Category Archives: North Dakota Industrial Commission

Bakken Crude, Crude By Rail, Derailment, Explosion, Fire, North Dakota Industrial Commission, Oil conditioning, State regulation, Train speed, Volatility

Oil in North Dakota derailment was “Conditioned” but not “Stabilized”

Repost rom ABC News
[Editor:  Note that the oil was CONDITIONED according to North Dakota regulations, but it was not STABILIZED which is a stricter standard currently used elsewhere.  (See The difference between oil “conditioning” and oil “stabilization”.)  The vapor pressure of oil on this train was measured at 10.8 psi. Compare this with DeSmogBlog: “…regular crude oil has a Reid Vapor Pressure (RVP) of 5-7 psi and Bakken crude has an RVP between 8-16 psi. To put that in perspective, gasoline typically has a RVP of 9 psi.”  Note also: “The North Dakota train was traveling 24 miles an hour…much slower than the 50 mph limit imposed by federal regulators.”  – RS]

Oil in North Dakota Derailment Was Treated to Cut Volatility

By Matthew Brown and Blake Nicholson, Associated Press, May 7, 2015, 7:09 PM ET

BISMARCK, N.D. — A shipment of oil involved in an explosive train derailment in North Dakota had been treated to reduce its volatility — a move that state officials suggested could have reduced the severity of the accident but won’t prevent others from occurring.

Hess Corporation spokesman John Roper said the oil complied with a state order requiring propane, butane and other volatile gases to be stripped out of crude before it’s transported. That conditioning process lowers the vapor pressure of the oil, reducing the chances of an explosive ignition during a crash.

Despite the treatment of the crude in Wednesday’s accident, six cars carrying a combined 180,000 gallons of oil caught fire in the derailment 2 miles from the town of small Heimdal in central North Dakota. The town was evacuated but no one was hurt.

Investigators on Thursday recovered wheel fragments from the scene. Those will be sent to a government laboratory for analysis, said National Transportation Safety Board spokesman Keith Holloway. A defective tank car wheel is suspected to have played a role in another oil train accident, in Galena, Illinois, on March 10.

The North Dakota train was traveling 24 miles an hour, Holloway said, much slower than the 50 mph limit imposed by federal regulators.

The state volatility standard went into effect last month. It came in response to a string of fiery oil train accidents, including a 2013 derailment in Lac-Megantic, Quebec that killed 47 people and a derailment and fire near Casselton, North Dakota last year.

Members of Congress have called for a stricter, national volatility standard for crude moved by rail.

Roper said the Hess shipment was “fully in compliant with North Dakota’s crude conditioning order.” It was tested immediately prior to loading onto a BNSF Railway train in Tioga and had a vapor pressure of 10.8 pounds per square inch — compared to the 13.7 pounds per square inch maximum under the state standard.

Reducing the explosiveness of crude moved by rail was not supposed to be a cure-all. Federal regulators last week announced a new rule that calls for stronger tank cars better able to withstand a derailment and more advanced braking systems to help keep fuel-carrying cars on the tracks.

“Our oil conditioning order in no way will prevent an accident,” said Alison Ritter with the North Dakota Industrial Commission, which set the vapor pressure standard. “Oil is still going to burn. That’s why the oil was produced. But it’s not as explosive.”

The first witness on the scene Wednesday, 68-year-old Heimdal resident Curt Benson, said he heard and felt an explosion in his house and then witnessed three or four more explosions when he got to the scene. He said it was nowhere near the magnitude of the Casselton explosions, which he saw on television footage.

“I would say that ours was somewhat minor compared to theirs,” Benson said.

Casselton Fire Chief Tim McLean said the disaster outside of that city appeared much worse than the Heimdal incident, but there were other factors to consider than just the volatility of the oil. The Casselton derailment involved more than twice the amount of crude and different kinds of tanker cars, he said. Another freight train, carrying soybeans, also was involved in Casselton and provided more fuel for the fire.

Democrats in Congress contend more needs to be done to reduce the danger of oil shipments by rail that pass through more than 400 counties including major metropolitan areas such as Seattle, Chicago and Philadelphia. Most of that oil comes from the Bakken region of North Dakota, Montana and Canada.

“Why do we let trains with this volatility pass through every day? Why are we letting these guys get away with that?” U.S. Sen. Maria Cantwell, a Washington state Democrat, said in an interview last week after federal regulators unveiled the braking and tank car rule.

BNSF vice president Mike Trevino did not immediately know how much of the oil in Heimdal burned, how much spilled and how much was left in the cars after the fire was extinguished.

The railway was working to remove the derailed cars and repair the track Thursday. It planned to re-open the line Friday afternoon, Trevino said.

The line runs next to an intermittent waterway known as the Big Slough, which drains into the James River about 15 miles downstream. Oil got into the slough, but it was contained and was being recovered, state Emergency Services spokeswoman Cecily Fong said early Thursday.

The tank cars that burst into flames were a model slated to be phased out or retrofitted by 2020 under a federal rule announced last week. It’s the fifth fiery accident since February involving that type of tank car, and industry critics called for them to be taken off the tracks immediately to prevent further fires.

For residents of Heimdal and surrounding Wells County, which oil trains cross daily, the disaster was the realization of something they always feared might happen, County Commission Chairman Mark Schmitz said.

“It’s definitely been in the back of everybody’s minds,” he said.

———

Brown reported from Billings, Montana.
Bakken Crude, Crude By Rail, Derailment, Explosion, Funding for emergency response, North Dakota Industrial Commission, Oil conditioning, Oil stabilization

The difference between oil “conditioning” and oil “stabilization”

Repost from The Daily Yonder, Speak Your Piece
[Editor: Ok, I knew North Dakota regulators were working on regulations to get rid of volatile gases in the crude they ship by train, but I didn’t pay attention: I missed understanding the difference between oil “conditioning” and oil “stabilization.”  If Ron Schalow is right, North Dakota officials are far from fixing the problem of volatile crude oil “bomb trains.”  This is an important distinction – read on….  – RS]

North Dakota’s Other Oil Boom

North Dakota regulators could lessen the danger of crude-oil explosions that have killed bystanders and damaged property. Instead, the state’s Industrial Commission is likely to allow oil producers to continue shipping dangerous crude across North America when a commonly used fix is possible.
By Ron Schalow, 11/24/2014
A train carrying crude oil killed 47 people when it derained and exploded in Lac-Mégantic, Quebec, in July 2013. | Photo by Paul Chiasson/The Canadian Press

The safety of millions of Americans who live, work or play within a mile of tracks where Bakken oil trains run are in the hands of three mortal men.

Unfortunately, these men make up the North Dakota Industrial Commission.

“It’s a little like the Wild West up in the Bakken, where everybody gets to do what they want to do,” says Myron Goforth, president of Dew Point Control LLC, in Sugarland, Texas. “In the Eagle Ford (Texas shale play), you’ve got to play by the rules, which forces the oil companies to treat it (crude) differently.”

Not in North Dakota, where oil regulators are finally feeling pressure to require the Bakken oil producers to render the trains non-explosive. The push comes six years after the first massive Bakken oil train explosion outside of Luther, Oklahoma, and seven months since the last, in downtown Lynchburg, Virginia, where a quirk of physics turned the exploding tanker cars towards the river, sparing many people and buildings.

Making the trains safer has been possible all along. It seems that politicians in some states don’t want their citizens or towns incinerated, nor do they wish to watch property values drop in the meantime.

Will the North Dakota Industrial Commission act?

Spoiler alert: No.

The Bakken crude needs to be “stabilized,” to remove all explosive “natural gas liquids” such as ethane, propane and butane. That requires billions of dollars in additional equipment and infrastructure, and the oil companies don’t want to pay for it.

Stabilization is a standard practice in many other parts of the United States. And it’s a required part of preparing crude for shipment via pipelines. The explosion risk North Dakota’s lack of regulation imposes on railroad communities all over North America is completely unnecessary. And requiring stabilization would a further boost to the state’s economy. But that’s not enough for the commission.

Instead, the commission is going to sell a different process called “conditioning,” which the oil companies have been doing all along. And conditioning doesn’t do the job, unless you think that job should include towering fireballs, mushroom clouds, charred buildings and graves.

Railway Age explains the difference well:

This conditioning lowers the ignition temperature of crude oil—but not by much. It leaves in solution most of the culprit gases, including butane and propane. Even the industry itself says conditioning would not make Bakken crude meaningfully safer for transportation, though it would make the state’s crude more consistent from one well to another.

The only solution for safety is stabilization, which evaporates and re-liquefies nearly all of the petroleum gases for separate delivery to refiners. Stabilization is voluntarily and uniformly practiced in the Eagle Ford formation in Texas.

And, right on cue, on November 13 North Dakota Department of Mineral Resources Director Lynn Helms presented the North Dakota Industrial Commission with proposed new standards (there never were any old standards) to “condition” the Bakken crude, supposedly for the purpose of making the Bakken oil trains non-explosive. Or somewhat less explosive, kinda not explosive, or to get the height of the fireballs down into double digits… I don’t know.

A crude-oil train derailed and exploded in Lynchburg, Virginia, in the spring of 2014. Photo by Elyssa Ezmirly

But, if the goal is to render the Bakken oil trains NON-explosive, the proposal to “condition” the crude isn’t going to cut it.

I repeat, the producers have always “conditioned” the crude, but, evidently, now they’re going to be “forced” by the North Dakota Industrial Commission to turn the knob a few notches to the right, and everything will be peachy.

If it was that simple, perhaps they should have done that before dozens of people got killed – maybe sometime shortly after the first Bakken oil train derailed and blew sky high in 2008.

Commission Chair and North Dakota Governor Jack Dalrymple has so much faith in “conditioning” that his own emergency exercise of a Bakken oil train derailment and explosion estimated 60 casualties in Bismarck or Fargo, both medium-sized cities in North Dakota. One can only guess the number of deaths, if a Bakken train were to jump the rails in Minneapolis or Chicago.

Furthermore, taxpayers are footing the bill for billions to outfit, equip and train firefighters and emergency personnel to deal with a Bakken oil derailment and explosion. Quebec is on the hook for the $2.7 billion disaster in Lac-Megantic, a village of 6,000. That explosion required responses from “more than 1,000 firefighters from 80 different municipalities in Quebec and from six counties in the state of Maine,” according to a report by the Transportation Safety Board of Canada.

How much will it cost your community if tragedy strikes? Will North Dakota pay?

But, there is a bright side. When the next, or the next, or the next Bakken oil train disaster kills more people and decimates a section of Albany or Sacramento or Missoula or Perham, North Dakota can quit worrying about how to spend all of the money piling up in the Bank of North Dakota from oil production revenues. It will be gone to the survivors and a long list of stakeholders.

The loss will be due to willful negligence, disinterest or incompetence on the part of three men.

Ron Schalow lives in Fargo, North Dakota, and is part of the Coalition for Bakken Crude Oil Stabilization.