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In this preliminary settlement, Norfolk Southern would provide each resident who was left and did not seek medical attention within 72 hours of the mishap a flat amount of $2,000 for the evacuation plus $200 per person per day of the evacuation. These amounts are separate from any home damage claims.

On Might 22, 2006, Avondale Mills' CEO, Robert Williams Sr., announced that his company would close all its plants, business and sales offices no later than July 25, throwing more than 4,000 employees across 4 states out of work. Mr. The Most Complete Run-Down cited the 2005 derailment as the primary factors for the business's failure.

The plant accounted for 40% of the company's sales. Stephen Felker Jr., Avondale's supervisor of business development mentioned,"We were prepared to weather the storm of international competition. What we weren't prepared for was an event such as this derailment, which was completely beyond our control." Avondale Mills Inc. reached a $215 million settlement with its insurance coverage company for damages brought on by the train derailment and fatal chemical spill.

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However, G. Stephen Felker Sr. mentioned "We do not believe that the settlement totally compensates us for the complete worth of the losses incurred as an outcome of the Norfolk Southern derailment" and said that the company plans to pursue a claim or seek a settlement versus Norfolk Southern. That suit ended with another settlement, for a concealed sum.

The report concluded that neither equipment failure nor crew fatigue or drug or alcohol usage was a consider the mishap. It further concluded that the level and immediacy of emergency action to the mishap was wholly appropriate for the situation. As an outcome of this accident and a comparable accident on the Burlington Northern and Santa Fe Railway on January 8, 2005, the United States Federal Railroad Administration (FRA) launched to railways a pointer of federal policies on treatments for turnout operation and security treatments.

When trains are needed to clear the mainline track, they will not report that the track is clear up until there are no obstructions on the mainline track and all turnouts are set for the mainline position and secured location. The FRA even more advised that railways should: make sure that their internal guidelines consist of appropriate security treatments concerning turnout position.