MONTREAL — Canada’s transport minister says the rail car model involved in a fiery crash that killed 47 people in Quebec three years ago will no longer be allowed to transport oil in Canada as of Nov. 1.
Marc Garneau said Monday that older tankers, called DOT-111 cars, and a version jacketed with an extra layer of metal to make it stronger will be taken out of service by Nov. 1, 2016.
Garneau says the new directives are for crude oil only.
A runaway freight train pulling 72 crude-oil laden DOT-111s derailed and exploded on July 6, 2013, killing 47 people and flattening downtown Lac-Megantic, Quebec.
Garneau said tankers carrying crude originating from the U.S. that are not up to code will be prohibited from crossing the border.
Council hears about crude by rail, water infrastructure and EMS costs Tuesday
By Elizabeth Warnimont, July 7, 2016
At its regular meeting Tuesday, Benicia City Council had a busy meeting with lots of activity. First, the Council recognized the Parks and Community Services Department with a proclamation declaring July, 2016 as “Parks Make Life Better Month,” in conjunction with the statewide designation. Parks, Recreation and Cemetery Commission member Rich Payne accepted the proclamation from Mayor Elizabeth Patterson and the City Council.
The Council also confirmed Johanna Ely as Benicia’s sixth poet laureate. Ely spoke briefly about the activities and aims of the laureate program and read a selection of poetry including one titled, “Ode to the Library.”
The final item preceding the council’s consent calendar was a presentation by Assistant Public Works Director Christian Di Renzo on advanced metering infrastructure. Di Renzo provided an overview of the systems currently being considered by the city, outlined the benefits of acquiring a new, electronic metering system, and answered questions posed by the council and a member of the public.
• Public comment
During the public comment period, Marilyn Bardet showed the council photos of both the aftermath of the recent Mosier, Ore. train derailment and explosion as well as some of the Union Pacific track and refuse currently visible in Benicia that she felt were of concern. One photo showed piles of black powder that Bardet referred to as coke dust that has spilled from hopper cars on railroad tracks near Bayshore Road in Benicia, and one showed warped track rail near the trestle towers, among other photos of concern. Bardet pointed out that the discarded railroad ties in one photo presented a fire hazard due to their creosote content.
Bardet suggested that these items be considered for remediation.
The involved, Dot-111 tank cars, modified to 1232 standards, were equipped with full height head shields and metal jackets with insulation. These cars are commonly referred to as jacketed 1232s. During the derailment, a coupler struck one car, mechanically puncturing it. This puncture allowed crude oil to come in contact with an ignition source, leading to a fire that burned for approximately 14 hours.
The four cars involved in the fire were the punctured car and three additional tank cars, two that had their bottom outlet valves sheared off by the derailment and one car with the gasket melted out from under the manway cover.
The Valero proposal, Young pointed out, calls for the use of non-jacketed 1232 cars. These have no full-height head shields and no jackets with insulation. Another concern is the bottom release valves, a common source of ignition in derailment incidents. These valves shear off, causing a leak and then the subsequent fire. The more advanced tank cars have the valve located on top.
Young reminded the Council that Valero is proposing to buy or lease these tank cars. If safety is truly Valero’s first priority, he suggested, then the added expense of choosing safer cars would certainly seem to be worth any added expense. He asked that the Council consider these issues when it addresses the proposal again in September. He added that an even safer car, the Dot-117, will be required by federal law by the year 2020, and suggested that again, in the interest of safety, Valero might consider opting for that model.
SONET The Council approved a resolution to accept a Memorandum of Understanding (MOU) with the Solano County Sheriff’s Office regarding the Benicia Police Department hiring of a full time Sheriff’s Office Narcotics Enforcement Team (SONET) officer, who would report to the SONET sergeant. The officer’s salary would be provided by the sheriff’s office. A resolution approving the MOU was approved by unanimous vote.
First responder fee overview Benicia Fire Chief Jim Lydon presented the Council with a report on the option for the fire department to begin assessing fees for services provided by its Emergency Medical Services (EMS) team. The department would collect insurance coverage information from patients at the point of service and hand them a notice stating that they would be contacting their insurance companies on their behalf.
Chief Lydon emphasized that the department would utilize compassionate billing, which means that the insurance portion of any incurred costs would be considered payment in full, and that fees would only be assessed for services and not for transportation, which is currently provided by an outside ambulance company. He also noted that no patients would be billed directly from the fire department, regardless of their insurance coverage status.
Councilmember Tom Campbell expressed concern over the legality of the compassionate billing procedure and Chief Lydon agreed to investigate that topic further, though he noted that Bay Area cities already following that procedure have not yet encountered problems, to his knowledge.
The presentation was intended to be strictly informational. The fire department desired direction from council as to whether or not to pursue the idea, and council indicated that they should proceed.
PG&E exit fees Councilmember Alan Schwartzman provided the Council with some information pertaining to a proposal to submit a letter to the California Public Utilities Commission (CPUC) regarding the Power Charge Indifference Adjustment (PCIA) fee, essentially an exit fee, charged by Pacific Gas & Electric to customers who have switched to Community Choice Aggregation (CCA) providers such as Marin Clean Energy (MCE).
Schwartzman, an MCE board member as it happens, began by reading from the staff report accompanying the City Council agenda, a complete copy of which is available by visiting the city of Benicia web site under Agendas and Minutes, or by calling the city at 746-4200. Schwartzman’s reading is paraphrased here:
MCE has requested that the city of Benicia submit a letter to the CPUC regarding the PCIA charge increase. The CPUC has consistently denied adequate public input to discuss the fee. Earlier this year, PG&E increased this fee by 95 percent. The proposed letter asks the CPUC to provide a venue for public input. The charge is assessed by PG&E on a per-kilowatt basis to cover power generation costs acquired prior to a customer’s change in service provider.
Schwartzman explained that PG&E procures energy based on anticipated need, so that when customers switch away from PG&E, the company is left with the cost burden of the energy it has already acquired, without corresponding reimbursement from customers.
The CPUC approved the increases at a public meeting, but without allowing CCAs access to the data they would need in order to effectively predict the amount of the fee, information which they would like to be able to pass along to their customers. All CCAs are currently working with the CPUC and Investor-Owned Utilities (IOUs), in order to inform customers how the PCIA fees are calculated and to remain cost competitive.
MCE is asking the city of Benicia to request that the CPUC allow a workshop for public input in order to fairly deal with the PCIA fee.
A motion to approve the submittal of the letter was approved by unanimous vote.
More information A complete copy of the meeting agenda is available at the city of Benicia website at ci.benicia.ca.us or by calling the city at 746-4200. Minutes of the meeting are typically available about two weeks after the date of the meeting. The next City Council meeting will take place Tuesday, July 19 at Council Chambers, City Hall, 250 East L St., beginning at 7 p.m.
Rail Safety Report Card: Only 225 Of Over 100,000 Unsafe Tank Cars Were Retrofitted in First Year
By Justin Mikulka • Monday, May 9, 2016 – 15:12
A year ago, when Federal regulators announced new rules for “high hazard” trains moving crude oil and ethanol, the oil industry protested that the rules were too strict. The main point of contention made by the American Petroleum Institute (API) was that the requirement to retrofit the unsafe DOT-111 and DOT-1232 tank cars within ten years did not allow enough time to get the job done.
Meanwhile, according to information recently provided to DeSmog by the Association of American Railroads, only 225 of the tank cars have been retrofitted in the past year. So, the API may have been onto something because at that rate it will take roughly 500 years to retrofit the entire fleet of DOT-111s and CPC-1232s based on government and industry estimates of fleet size of approximately 110,000.
As DeSmog reported earlier this year, the FAST Act transportation bill that passed in 2015 required that all DOT-111s that have not been retrofitted be retired from crude oil service by 2018. But the bill included the option that “The Secretary may extend the deadlines…if the Secretary determines that insufficient retrofitting shop capacity will prevent the phase-out of tank cars.”
However, prior to the new rule being finalized, Greg Saxton — a representative of leading tank car manufacturer Greenbrier — testified in Congress that there was sufficient shop capacity to meet the timeline noting that,“This is an aggressive timeline, we believe it is achievable.”
Saxton also made the assertion that the lack of new regulations was the issue that was delaying the safety retrofits.
“The only thing holding the industry back is the government’s inaction on proposed new tank car design standards and a deadline for having an upgraded rail tank car fleet.”
Now a year after the new rule was announced, with a mere 225 cars undergoing the safety upgrades, it would appear that was not the only thing holding back the industry.
DeSmog reached out to the Railway Supply Institute, leading oil-by-rail carrier BNSF, and Greenbrier to inquire about the lack of retrofits to date and asked if shop capacity was an issue, but did not receive any response. The Association of American Railroads and the Federal Railroad Administration were unable to provide information on shop capacity.
Unlike Safety, Public Relations On Schedule
Despite not actually making any significant safety improvements to the unsafe DOT-111 tank cars — tank cars called an “unacceptable public risk” by a member of the National Transportation Safety Board — the public relations effort to push the idea that the issue has been addressed appears to be successful.
In an article published in Chicago Magazine in April 2016, the risks of oil-by-rail were covered in detail. However, that article included the following statement, “Those first-generation tank cars, called DOT-111s, have almost all been subjected to new protections, including having their shells reinforced with steel a sixteenth of an inch thicker than used in earlier models.”
But 225 tanker cars clearly does not qualify as “almost all” of the DOT-111 oil tank car fleet.
As DeSmog has noted before, the oil and rail industries are very good at public relations when it concerns this topic. However, as when BNSF said they were buying 5,000 new tank cars that would exceed all safety standards, it often never results in anything more than a press release and some media coverage. BNSF never purchased the 5,000 tank cars.
Unsafe Tank Cars Can Carry More Oil and Bring Higher Profits
In January, Christopher A. Hart, the head of the National Transportation Safety Board, presented his remarks on the NTSB’s safety “Most Wanted List” and once again mentioned the risk of the DOT-111s in moving crude oil.
“We have been lucky thus far that derailments involving flammable liquids in America have not yet occurred in a populated area,” Hart said. “But an American version of Lac-Megantic could happen at any time.”
Why would the industry want to take this risk? Could it be because unsafe cars are more profitable?
The more oil a tank car can haul, the more profitable that oil train will be. The way rail works is that the weight of the car plus the weight of the cargo can only combine to be a certain amount. If your tank car weighs less, you can put in more oil because it effectively has more capacity.
Exxon made this case to regulators prior to the rulemaking. Check out this slide the company presented that points out that adding safety measures “reduces capacity” — which reduces profit.
Tank cars full of volatile Bakken crude oil — deemed an “unacceptable public risk” by an NTSB member — continue to move through communities across North America. And the tank car owners are not moving to make the required safety retrofits.
While oil-by-rail traffic is declining with the current low oil prices, that is unlikely to continue. And with the lack of pipeline infrastructure needed to move dilbit from ever-increasing tar sands oil production, industry opinion holds that rail has a good chance of making a comeback. And they are going to need rail cars to move that oil.
The question remains: Will the Secretary of the Department of Transportation use the loophole in the FAST Act to grant the industry an extension on using DOT-111s past 2018?
If history is any indication, with rail safety improvements such as positive train control being repeatedly delayed for decades — including a recent three-year extension by Congress — it would appear that is a likely outcome if the DOT-111s are needed by the oil industry.
This makes the prediction by the head of the NTSB that “an American version of Lac-Megantic could happen at any time” all the more likely to eventually occur.
Repost from Earthjustice.org [Editor: I’m reposting this map today – it was recently updated and still highly relevant. Earthjustice’s map shows Major Crude-by-Rail Accidents since 2012 (Red Symbols) and communities opposing Crude-by-Rail (Green Symbols). – RS]
More crude oil was spilled in U.S. rail incidents in 2013, than was spilled in the nearly four decades since the federal government began collecting data on such spills.
Since late 2012, as hydraulic fracturing and tar sands drilling created a glut of oil, the industry has scrambled to transport the fossil fuel from drill sites to the east and west coasts, where it can potentially be shipped overseas to more lucrative markets.
The increase in oil rail traffic, however, has not been matched with increased regulatory scrutiny. Oil trains are not subject to the same strict routing requirements placed on other hazardous materials; trains carrying explosive crude are permitted to pass directly through cities—with tragic results. A train carrying Bakken crude oil derailed in the Quebec town of Lac-Mégantic on July 6, 2013, killing 47 people in the small community.
In the absence of more protective regulations, communities across the country are beginning to take matters in their own hands.
Earthjustice represents groups across the country, fighting for protections from crude-by-rail:
DOT-111s are rail cars designed to carry liquids, including crude oil, and have been in service in North America for several decades. They are prone to punctures, oil spills, fires and explosions and lack safety features required for shipping other poisonous and toxic liquids. As crude production in the United States has surged exponentially in recent years, these outdated rail cars have been used to transport the crude oil throughout the country.
The U.S. and Canadian government recognized decades ago that the DOT-111s were unsafe for carrying hazardous materials, finding that the chance of a “breach” (i.e., loss of contents, potentially leading to an explosion) is over 50% in some derailment scenarios.
U.S. and Canadian safety investigators have repeatedly found that DOT-111s are unsafe and recommended that they not be used for explosive or hazardous materials, including crude oil; however, the U.S. government’s proposal to phase out these rail cars fails to take sufficient or immediate action to protect the public.
Q. What is Bakken crude oil?
Bakken crude refers to oil from the Bakken shale formation which is primarily in North Dakota, where production has skyrocketed in recent years due to the availability of newer hydraulic fracturing (“fracking”) techniques. The increase in the nation’s output of crude oil in 2013, mostly attributable to Bakken production, was the largest in the nation’s history.
Bakken crude is highly flammable, much more so than some crude oils. Today, Bakken crude moves in “unit trains” of up to 120 rail cars, as long as a mile and a half, often made up of unsafe DOT-111s.
Q. Are there alternative tank cars available?
Transporting Bakken crude by rail is risky under the best of scenarios because of its flammability. But legacy DOT-111s represent the worst possible option. All new tank cars built since October 2011 have additional some safety features that reduce the risk of spilled oil by 75%. Even so, safety investigators, the Department of Transportation, and the railroad industry believe tank cars need to be made even safer. Some companies are already producing the next-generation rail cars that are 85% more crashworthy than the DOT 111s. Petitioners support the safest alternatives available, and expect that the ongoing rulemaking process will phase out all unsafe cars.
Q. What steps have U.S. and Canadian governments taken?
The U.S. government recognizes that Bakken crude oil should not be shipped in DOT 111 tank cars due to the risks, but has done shockingly little to limit their use.
In May 2014, the DOT issued a safety alert recommending—but not requiring—shippers to use the safest tank cars in their fleets for shipments of Bakken crude and to avoid using DOT 111 cars. Canada, in contrast, responded to the Lac Mégantic disaster with more robust action. It required the immediate phase-out of some DOT-111s, a longer phase-out of the remainder, and the railroads imposed a surcharge on their use to ship crude oil in the meantime.
In the absence of similar standards in the U.S., the inevitable result will be that newer, safer cars will be used to ship crude in Canada—while the U.S. fleet will end up with the most dangerous tank cars.