Tag Archives: oil train

Bakken Shale, Derailment, Environmental Impacts, Rail industry, Rail tanker cars

Wall Street: Bakken Crude Carries Higher Risks

Repost from Wall Street Journal

Bakken Crude Carries Higher Risks

Data Show Oil From North Dakota, Mostly Carried by Rail, Is More Combustible Than Other Types

Crude oil from North Dakota’s Bakken Shale formation contains several times the combustible gases as oil from elsewhere, a Wall Street Journal analysis found, raising new questions about the safety of shipping such crude by rail across the U.S.
Federal investigators are trying to determine whether such vapors are responsible for recent extraordinary explosions of oil-filled railcars, including one that killed several dozen people in Canada last summer.The rapid growth of North Dakota crude-oil production—most of it carried by rail—has been at the heart of the U.S. energy boom. The volatility of the crude, however, raises concerns that more dangerous cargo is moving through the U.S. than previously believed.Neither regulators nor the industry fully has come to terms with what needs to be done to improve safety. But debate still rages over whether railcars need to be strengthened, something the energy industry has resisted.”Given the recent derailments and subsequent reaction of the Bakken crude in those incidents, not enough is known about this crude,” said Sarah Feinberg, chief of staff at the U.S. Transportation Department. “That is why it is imperative that the petroleum industry and other stakeholders work with DOT to share data so we can quickly and accurately assess the risks.”

The Journal analyzed data that had been collected by the Capline Pipeline in Louisiana, which tested crude from 86 locations world-wide for what is known as vapor pressure. Light, sweet oil from the Bakken Shale had a far higher vapor pressure—making it much more likely to throw off combustible gases—than crude from dozens of other locations.

Neither federal law nor industry guidelines require that crude be tested for vapor pressure.  Marathon Petroleum Corp., which operates Capline, declined to elaborate on its operations except to say that crude quality is tested to make sure customers receive what they pay for.

According to the data, oil from North Dakota and the Eagle Ford Shale in Texas had vapor-pressure readings of over 8 pounds per square inch, although Bakken readings reached as high as 9.7 PSI. U.S. refiner Tesoro Corp., a major transporter of Bakken crude to the West Coast, said it regularly has received oil from North Dakota with even more volatile pressure readings—up to 12 PSI.

By comparison, Louisiana Light Sweet from the Gulf of Mexico, had vapor pressure of 3.33 PSI, according to the Capline data.

Federal regulators, who have sought information about vapor pressure and other measures of the flammability and stability of Bakken crude, have said the industry hasn’t provided the data despite pledges to do so.

The industry’s chief lobbying group said it was committed to working with the government but that historically it hadn’t collected the information. The energy industry has resisted the idea that Bakken Shale oil’s high gas level is contributing to oil train explosions, but the American Petroleum Institute is revisiting the question.

David Miller, head of the institute’s standards program, said a panel of experts would develop guidelines for testing crude to ensure it is loaded into railcars with appropriate safety features.

The rapid growth in transporting oil by rail was rocked by several accidents last year. Last summer a train loaded with 72 cars of crude exploded, leveling downtown Lac-Mégantic, Quebec, and killing 47 people. Later in the year, derailed trains exploded in Alabama and North Dakota, sending giant fireballs into the sky.

Most oil moving by rail comes from the Bakken Shale, where crude production has soared to nearly a million barrels daily at the end of last year from about 300,000 barrels a day in 2010.

The rapid growth in Bakken production has far outpaced the installation of pipelines, which traditionally had been relied on to move oil from wells to refineries. Most shale oil from Texas moves through pipelines, but about 70% of Bakken crude travels by train.

Bakken crude actually is a mixture of oil, ethane, propane and other gaseous liquids, which are commingled far more than in conventional crude. Unlike conventional oil, which sometimes looks like black syrup, Bakken crude tends to be very light.

“You can put it in your gas tank and run it,” said Jason Nick, a product manager at testing-instruments company Ametek Inc. “It smells like gasoline.”

Equipment to remove gases from crude before shipping it can be hard to find in the Bakken. Some Bakken wells are flowing so quickly that companies might not be able to separate the gas from the oil, said Lynn Helms, director of North Dakota’s Department of Mineral Resources. “At a really high flow rate, it is just much more difficult to get complete gas separation,” he said.

There also is a financial benefit to leaving gaseous liquids in the oil, because it gives companies more petroleum to sell, according to Harry Giles, the retired head of quality for the U.S. Energy Department’s Strategic Petroleum Reserve.

The federal government doesn’t spell out who should test crude or how often. Federal regulations simply say that oil must be placed in appropriate railcars.

There are three “packaging groups” for oil, based on the temperatures at which it boils and ignites. But these tests don’t look at how many volatile gases are in the oil, and that is the industry’s challenge, according to Don Ross, senior investigator with the Transportation Safety Board of Canada.

Without clear guidance, some oil producers simply test their crude once and generate a “material safety data sheet” that includes some broad parameters and characteristics.

Much of the oil industry remains resistant to upgrading the 50,000 railcars that are used to carry crude oil, saying it would be too time consuming and expensive. The problem, they argue, isn’t the cargo but a lack of railroad safety.

—Laura Stevens and Tom McGinty contributed to this article.

Rail industry, Rail Safety, Spill prevention and response

New design for safer tank cars

Repost from The Department of Civil and Environmental Engineering, College of Engineering, University of Illinois at Urbana-Champaign

New method will optimize car design for safer hazmat transport by rail

07/23/2013
http://cee.illinois.edu/tankcardesign
By Leslie Sweet Myrick

Transportation and structural engineering researchers are teaming up to develop an analytical method to measure the safety performance of railroad tank cars. Their techniques will be used to establish new industry standards to ultimately reduce the risk of transporting hazardous materials (hazmat) by rail.

“Although 99.998 percent of rail hazmat shipments reach their destination without a release caused by a train accident, potential tank car releases from train accidents could lead to severe consequences, especially if they happen in highly populated areas,” said M. Rapik Saat (BS 03, MS 05, PHD 09), a research assistant professor in the Rail Transportation and Engineering Center (RailTEC).

Saat and his colleague Christopher P.L. Barkan, professor and executive director of RailTEC, are working with Junho Song and Paolo Gardoni, both associate professors in structural engineering, to understand how new tank car designs will perform in accidents.

“A series of catastrophic tank car accidents in the 1960s and early 1970s led to several new safety features and the compilation of databases of information to measure and predict the safety of cars in service,” Barkan said. “As these databases were expanded and refined, it became possible to assess which combinations of changes in tank car safety design were most likely to maximize safety benefits. As part of a project we are finishing up during summer 2013, we updated a statistical model to evaluate tank car safety design using all the new accident information gathered since 1995. We were able to provide significant insight into the effects of some train operational factors, such as speed, that may be related to potential safety improvements that were not previously recognized because of a lack of quantitative information.”

While statistical models have been useful to evaluate existing tank car designs, the ongoing interdisciplinary collaboration between CEE’s railroad and structural engineering groups will pave the way for development of an analytical model to bridge statistical and analytical modeling (i.e. finite element analysis) approaches. For example, the interdisciplinary approach adds the ability to assess potential benefits of using new steel materials and/or structural configurations.

Tank car safety design optimization needs to consider the tradeoff between safety and efficiency, Saat said.

“For example, if you increase a tank car’s thickness, you may make it safer, but you decrease its capacity, and therefore may need more tank cars to carry the same amount of material. Our goal is to help industry find the optimal designs,” he said.

The development of this new analytical model is driven by industry and will be used for policy making.

“For example, with a new tank car design, they will do physical testing and finite element modeling to come up with the puncture energy and then translate the puncture energy to determine potential rate of release with a certain level of uncertainty,” Saat said. “This will advance the industry’s risk-based decision making to ultimately reduce the risk of transporting hazmat by rail.”

The work is a collaborative effort between government agencies and private industries involved in hazmat transportation in North America and is sponsored by the Association of American Railroads, Railway Supply Institute, American Chemistry Council, Chlorine Institute and Fertilizer Institute. CEE graduate students Laura Ghosh and Xiaonan Zhou have contributed to the project as well as Stephen Kirkpatrick from Applied Research Associates and Todd Treichel of the RSI-AAR Railroad Tank Car Safety Research and Test Project. At least one structural engineering student will also join the project team this fall.

The first phase of the new analytical model is expected to be completed in 2014.

Photo: A tank car built by Trinity Industries to the new standards with thicker shell and head and lower-profile protective housing. Risk and optimization models from CEE researcher Rapik Saat’s Ph.D. dissertation work were used to identify potential enhanced tank car designs to transport toxic inhalation hazard materials. These were later used by the U.S. Department of Transportation to develop hazardous material tank car regulations in 2009.

Crude Oil, Rail Safety, Rail tanker cars, Spill prevention and response

Train sprays crude oil for nearly 70 miles

Repost from The Brainerd Dispatch

Train sprays crude oil for nearly 70 miles

 Posted: February 5, 2014

RED WING – A southbound Canadian Pacific train leaked a trail of about 12,000 gallons of crude oil Monday morning after passing through Red Wing, according to the Minnesota Pollution Control Agency.

MPCA emergency responders worked with railroad personnel throughout the day Tuesday to gauge the extent of the spill and check for environmental damage, MPCA spokeswoman Cathy Rofshus said.

She described the leak as a “light spray on the ballast rocks” that stretches for nearly 70 miles of track.

A duty officer’s report from the Minnesota Department of Public Safety says the leak started in Red Wing and continued past Winona before it was reported around 9 a.m. Monday. Crews reportedly stopped the train and fixed a missing valve or cap responsible for the spill.

Investigators spent the day Tuesday looking for areas where the oil may have pooled, but so far none has been found, Rofshus said.

Bakken Shale, Derailment, Rail Safety, Spill prevention and response

Yet another derailment – in central Philadelphia

Repost from Philadelphia-based Protecting Our Waters.  Pay close attention to paragraph 2 … “Unlike in previous U.S. explosions, this is a densely-populated area…in close proximity to large institutions, among them Drexel University, the University of Pennsylvania medical complex, including Children’s Hospital; and the University of Pennsylvania.”

A Near Miss from Disaster: Oil Train Derails in Philadelphia

January 20, 2014

by

Bakken Shale oil train derailed over the Schuylkill River in Philadelphia on January 20th, 2014. Photo: NBC Chicago/SkyForce

Philadelphia’s wake-up call is here. A few months ago, Protecting Our Waters started warning people about the dangers of the fracked oil trains coming to Philadelphia from the Bakken Shale formation out west. We’ve reported on multiple oil train explosions and derailments across North America, one of which, in Lac Megantic, Canada killed 47 people. As of this morning, the threat of an accident here in Philadelphia is no longer hypothetical.

Just after 1 a.m. this morning, seven cars of a 101-car CSX train from Chicago derailed on the Schuylkill Arsenal Railroad bridge over the Schuylkill River. Six were carrying crude oil, and one was carrying sand. ABC 6 Action News and Fox Philadelphia have short videos on the derailment, although the AP story they include incorrectly states that the accident occurred around 1 p.m. The bridge runs just south of the South Street Bridge from University City to Grays Ferry. It also runs over the heavily-trafficked Schuylkill Expressway, which was shut for two hours following the derailment. Unlike in previous U.S. explosions, this is a densely-populated area. It’s also in close proximity to large institutions, among them Drexel University, the University of Pennsylvania medical complex, including Children’s Hospital; and the University of Pennsylvania.

The Schuylkill Arsenal Bridge over the University of Pennsylvania's fields, the Schuylkill Expressway, and the Schuylkill River. From Google Maps

As the trains were carrying oil from out west and following a route we know that the Bakken oil trains take on their way to the Philadelphia Energy Solutions refinery in South Philadelphia, it’s a safe bet that these were the same trains that have derailed and exploded four times in the last eight months and whose construction and contents are becoming notorious for their safety hazards. Of course, it doesn’t help that the trains were crossing a 100-year-old bridge that now sees two mile-long oil trains each day. Fortunately, none of the cars fell off the bridge, nor have authorities found any leaks. News photos show the cars almost dangling from the narrow two-track bridge, precariously close to falling into the river. As of 9 a.m. this morning, they were still there.

As with pipeline explosions and leaks, it seems like oil train derailments and explosions are becoming business as usual. Also as usual, authorities aren’t sure what may have caused the train to derail. That’s a question that needs to be answered before any more of these trains run. Will it be? That’s partly up to us– and to you.

So Philadelphians, or anyone else living in the path of these “bomb trains”: write and call your elected officials and ask them if they have an evacuation plan for if disaster occurs. Urge them to make sure the trains are stopped to ensure residents’ safety; join our regional letter-writing campaign (contact powinquiries@gmail for fact sheets and more information), and tell your neighbors about the threat chugging right through our backyards.