BP Cherry Point will allow only newer-model train cars at its crude oil terminal
By Samantha Wohlfeil, The Bellingham Herald, October 11, 2014
BP Cherry Point has announced its rail terminal will no longer accept or unload any Bakken region crude oil from pre-2011 standard tank cars.By the first week in October, the facility had stopped using older DOT-111 cars for crude, BP spokesman Bill Kidd said.
After several high-profile derailments in the last year, groups concerned about the safety of oil trains have rallied around a call to have companies trade in all old DOT-111 rail cars, which are used to carry a variety of hazardous and flammable liquids, for higher standard cars, like the CPC-1232.
For decades the DOT-111 cars have been found more likely to puncture or burst. The National Transportation Safety Board, which recommended upgraded regulations for crude oil and ethanol cars in 2011, is working on updating rail safety standards.
The newer cars have thicker shells, head shields on either end of the car and improved valve protection.
BP Cherry Point, which received its first crude shipment from the Bakken region Dec. 26, 2013, was already using CPC-1232 tank cars to receive about 60 percent of its crude oil from that area and had planned to get about 400 more by the end of 2014, Kidd said.
“But we expedited that in order to respond to community concerns,” Kidd said. “We pulled a lot of leverage to get to this point.”
The refinery now uses a fleet of about 700 CPC-1232s.
The NTSB could require companies to phase out the DOT-111 cars for crude oil shipping over the next couple of years.
About 70 percent of the crude oil rail cars that BNSF Railway currently moves through Washington state are already the newer design, said Gus Melonas, BNSF spokesman for the Pacific Northwest.
Transition to crude by rail
For two decades the refinery received crude oil only by pipeline, later adding waterborne tanker service, Kidd said. But Alaskan crude oil has turned into the last type the refinery is interested in, due to price.
Though many people did not see it coming, mid-continent shale formation crude oil has become a cheaper option and an advantage for the refinery, Kidd said.
“It’s completely turned the industry on its head,” Kidd said. “Without access to crude by rail, this refinery cannot compete. … If there was a pipeline there wouldn’t be the big discount. Right now there is no other way to move it.”
The Cherry Point rail terminal is made up of two complete loops that allow the refinery to hold up to two trains of about 120 cars – one full and one empty.
It takes crews from BP contractor Savage Services about 18 to 20 hours to offload a train loaded with crude oil using gravity to drain one quarter of the train at a time, said BP Operations’ Ryan Kennedy, who oversees the rail terminal work. Once crews unload a train, it sits empty while BNSF sends a crew back to the facility to pick it up.
The loop is about as flat as it gets, both for working purposes and safety, Kennedy said. A 0.25 percent grade keeps couplers between the cars tight when the trains are parked, and there is a slight grade at the entrance to/exit from the loop so in the event a train did get loose for whatever reason, it would not leave the refinery.
A variety of safety precautions, like plastic liners built in under the rail loop and bins placed under each hose when the cars are hooked up for draining, are designed to prevent bad situations, Kennedy said.
“There’s a lot of fat built in naturally, a lot of redundancy,” Kennedy said. “We secure the train above and beyond the minimum requirement. We’ve determined the standard for the longest train we could hold and we put on that many brakes for all trains, regardless of length.”
BP’s terminal is permitted to receive an average of one unit train per day. It currently gets about 25 per month, Kennedy said.
Refinery Manager Bob Allendorfer said the facility is always going to be progressive when it comes to safety.
“Safety is always first, and you have to get it right,” Allendorfer said.
Protect the wild, tomorrow’s child
Protect the land from the greed of man
Take down the dams, stand up to oil
Protect the plants, and renew the soil
Who’s gonna stand up and save the earth?
Who’s gonna say that she’s had enough?
Who’s gonna take on the big machine?
Who’s gonna stand up and save the earth?
This all starts with you and me
Damn the dams, save the rivers
Starve the takers and feed the givers
Build a dream, save the world
We’re the people know as earth
Who’s gonna stand up and save the earth?
Who’s gonna say that she’s had enough?
Who’s gonna take on the big machine?
Who’s gonna stand up and save the earth?
This all starts with you and me
Ban fossil fuel, draw the line
Before we build, one more pipeline
Ban fracking now, save the waters
And build a life, for our sons and daughters
Who’s gonna stand up and save the earth?
Who’s gonna say that she’s had enough?
Who’s gonna take on the big machine?
Who’s gonna stand up and save the earth?
This all starts with you and me
Who’s gonna stand up
Who’s gonna stand up
Who’s gonna stand up
Who’s gonna stand up
Who’s gonna stand up
Kern County has approved the expansion of two of its three existing or proposed oil terminals that would increase the amount of oil moving by train by 620 percent.
This has the potential to be both a good and a bad thing.
First the good. California due to its location and its need for specialized refineries to meet air quality standards is not benefitting from lower gas prices triggered by America’s shale oil boom While the fracking revolution has reduced the nation’s oil imports from Russia, Saudi Arabia, Iraq and other countries by 30 percent since 2004 for the rest of the United States, California imports have jumped 33 percent during the same time frame.
Oil costs $15 more per barrel from overseas and the North Slope in Alaska than it does from domestic sources in the Lower 48 states.
There is no pipeline that crosses the Rockies into the West to carry crude oil. At the same time, just 1 percent of California’s monthly oil needs — 500,000 barrels — is now moved by rail. Eight planned oil terminals throughout the state could push that amount to 15 million gallons a month or a third of California’s oil use.
It costs $12 a barrel to move oil by train from the Bakken oil fields to California.
That translates into $3 less per barrel. By tapping into North Dakota crude, California drivers could benefit at the pump.
Currently Kern County terminals have the capacity to handle 57 tank cars of oil a day. If all of the proposed expansion is completed, the oil terminals could handle 357 tank cars a day. Each tanker holds an average of 700 barrels of crude oil.
The most direct route from the Bakken oil fields to Kern County is via Donner Pass using the Union Pacific. That would bring significantly more oil tanks cars through Lathrop, Manteca, Ripon, Modesto, Ceres, and Turlock.
Santa Fe serves Kern County from the southeast.
Should all plans go forward in Kern County and Union Pacific moves the crude, it creates the potential for three 100-car oil trains a day.
That would be on top of intermodal train traffic where truck trailers are carried on flat cars that is expected to increase as UP expands their Lathrop terminal.
Up until the surge in shale oil production a strong argument could be made that shipping crude and dangerous chemicals by rail is substantially safer than by truck for miles covered.
But recent crude oil train derailments and explosions have upset that premise. Shale oil crude has turned out to be more volatile than regular crude. There has been a push to retrofit existing tank cars or deploy new ones that are less susceptible to exploding in a train derailment.
An oil train derailment in Quebec last year killed 47 people.
That’s why increased oil movement by rail makes many people nervous for obvious reasons.
That said a lot of potential explosive and toxic materials move daily through the Valley by rail.
And 26 years ago Manteca had a train derailment involving several tankers carrying toxic chemicals in the early morning fog that forced the evacuation of over 2,000 people.
Moving goods whether it is oil or a truckload of potato chips is never without risk.
Union Pacific’s has a fairly impressive safety record and routinely monitors and upgrades their main line through the San Joaquin Valley.
Also, surrounding fire agencies do joint drills in case the unthinkable happens.
Even so local elected officials need to start thinking about a couple of things. Increased train traffic — whether it is oil trains, regular freight trains or intermodal trains — means more waiting at crossings. More waiting usually means more impatient motorists — a primary ingredient for train disasters.
At the same time Altamont Corridor Express is pushing to extend passenger train service to Modesto, Turlock and eventually Merced. The original 2018 timetable now looks a tad ambitious. But sometime in the relatively near future it can happen.
And because of that, Manteca’s elected leaders need to lobby hard to make sure ACE goes with a plan to double tracks between Modesto and Lathrop.
It reduces scheduling conflicts for freight, oil and passenger movements. And it also will somewhat reduce waiting times at crossings. Currently, it isn’t uncommon for twice a day for trains to block the Austin Road and Industrial Park Road crossings for 15 to 20 minutes while waiting for a train to pass.
Given the potential for eight passenger trains a day between Modesto and Lathrop once the ACE extension is up and running and even more when it connects with high speed rail at Merced to ferry passengers between there and Sacramento, double tracking becomes essential.
This is not one of those “we can wait to see what happens” things. The coming of more oil trains is a clear signal Manteca needs to start pursuing those in charge of planning the ACE extension to make sure the route through Manteca is double tracked not just for safety’s sake but also to make taking rail a viable commuting alternative.
Trending that caught Doug’s eye: Canadian rail disasters
By: Doug Speirs, 10/11/2014
A derailment in Mississauga caused explosions and the release of chlorine gas. More than 250,000 people fled. At the time, it was North America�s largest-ever peacetime evacuation. CP – Bill Sandford / The Canadian Press files
As train derailments go, it was something to see.
Last Tuesday, a 100-car CN freight train carrying dangerous goods derailed in central Saskatchewan, sending plumes of thick black smoke billowing into the sky and forcing residents of a nearby hamlet to flee.
One day later, the residents of Clair, a small community of 50 people about one kilometre from the crash, and surrounding farms were allowed to return home.
CN says 26 cars jumped the track, including six containing hazardous materials, and the spectacular fireball erupted from two cars carrying petroleum products.
The publisher of the Wadena News said she’d never seen anything like it in her 13 years in the area. “I’ve seen derailments, but this is a pretty bad one,” Alison Squires told The Canadian Press. “You could see… this huge plume of black smoke.”
What Canadians may not realize is there are hundreds of train collisions, accidents and derailments every year on the nation’s railways. Like the latest incident, most don’t result in injury or death, but they can be alarming.
Last month, the mayor of Slave Lake, Alta., called on Ottawa to do more to ensure his town’s safety after the sixth derailment in about four months. Two trains go through the town each day, pulling 56,000 cars loaded with dangerous goods annually. Sadly, our history is rife with horrific train accidents, including this five-pack of disasters:
5) The date: Nov. 10, 1979
The disaster: The Mississauga Evacuation
The details: A derailment doesn’t have to be deadly to be devastating. Just before midnight on Remembrance Day 1979, a 106-car freight train packed with explosive and poisonous chemicals pulled out of the local marshalling yards when, thanks to an overheated bearing, a set of wheels fell off, sparking a derailment near the intersection of Dundas Street and Mavis Road. According to Heritage Mississauga’s website, one of the tanker cars was filled with 90 tonnes of chlorine, while 39 more cars carried butane, propane, toluene, styrene and other highly flammable materials. A witness later recalled seeing a red-hot set of wheels from the train cartwheel 50 feet through the air and crash in her backyard. Several cars filled with propane exploded, sending up a fireball that could be seen 100 kilometres away. Every available bit of firefighting equipment was sent to the blaze. With the possibility of a deadly cloud of chlorine gas spreading throughout suburban Mississauga, more than 250,000 residents were forced to flee in what was North America’s largest peacetime evacuation until hurricane Katrina walloped Louisiana in 2005. Recalled Mayor Hazel McCallion: “If this had happened a half-mile farther down the track — either east or west — we would have seen thousands of people wiped out. It’s a miracle it happened here.” Six days later, residents were allowed to return. Amazingly, no one was reported killed.
4) The date: March 12, 1857 The disaster: The Desjardins Canal Derailment
The details: Ten years before we formally became a country, a Great Western Railway passenger train met a grisly end when a broken axle caused it to jump the tracks and crash through the deck of a timber suspension bridge over the frozen canal outside Hamilton. Here’s a gripping historical account from the archives of the Hamilton Public Library: “The chasm, 60 feet deep, over which this bridge was erected, was made by cutting an outlet for the canal through Burlington Heights. At the time of the accident, the water was covered with ice about two feet thick… The engine and tender crushed at once through the ice. The baggage car, striking the corner of the tender in the act of falling, was thrown to one side and fell some 10 yards from the engine … As far as we can yet learn, everyone in the first car was killed; those who were not crushed being drowned by the water, which nearly filled the car.” A Hamilton railway worker later recalled seeing “the steam suddenly stop, and a sort of dust arise. In a second, there was no train to be seen.” Rescuers raced to the scene, but struggled to reach the wounded because snow coated the embankments leading down to the canal. The tragedy killed 59 of the 100 passengers on board and injured at least 18.
3) The date: Sept. 1, 1947 The disaster: The Dugald Rail Crash
The details: For Manitobans, Labour Day weekend in 1947 will forever be remembered as the date of the worst rail disaster in Western Canada’s history. According to a 2006 report by Free Press writer Bill Redekop, it was around 9:45 p.m. when the engineer of the Minaki Special, travelling at about 75 miles per hour, missed a signal to pull over and slammed into a transcontinental from Winnipeg, which was parked in Dugald waiting for the oncoming train to pull over onto a siding. As Redekop reported, the crash killed 31 people and injured 85, with two victims being decapitated and many others dying in an inferno that quickly spread to a nearby elevator full of wheat. The glow from the blaze could be seen from downtown Winnipeg, 24 kilometres away. The deaths and injuries were in the Minaki train, composed mainly of old wooden, gaslit passenger cars that burst into flames after toppling from the tracks. The special was carrying cottagers, who had just closed their cabins for the summer, and children returning from camps. With few ambulances available, heroic Dugald residents used signs, billboards and doors as stretchers, and a local farmer used his tractor to pull two cars away from the train so they wouldn’t catch fire. At the time, a Free Press night reporter, driving around monitoring his scanner, beat police to the horrific scene. In 2007, a marker was unveiled to commemorate the disaster.
2) The date: July 6, 2013 The disaster: The Lac-Mégantic nightmare
The details: Given its massive media exposure, this is likely Canada’s most famous rail disaster and the one with the most widespread impact, spurring tighter regulations for the transport of dangerous goods. In the early-morning hours, a runaway Montreal, Maine and Atlantic Railway train carrying 7.7 million litres of a particularly combustible crude oil hurtled into the Quebec town, where it derailed and exploded, causing fires that killed 47 people and destroyed the town’s downtown core. The fires burned for days. The victims were mostly identified by DNA samples and dental records. The horror began when, just before midnight, the train was parked on a downward slope with one motor running to power the air brakes. When an engine fire erupted, forcing fire crews to shut down the engines, the air-brake system eventually failed. An insufficient number of hand brakes had been set by the engineer, and the train hit Lac-Mégantic travelling at 105 km/h. One Wednesday, a Quebec coroner released 47 reports — one for each person who died — with each stating: “This is a violent death. This death was preventable, or avoidable.” Three employees of the railway face 47 charges of criminal negligence causing death. The company also faces charges.
1) The date: June 29, 1864 The disaster: The St-Hilaire Horror
The details: It happened a few years before Confederation but remains Canada’s deadliest rail accident. A Grand Trunk train carrying between 354 and 475 passengers — many newly arrived German and Polish immigrants seeking a new life — was travelling from Quebec City to Montreal when, around 1:20 a.m., it approached a swing bridge over the Rivière Richelieu near modern-day Mont-St-Hilaire. The bridge had been opened to allow five barges and a steamer ship to pass, and a red light a mile ahead signalled for the train to slow down because the crossing was open. Tragically, for whatever reason, the conductor and the engineer failed to see the light. As a result, the engine and 11 coaches, with most of the passengers likely asleep, fell through the gap, one atop the other, crushing a passing barge and sinking into the river. An astonishing 99 people were believed killed and 100 injured in our worst rail disaster, including the conductor, though recently hired engineer William Burnie managed to escape with minor injuries. Online reports state he later claimed he was unfamiliar with the route and had not seen the signal.
As Canadians, we know our nation was forged with the might of giant locomotives, but we too often forget how quickly, and tragically, life can go off the rails.
