All posts by Roger Straw

Editor, owner, publisher of The Benicia Independent

Repost from The Daily Breeze
[Editor: See also in the Los Angeles Times: Too much pressure in equipment triggered Torrance refinery explosion. – RS]

Torrance acknowledges gaps in response to ExxonMobil refinery explosion

By Nick Green, Daily Breeze, 02/25/15, 7:16 PM PST

Aerial view of affected area at the Exxon/Mobil refinery in Torrance following an explosion and fire on Feb. 18, 2015. (Brad Graverson / Staff Photographer)

TORRANCE >> In response to criticism in the wake of last week’s explosion at ExxonMobil’s Torrance Refinery, city officials acknowledged this week that a new telephone alert system needs improvement.

“It shows us things we have to tweak and modify,” City Manager LeRoy Jackson said at Tuesday evening’s City Council meeting in response to complaints from the council and public alike. “We did not use all the tools in our toolbox.”

Councilman Tim Goodrich, who formerly worked for a California labor union, was perhaps most critical of ExxonMobil. He wondered whether safety was really the company’s top priority, an issue also raised by United Steelworkers Local 675, which represents workers at the plant.

“Honestly, I’m not at all surprised that happened,” Goodrich said. “How many close calls is ExxonMobil willing to have before we have one we’re really going to regret?”

ExxonMobil officials attended the meeting, but did not respond to the comments.

Municipal officials had expected a big crowd, but there were plenty of open seats in the council chambers and only a handful of people spoke. At a meeting ExxonMobil hosted Friday night, scores of residents vented their frustration.

Still, the incident has attracted the attention of state legislators. The Senate Energy, Utilities and Communications Committee and the Environmental Quality Committee will hold a joint hearing at 6 p.m. March 5 at City Hall to address the emergency response, the refinery’s safety record and impacts to the community.

Inadequacies to the emergency response addressed Tuesday included:

A decision not to use the ExxonMobil emergency siren to alert the community to the explosion and subsequent ash and dust fallout because officials determined the emergency was confined to the 750-acre refinery. “We have this great siren system that wasn’t used and it probably should have been,” Councilman Mike Griffiths said.
A decision not to close the barriers that cordon off Crenshaw Boulevard, the closest thoroughfare to the explosion. “We had a close scrape here,” said Councilman Kurt Weideman. “The question arises in my mind why we didn’t close the barriers on Crenshaw.”
The ineffectiveness of a new, partially implemented Torrance Alerts automated mass telephone notification system that informs residents of what they should do in the case of an emergency or natural disaster. Mayor Pat Furey, who lives two blocks from the refinery, said it took three phone calls before the recorded alert played, while Weideman said he didn’t get one at all at his north Torrance home of 35 years.
Councilman Geoff Rizzo said the alert’s readout on his caller ID did not convey the urgency of the situation, a sentiment echoed by Councilwoman Heidi Ashcraft, who screens all calls to her home phone.
A lack of education about what the public should do when hearing the siren, or as one resident put it: Should people “run like hell” or shelter at their home or office? (It’s the latter.)

“We need, along with the refinery, to do a better job of outreach and educating folks,” Deputy Fire Chief Dave Dumais said Wednesday.

Fire Chief William Racowschi said officials would use the incident as a “baseline” to incorporate what they learned into improving the largely untested mass notification system and other elements of the response.

“We learned a lot and, thank God, it was a localized event that didn’t cause a whole lot of destruction and death,” he said Wednesday.

Note: This version has been changed from the original to reflect Tim Goodrich’s status as a former, not current, worker for a labor union.

CPC-1232, Crude By Rail, Derailment, Diluted bitumen (Dilbit), DOT-111, DOT-117, Fire, Flash point, Tar sands crude

RAILWAY AGE: Why tar sands train became a fireball – bitumen isn’t necessarily safer than Bakken

February 25, 2015 Roger Straw

Repost from Railway Age
[Editor: Significant quote: “This blend of bitumen and petroleum-based diluents, known as “dilbit,” has a low flash point. Thus, the widespread belief that bitumen from Alberta’s northern oil sands is far safer to transport by rail than Bakken crude is, for all intents and purposes, dead wrong. This may be disruptive news for bitumen shippers, carriers, and regulators.” – RS]

Why bitumen isn’t necessarily safer than Bakken

By David Thomas, Contributing Editor, February 23, 2015

Feb. 14, 2015 CN oil train derailment near Gogama, Ontario. CBC News/Dillon Daveikis

The chain reaction fireballs that attended the Feb. 16, 2015 derailment of a CSX unit oil train in populated West Virginia probably blinded observers to the significance of the concurrent derailment and explosions of a CN oil train in a remote and uninhabited area of northern Ontario. Most reports treated the two events as equals, given that both trains consisted of recently manufactured CPC-1232 tank cars loaded with crude oil.

CN’s Ontario conflagration is the more disturbing of the two mishaps: The railroad reported that its train was not carrying the extra-light Bakken crude that, in a series of high-energy derailments since 2013, has proved to be explosive. To the contrary, the CN train was laden with bitumen, the extra-heavy tarry substance extracted from Alberta’s oil sands. Bitumen, in its natural highly viscous form, is considered to be essentially inflammable by petrochemical experts and is rarely considered in safety evaluations of crude by rail.

So why did the bitumen ignite and explode in Ontario’s -40ºC (-40ºF) weather? The reason, based on research consulted by Railway Age, is that the diluent added to make bitumen flow into and out of tank cars makes the blended lading quite volatile.

This blend of bitumen and petroleum-based diluents, known as “dilbit,” has a low flash point. Thus, the widespread belief that bitumen from Alberta’s northern oil sands is far safer to transport by rail than Bakken crude is, for all intents and purposes, dead wrong. This may be disruptive news for bitumen shippers, carriers, and regulators.

The hope for Bakken crude is that it can be treated to remove benzene and other “light end” substances before loading, rendering it mildly flammable instead of highly explosive. The same is not true for dilbit, because the highly volatile diluents are added to the crude to make it less viscous. A safer procedure is to heat bitumen at origin before loading into a tank car and again at destination, prior to unloading. Some tank cars are equipped with internal steam coils for this purpose and are used in crude oil service, but a requirement for such heating elements is not included in the specifications proposed for a future DOT-117 tank car to replace both the DOT-111 and CPC-1232 cars now in CBR service.

According to “Properties of Dilbit and Conventional Crude Oils,” a February 2014 report by the Alberta Innovates consortium of industry, government, and university researchers, “[T]he flash point of fresh dilbit is initially lower than other oil types and is comparable to a diluent.” It says that dilbit will ignite upon exposure to an ignition source at -35ºC, compared to -9ºC for conventional light oil. The flash point of raw diluent is -35ºC or less. The flash point of undiluted bitumen is +151ºC, well above the +60ºC flammability threshold specified in current hazardous materials classification regulations.

The reason for the low flash point of dilbit is that ignitability is determined by a blend’s most volatile components, in this case, the diluent itself: “[T]he flash point is determined by the lowest-boil-point components (volatiles). Consequently, the flash point of the dilbit is governed by the 20%-30% volume diluent component . . . .”

The study defines flash point as “the temperature to which the fuel must be heated in order to produce an adequate fuel/air concentration to be ignited when exposed to an open flame. The flash point of the crude oil is used as an index of fire hazard in North America.”

Thus, flash point is the critical factor in determining whether a tank car breach will lead to its contents burning or exploding upon exposure to the pyrotechnics of a high-energy derailment.

Canada’s Transportation Safety Board can be expected to analyze the dilbit lading of CN’s Ontario accident, as it did the Bakken crude that exploded at Lac-Mégantic in 2013. TSB reported then that Bakken crude is more volatile than other varieties. Should TSB conclude that dilbit has a volatility similar to Bakken crude, as the Alberta research suggests, the hazmat classification of crude oil could be in question.

Commuter train, Derailment, Public transit, Rail accidents, Rail crossings, Train collission

Another derailment: Fifty hurt when Southern California commuter train slams into truck

February 24, 2015 Roger Straw

Repost from Reuters
[Editor: Significant quote: “…in a move that may have helped avert a more catastrophic accident, the train used an emergency braking system moments before impact, and the rail cars had safety features that helped absorb the energy of the crash….” It’s a good thing that safety improvements in commuter cars are well ahead of those for hazmat tank cars. – RS]

Fifty hurt when Southern California commuter train slams into truck

By Michael Fleeman, OXNARD, Calif. Tue Feb 24, 2015 5:40pm EST

An aerial view shows the scene of a double-decker Metrolink train derailment in Oxnard, California February 24, 2015. REUTERS-Lucy Nicholson — An aerial view shows the scene of a double-decker Metrolink train derailment in Oxnard, California February 24, 2015. Credit: Reuters/Lucy Nicholson

(Reuters) – A Los Angeles-bound commuter train slammed into a produce truck apparently stuck on the tracks in a Southern California city before dawn on Tuesday, injuring 50 people in a fiery crash, some of them critically.

The truck driver, who was not hurt, left the scene of the destruction in Oxnard on foot and was found walking and disoriented one or two miles away, Assistant Police Chief Jason Benitez said.

Benitez said the 54-year-old driver from Arizona was not arrested but investigators were trying to determine if there was any criminal wrongdoing in the 5:45 a.m. PST (8:45 a.m EST) wreck, which overturned three double-decker Metrolink rail cars. Two others derailed but remained upright.

While no-one was killed, the force of the impact ripped the truck apart and left burned-out chunks and twisted wreckage still smoldering hours later.

Benitez said it appeared that the truck driver had taken a wrong turn in the pre-dawn darkness and ended up on the tracks, where the rig became stuck as the train approached at 79 miles per hour.

But in a move that may have helped avert a more catastrophic accident, the train used an emergency braking system moments before impact, and the rail cars had safety features that helped absorb the energy of the crash, Metrolink spokesman Jeff Lustgarten said.

“I think we can safely say that the technology worked. It definitely minimized the impact. It would have been a very serious collision, it would have been much worse without it,” Lustgarten said.

The crash came three weeks after a Metro-North commuter train struck a car at a crossing outside New York City and derailed in a fiery accident that killed six people.

TRAIN OPERATOR CRITICAL

Ventura County Emergency Medical Services administrator Steve Carroll said 50 people were hurt in the Oxnard incident, 28 of whom were transported to hospitals.

Among the most seriously injured was the train’s operator, who was in critical condition in the intensive care unit at Ventura County Medical Center, hospital spokeswoman Sheila Murphy said.

The operator, who has not been publicly identified, suffered extensive chest injuries affecting his heart and lungs but was able to communicate with doctors, Murphy said.

National Transportation Safety Board Member Robert Sumwalt said investigators would examine the train’s recorders and seek to determine if crossing arms and bells were functioning properly.

“We are concerned with grade crossing accidents. We intend to use this accident and others to learn from it so that we can keep it from happening again,” Sumwalt said.

The incident took place where the Metrolink tracks cross busy Rice Avenue in Oxnard, a street used by a steady stream of big rigs and farm trucks and lined with warehouses and farmland.

“It is a very dangerous crossing,” said Rafael Lemus, who works down the street from the crash site. “The lights come on too late before the trains come. It is not safe.”

A Ventura County Medical Center spokeswoman said the hospital had received nine victims, three of whom were listed in critical condition.

Los Robles Hospital & Medical Center received six patients with minor injuries such as back, leg or shoulder pain, said spokeswoman Kris Carraway. St. John’s Pleasant Valley Hospital in nearby Camarillo was treating two patients for minor injuries, a spokeswoman said.

The wreck triggered major delays to Metrolink lines across Ventura County, forcing commuters onto buses. Oxnard is an affluent coastal city of some 200,000 about 45 miles northwest of Los Angeles.

In 2008, a crowded Metrolink commuter train plowed into a Union Pacific locomotive in Chatsworth, California, killing 25 people and injuring 135 in an accident officials blamed on the commuter train engineer’s failure to stop at a red light.

In 2005 a Metrolink train struck a sport utility vehicle parked on the tracks in the Los Angeles suburb of Glendale, killing 11 people and injuring 180.

(Reporting by Michael Fleeman in Oxnard, Laila Kearney, Barbara Goldberg and James Dalgleish in New York, Rory Carroll in San Francisco, Eric Johnson in Seattle and Eric Kelsey and Dan Whitcomb in Los Angeles; Writing by Dan Whitcomb; Editing by Jeffrey Benkoe, Bill Trott and James Dalgleish)

Bakken Crude, Benicia CA, BNSF Railway, CPC-1232, Derailment, DOT-111, Earthjustice, Explosion, Fire, Tank car design, Tank car retrofit, Union Pacific Railroad, Valero Benicia Refinery, Valero Crude By Rail, Valero Energy Corporation, Western States Petroleum Association (WSPA)

KQED covers rail and oil industry “show and tell” in Sacramento

February 24, 2015 Roger Straw

Repost from KQED Science, NPR

Railroads, Big Oil Move to Ease Fears Over Crude Shipments

By Daniel Potter, KQED Science | February 24, 2015

This CPC-1232 tank car represents an upgrade over an older models criticized for being easily punctured, but critics say there's still much to be desired. (Daniel Potter/KQED) — This CPC-1232 tank car represents an upgrade over an older models criticized for being easily punctured, but critics say there’s still much to be desired. (Daniel Potter/KQED)

Facing growing apprehension among Californians, railroads and oil companies are trying to allay fears over the dangers of hauling crude oil into the state.

Tensions have been heightened by a spate of derailments, as well as a recently unearthed government report with some sobering projections for the potential cost to life and property from such incidents in coming years. Federal regulators are weighing stricter rules governing everything from modernized braking systems to new speed limits.

In a rare move Tuesday in Sacramento, officials with California’s two major railroads, Union Pacific and BNSF, held a media briefing explaining safety measures ranging from computerized stability controls to special foam for choking out fires.

At the California State Railroad Museum, Pat Brady, a hazardous materials manager for BNSF, showed off a newer model tank car with half-inch thick “head shields” – metal plates extending halfway up on either end. The car was also equipped with “skid protection,” Brady said, pointing to a nozzle underneath that’s designed to break away in a derailment, leaving the valve itself intact, to avert spills.

This tank car, the CPC-1232, is supposed to be safer and harder to puncture than the older DOT-111 version, but it’s facing skepticism after several exploded last week when a train hauling North Dakota crude through West Virginia derailed.

Industry officials at the Sacramento briefing were reluctant to comment about that incident, saying not all the facts are in yet, but several emphasized the importance of keeping trains from derailing to begin with, and claiming that more than 99.99 percent of such shipments arrive safely.

Both BNSF and Union Pacific said tracks used to haul crude through California undergo daily visual inspections, said Union Pacific spokesman Aaron Hunt, as well as a battery of high-tech tests.

“We’re using lasers to measure track gauge and track profile to keep trains on tracks,” he said, and also “pushing ultrasonic waves into our rail to detect potential cracks early.”

Hunt says in a typical month, Union Pacific brings in 1,000 to 1,200 cars loaded with oil, a tiny fraction of the company’s in-state freight. BNSF said its oil haul is even less: about two trains a month. But some predict such shipments could soar in the near future.

Also represented at the briefing was Valero Energy, which is hoping to start bringing two fifty-car oil trains a day to its refinery in Benicia.

“Valero as a company has acquired over five thousand rail cars,” said Chris Howe, a health and safety manager at Valero’s Benicia facility. “We’re able to get a number of them committed to our project, so we will likely be using Valero cars of these newer designs.”

The industry’s shift away from the DOT-111 model is “a useful step,” says Patti Goldman, managing attorney with Earthjustice, who adds that the newer cars are still “not nearly safe enough.”

“What you need to do to prevent catastrophes when trains do leave the tracks is have far better tank cars to be able to prevent the leaks and explosions in the first place,” says Goldman.

Earthjustice is in a legal fight pushing for stronger oversight and regulation. Goldman charges that it’s taking a long time to fully phase out older models because the industry is more focused on growing fleets rapidly.

“That’s just inexcusable,” she says. “We don’t think they’re allowed to do that. We think they need to get these hazardous tank cars off the rails before they start increasing the amount of crude oil that’s going to be shipped on the rails.”

The Benicia Independent ~ Eyes on the Environment / Benicia news & views