GOODRICH CHEMICAL COMPANY Mansfield, Louisiana August 19, 1969 17. Two cars of vinyl chloride were derailed approximately 100 yards from the KCS station. This was located in a residential section on the east side of town. Both cars were completely off the tracks and almost com pletely separated from the carriage. Neither car was leaking. One car had the dome upright, but the car was lying on an embankment and sitting at about a 30 angle. In this position only about 3/4 of the liquid could be removed without lifting the car. The other car was lying almost horizontal, but the dome was rolled to one side, such that only about 1/2 of the liquid could be removed without lifting the car. It would have taken considerable piping and nitrogen to unload the cars. Also, both would have had to be uprighted in order to be com pletely unloaded. Unloading in this area would create a hazardous con dition. The railroad people in charge decided that it would be easier, safer, and more economical for them to load the wrecked cars on flat cars and return them to our plant to be unloaded. F.C, 3163 ETHYL CORPORATION October 21, 1968 18. The following is a report in connection with the transfer of vinyl chloride from car SHPX 85006 which was wrecked in derailment under load at Trent, Ohio by the Baltimore and Ohio Railroad: This car was loaded and shipped from Baton Rouge on July 25, 1963 for Dow Chemical's account, consigned to the Allied Chemical Co. at Painesville,Ohio. The car was apparently wrecked on August 1, but we were not notified of the incident until September 21. On contacting the B&O Railroad we were advised that the car could not be moved to destination and was being held at Cincinnati for transfer of contents. He also requested our assistance in supervising the transfer of the car which we agreed to do. Empty car SHPX 85176 was prepared at Baton Rouge and forwarded to Cincinnati on October 1 with final arrangements to transfer the car on October 10. The transfer was started using the pump at appropriately 2:30 p.m. However, the pump was not working properly and along with considerable leakage through the packing gland, it was decided to disconnect from the pump and transfer through the hoses. The pump was tried again at a later period but without success. Approximately 50 PSI of nitrogen was main tained on the car during the transfer which was completed at approximately 3:30 a.m. on Saturday, October 11. Maximum safety precautions were maintained at all tines. Provision were made by the Railroad officials to have a fire truck ar.c police guard Cram North Bend at the site during the transfer. The only people in the area were local police and fire chiefs and authorized Railroad officials. ETHYL CORPORATION June 1968 19. This is in reference to the subject car containing vinyl chloride that was wrecked by the Missouri Pacific Railroad at Cotulla, Texas on Mav 27. While the car was in a fire and damaged beyond repair, apparently the greater part of the contents, if not all, remained in the car. As requested by the MOP Railroad, we agreed to have them return this car to Baton Rouge and to remove the contents from the car. The car arrived at the Plant on June 14, contained on a flat car; the combined gross track scale weight on arrival was 204,300 pounds. Laboratory analysis indicated the vinyl chloride in the car was good material and is currently being removed from the car by Hydro-Carbon Operations. The car will be vented down after unloading. FO 31 AS ETHYL CORPORATION . December 1968 20. This is in reference to the subject cars containing vinyl chloride and trichloroethylene that were wrecked in transit on December 11, 1968 at Gilman, Illinois by the Illinois Central Railroad. These cars were shipped from the Baton Rouge plant on December 9, The vinyl chloride car was consigned to Monsanto at Indian Orchard, Mass, and the solvent car was consigned to the Ethyl Terminal at Bayonne, New Jersey. The Railroad advised that both car3 were damaged to the extent that they could not be forwarded to destination and would have to be transferred. Empty solvents car was forwarded from the Baton Rouge plant to Gilman for transfer of the solvents. This was completed ar*d the car was forwarded to destination on December 17. Empty vinyl car was forwarded from the Baton Rouge plant to the Illinois Central Railroad at Markham (Chicago) Illinois for transfer of the vinyl chloride. This was completed and the car for warded to Monsanto on January 8. The transfer of the commodity from both cars was made by the Hulcher Railroad Service Company of Virden, Illinois. However, Mr. W. C. Devall of the H.C. area went to Markham, Illinois to super vise the transfer of the vinyl chloride and reported that the work was performed in a satisfactory manner. FO 3166 THE DOW CHEMICAL COMPANY T U ' '. I V I I r. riJFiPot-r ri/A-, 7V'.4i January 5, 1970 21. Mr. F. G. Stephenson Manufacturing Chemists Association 1825 Connecticut Avenue, N.W. Washington, D. C. 20009 Dear Mr. Steohenson; VINYL CHLORIDt; T RANSP01'TAT1 ON ACC1 DJ.UTS The following train wrecks involved vinyl chloride being shipped by The Dow Chemical Company: Little Rock, Arkansas - September 10, 1964 Tank Car No. ____ Comments UTLX 83345 Transferred to UTLX 83855 reprocessing GATX 64975 Transferred to GATX 64923 reprocessing GATX 79187 Transferred to GATX 64541 rcorocessing returned returned returned for for for Texarkana, Texas - August 23, 1967 GATX 30767 Transferred to GATX 30778 returned for reprocessing UTLX 99160 Car exterior fire damaged - returned for reprocessing. Part of train burned but VCM not involved. Indianapolis, Indiana - January 1, 1968 GATX 30751 Car rerailed, temporary repairs macs, forwarded to customer. Part of train burned but VCM not involved. To date we have had no significant product loss or fires as a result of train wrecks. Very truly yours, es Attachment (1) R. L. Daniel FC 3167