Tag Archives: CSX

Cleanup funding, Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Fire, Insurance and liability, Spill prevention and response, State regulation

Green Groups press New York state for $100 million Oil Spill Fund

Repost from the Press-Republican, Plattsburgh NY

Green Groups press for $100 million state Oil Spill Fund

Claim $40M proposed in state budget won’t cover cost of derailments

By Kim Smith Dedam, March 23, 2015

ELIZABETHTOWN — Environmental groups are pushing state lawmakers to bulk up the state’s Oil Spill Fund.

They see a need for $100 million set aside, not $40 million as is currently proposed in the executive and legislative budgets.

And they have asked Gov. Andrew Cuomo and legislators to leave the money within the purview of the State Comptroller’s Office and not move the fund to State Department of Environmental Conservation coffers.

“This is a backup fund, mainly because in other cases, where a spill has led to significant cleanup costs, some companies go out of business, including the company whose accident resulted in the explosion at Lac-Megantic in Quebec,” Adirondack Council spokesman John Sheehan said in an interview this week.

“At that point, there is little the state can do to get the money from the company other than to go to court.”

‘DOESN’T TAKE MUCH’

Total liabilities for the Lac-Mégantic, Quebec, rail disaster in July 2013 could easily reach $2.7 billion over the next decade, the coalition said in a news release.

The Adirondack Council joined forces with Environmental Advocates, the Sierra Club and Riverkeeper to press the Oil Spill Fund issue.

“Typically, the requirement for (accident) insurance has not been high enough to cover the cost of an accident that could take place as the result of an explosion,” Sheehan told the Press-Republican.

“And it doesn’t take much oil to contaminate thousands of gallons of water, especially when we’re talking about a drinking water supply for 188,000 people, which Lake Champlain is.”

The Canadian Pacific Railroad line runs the entire length of Lake Champlain’s western shore, and oil train trips have increased in recent months.

Many places where oil cars have spilled and exploded sustained permanent environmental damage, Sheehan said.

$60 MILLION MORE

The coalition is not trying to force funding contributions from oil transport companies or the railroads to bolster state Oil Spill Funds.

They do believe lawmakers in Albany are on the right track in looking to increase funding for next year.

“However, the $15 million increase to $40 million proposed by (Cuomo) and Assembly budgets could and should be increased.

“In today’s dollars, the $25 million fund created in 1977 would be a $96.4 million fund today,” the coalition said in a news release.

“Thus, we urge that the fund cap be increased to $100 million to bring it back to parity with the monetary protection it afforded nearly four decades ago.”

They also charge that the Oil Spill Fund should be indexed to keep pace with inflation.

10 WRECKS YEARLY

“Federal regulators have told us to expect at least 10 major derailments of crude oil trains a year. There have already been four in the last three weeks,” Kate Hudson, Riverkeeper’s Special Projects director, said in a news release.

“It’s no longer a matter of if, but when, a catastrophe will happen in a New York community. If we are without a robust spill fund, New York citizens could be left to shoulder the cost of the cleanup and damages, just as the citizens of Canada were a year and a half ago.”

SEPARATE ACCOUNTS

Environmental advocates also asked Albany to fund emergency response separately from oil spill response and environmental cleanup.

“We welcome proposed funding for emergency response equipment, supplies and training for state and local emergency services personnel,” the coalition said in a news release.

“We strongly support the Assembly’s proposed legislation, which would keep that funding separate from the account that pays for remediation costs, as well as the damages associated with loss of life and property damage and economic losses suffered by individuals and businesses in the event of a spill.”

If response and spill monies are kept in a joint account, they contend, emergency cleanup costs could deplete the response fund, leaving the state without resources to remediate a spill.

‘TREMENDOUS RISK’

Roger Downs, conservation director for the Sierra Club’s Atlantic Chapter, said New Yorkers assume “tremendous risk and little economic benefit” from the millions of gallons of explosive crude oil that “rumble through our cities and along our precious waterways every day.”

Inaction on the part of the federal government to adequately address the risks or improve oil-tank-car safety should not prevent state lawmakers from building the most robust spill fund possible, he said.

The joint call for heightened oil-spill resources came within a day of the release of reports from state inspections done at railroad yards in Albany and Buffalo.

State inspectors found 93 defects in tracks and crude oil cars, including seven critical safety defects that had to be fixed before cars could continue operation.

Inspections were done on tankers at a CSX rail yard in Buffalo and at the Canadian Pacific yard in Albany.

Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Fire, First responder training

As oil trains roll across America, volunteer firefighters face big risk

Repost from Reuters

As oil trains roll across America, volunteer firefighters face big risk

By Edward McAllister, Mar 23, 2015 4:45pm EDT
Firefighters' jackets and helmets are hung on a wall in the main fire hall in West Webster, New York, December 28, 2012. REUTERS/Carlo Allegri
Firefighters’ jackets and helmets are hung on a wall in the main fire hall in West Webster, New York, December 28, 2012. Credit: Reuters/Carlo Allegri

(Reuters) – Volunteers at the Galena, Illinois, fire department were hosing down the smoldering wreck of a derailed BNSF oil train on the east bank of the Mississippi River on March 5 when a fire suddenly flared beyond their control. Minutes later, the blaze reached above the treetops, visible for miles around.

“They dropped the hoses and got out” when the flames started rising, said Charles Pedersen, emergency manager for Jo Daviess County, a rural area near the Iowa border which includes Galena. “Ten more minutes and we would have lost them all.”

No one was hurt in the fire, which burned for days, fed by oil leaking from the ruptured tank cars. But an increase in explosive accidents in North America this year highlights the risks that thousands of rural fire departments face as shipments of oil by rail grow and regulators call for improved train car standards.

Nearly two years after a crude oil train derailed, exploded and killed 47 people in the Canadian town of Lac-Megantic, Quebec, in 2013, there are no uniform U.S. standards for oil train safety procedures, and training varies widely across the country, according to interviews with firefighters and experts in oil train derailments and training.

About 2,500 fire departments are adjacent to rail lines transporting oil in North Dakota, Minnesota, Wisconsin, Illinois and Iowa alone, according to figures provided by the Department of Transportation, but no nationwide statistics exist. The DOT does not know which of these fire departments are in need of training, a spokesman said.

The scenario concerns experts who say more needs to be done for sparsely equipped, rural, mostly volunteer-run fire departments to prepare as oil train accidents increase. Already this year, four oil trains have derailed and exploded in North America, double last year’s tally.

No deaths have occurred as a result of U.S. derailments. Oil trains have been a consistent feature on U.S. rails only since 2009.

“Is it acceptable that we just let these fires burn out?” said Thomas Miller, board member of the National Volunteer Fire Council and principal at the National Fire Protection Association, which draws up training guidelines.

“We have to have a comprehensive plan to identify training levels required and to make sure training is available,” he said.

CART BEFORE HORSE

Railroads have increased safety training in the nearly two years since Lac-Megantic, a period during which nine trains have derailed and exploded in North America.

Berkshire Hathaway-owned BNSF, CSX Corp, Norfolk Southern Corp and other railroads have bolstered their own network of hundreds of hazardous-materials experts and equipment centers dotted around the country that react if an accident occurs.

The major North American railroads last year spent $5 million to send more than 1,500 first responders on a new three-day oil train program in Pueblo, Colorado, the first site dedicated to oil derailment training in the United States.

The Department of Transportation’s Pipeline and Hazardous Materials Safety Administration (PHMSA) is developing an oil derailment training module, expected to be completed in May.

But PHMSA funding to state and tribal governments for hazmat training has declined from $21.1 million in 2010 to $20.2 million last year, even as oil derailments increased. Moreover, interviews with fire departments across the country reveal stark disparities in training.

In Galena, where up to 50 oil trains roll through each week, the fire department had received some basic hazmat training provided by BNSF last year. But when the train came off the rails in March, Galena firefighters were still waiting for a slot at the Pueblo, Colorado facility.

“It was a bit cart-before-the-horse,” said Galena volunteer fire chief Randy Beadle. “It just happened that we had an incident before we could get the guys out there” to Pueblo, he said.

It is unclear what exactly the Galena firefighters might have done differently given proper training and greater resources, but other firefighters who have received extensive training say it is vital to countering an oil train blaze safely.

In Casselton, North Dakota, the fire department has been “bombarded” with training after an oil train collided with a derailed soybean train in December 2013, setting 21 oil cars ablaze and causing a fireball whose heat was felt from over a quarter of a mile away, said Casselton’s volunteer fire chief, Tim McLean.

Before that accident, McLean and his 28-strong fire team “had no idea oil trains were that explosive,” said McLean, a corn and soy farmer. Since then, eight firefighters from the department have been to the Pueblo site for intensive training and more will attend this year.

In Pembroke, Virginia, where CSX rerouted some crude oil trains last month after a derailment damaged its track in West Virginia, the volunteer department has had no specific oil training, said fire department president Jerry Gautier.

“We have reached thousands of people for hydrogen and ethanol training, but the oil program is in its infancy,” said Rick Edinger, a member of the hazardous material committee at the International Fire Chiefs Association. “It could take a couple of years to roll out.”

Meanwhile, oil train accidents remain at the front of people’s minds in Galena, especially for Pedersen, the emergency manager in Jo Daviess county, one of the busiest areas in Illinois for oil trains.

“Every time I hear a train go by now, I think a little differently about it,” he said.

(Editing by Matthew Lewis)
Bakken Crude, Massive increase in crude-by-rail, Rail crossings, Sarah Feinberg, Train collission, U.S. Department of Transportation, Volatility

Rail agency’s new head draws kudos, despite string of crashes

Repost from The Boston Globe

Rail agency’s new head draws kudos, despite string of crashes

By Ashley Halsey III, Washington Post, March 22, 2015
Smoke and flames erupted from railroad tank cars loaded with crude oil that derailed March 5 near Galena, Ill.
Smoke and flames erupted from railroad tank cars loaded with crude oil that derailed March 5 near Galena, Ill. Mike Burley / Telegraph Herald via Associated Press

WASHINGTON — After a string of deadly train crashes, a pair of angry US senators stood in New York City’s Grand Central Terminal four months ago to denounce the Federal Railroad Administration as a ‘‘lawless agency, a rogue agency.’’

They said it was too cozy with the railroads it regulates and more interested in ‘‘cutting corners’’ for them than protecting the public.

In the past two months, photos of rail cars strewn akimbo beside tracks have rivaled mountains of snow in Boston for play in newspapers and on television.

But the reaction by Congress to the railroad oversight agency’s performance has been extremely positive recently.

Accolades were directed at its acting head, Sarah Feinberg, even though her two-month tenure in the job has coincided with an astonishing number of high-profile train wrecks:

  • Feb. 3: Six people were killed when a commuter train hit an SUV at a grade crossing in Valhalla, N.Y.
  • Feb. 4: Fourteen tank cars carrying ethanol jumped the tracks north of Dubuque, Iowa, and three burst into flames.
  • Feb. 16: Twenty-eight tank cars carrying crude oil derailed and caught fire in West Virginia.
  • Feb. 24: A commuter train derailed in Oxnard, Calif., after hitting a tractor-trailer at a grade crossing.
  • March 5: Twenty-one tank cars derailed and leaked crude oil within yards of a tributary of the Mississippi River in Illinois.
  • March 9: The engine and baggage car of an Amtrak train derailed after hitting a tractor-trailer at a grade crossing in North Carolina.

At first glance, Feinberg seems an unlikely choice to replace Joseph Szabo, the career railroad man who resigned after five years in the job. She is 37, a former White House operative, onetime spokeswoman for Facebook’s Mark Zuckerberg, and, most recently, chief of staff to the US Department of Transportation secretary.

Nothing on her résumé says ‘‘railroad.’’

‘‘Sometimes it’s good to have an outside person,’’ said Senator Charles Schumer, Democrat of New York, who got a call from Feinberg immediately after the Feb. 3 crash in Valhalla. ‘‘She’s smart, she’s a quick study, she knows how to bring people together. I think she’s the right person for the job.’’

‘‘Whether she’s had a lifetime experience riding the rails or working on the rails, she knows how to get to the crux of things and move things forward,’’ said Senator Joe Manchin III, a West Virginia Democrat who arrived at the Feb. 16 crash shortly before Feinberg did. ‘‘I was very impressed.’’

Schumer calls Feinberg ‘‘hard-nosed’’ and says she isn’t worried if she ruffles some in an industry grown accustomed to a more languid pace of change.

After the Valhalla crash, Feinberg pulled together a team to come up with a better way to address an issue that kills hundreds of people at grade crossings each year.

‘‘We’re at a point where about 95 percent of grade-crossing incidents are due to driver or pedestrian error,’’ Feinberg said. ‘‘While I don’t blame the victims, this is a good example of a problem that needs some new thinking.’’

A month later, she called on local law enforcement to show a greater presence at grade crossings and ticket drivers who try to beat the warning lights. Next, the railroad agency says it plans ‘‘to employ smarter uses of technology, increase public awareness of grade crossing safety, and improve signage.’’

‘‘When it comes to the rail industry, that is lightning fast, and it’s really impressive,’’ said a congressional aide who focuses on transportation.

Grade-crossing deaths pale in comparison to the potential catastrophe that Feinberg says keeps her awake at night. ‘‘We’re transporting a highly flammable and volatile crude from the middle of the country, more than 1,000 miles on average, to refineries,’’ she said.

All of the recent crude-oil train derailments happened miles from the nearest town. But little more than a year ago, a CSX train with six crude-oil tank cars derailed on a river bridge in the middle of Philadelphia. And an oil-fueled fireball after a derailment in Lac-Mégantic, Quebec, in July 2013 left 47 people dead.

The number of tank-car trains has expanded exponentially since the start of a production boom centered in North Dakota. Seven years ago, 9,500 tank cars of Bakken crude traveled by railroad. Last year, the number was 493,126. In 2013, an additional 290,000 cars transported ethanol.

Mindful of the potential for disaster, the White House tasked the Office of Management and Budget and the Transportation Department with figuring out how to safely transport the oil. At DOT, that fell to Feinberg, who had just signed on as chief of staff to Secretary Anthony Foxx.

‘‘We found her to be very hands-on, firm but fair, and ready to work with all stakeholders in making fact-based decisions,’’ said Ed Greenberg of the Association of American Railroads. ‘‘She is someone who has quickly recognized the challenges in moving crude oil by rail. And the freight rail industry is ready to work with her” in her new role at the Federal Railroad Administration, he said.

Bakken Crude, Cleanup funding, Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Oil spill

Lessons from Lynchburg – Get ready for the next one!

Repost from The Daily Press, Newport News VA
[Editor:  This article turns into a promo for CSX with too-easy suggestions of safer times ahead, but it details a good overview of events immediately following a major derailment with explosion and fire.  See “Responders had to…” highlighted below.   – RS]

Virginia, CSX offer advice for crude-by-rail accidents

Symposium session addresses preventing, responding to train derailments

By Tamara Dietrich, March 21, 2015

A big lesson from the crude oil train that derailed in Lynchburg last April, sparked a raging fire and spilled fuel into the James River is this: Get ready for the next one.

Not that emergency response experts are predicting another derailment in Virginia, but since up to five CSX trains each week carry Bakken crude across the width of the state to a fuel terminal in Yorktown, the possibility exists.

And residents should understand the risks, how to mitigate them and how to respond.

“I would think they would engage with their emergency manager for that region and say, ‘Hey, what do we need to know?’ ” said Wade Collins, hazardous materials supervisor with the Virginia Department of Emergency Management (VDEM). ” ‘What do we need to do? How are we prepared for that?’ ”

Collins regaled first-responders from around the area with a blow-by-blow of the combined emergency response to the Lynchburg derailment, part of a presentation Friday morning at the 2015 Virginia Emergency Management Symposium in Hampton. The symposium ran from Wednesday through Friday.

Appearing with him was Bryan Rhode, vice president for state government affairs for the Mid-Atlantic region for CSX Transportation. Rhode spoke on measures that CSX and the industry are taking to prevent derailments, the safety training they offer and the ways they assist in the response when an accident occurs.

Those measures include reducing maximum train speeds, enhancing braking systems, conducting more track inspections, offering training for first-responders around the country, pressing for improved tank car regulations and better testing and classification for Bakken crude oil, which is more volatile than typical crude.

“Safety is our absolutely No. 1 priority,” said Rhode, a former Virginia secretary for public safety. “Nothing takes a back seat to safety.

Lynchburg was lucky

The Lynchburg derailment made national headlines when 17 cars out of a 105-car tanker train carrying about 3 million gallons of crude suddenly jumped the tracks in the downtown area.

Three tankers careened down the banks of the James River and into the water. One tanker burst open, spilling its fuel.

Something sparked, setting off a fireball so intense it burned itself out after 49 minutes, Collins said.

But Lynchburg was lucky.

“If we had to have a crude oil derailment in Virginia, everything was in our favor that day, actually,” Collins said.

Two days of rain had put the James at flood stage, which helped douse the flames and cool the tankers.

The weather was bad, so residents weren’t milling at the riverside park. No anglers were hanging out at popular fishing holes.

And the tankers ran into the river rather than crash into the commercial area.

Of the 30,000 gallons of fuel contained in the broken tanker, Collins said 29,245 gallons were consumed by the fire. Another 390 gallons were released to the river, and less than 200 gallons into the soil. What little remained was recovered.

And no one was hurt.

Emergency responders at the scene ranged from the local fire department to state hazardous materials teams, the National Guard to the U.S. Environmental Protection Agency. CSX immediately deployed its own group of hazardous materials professionals and special agents to set up an outreach center for local residents and business owners impacted by the accident.

“We bring an enormous amount of resources to the table,” Rhode said. “If we have an incident, we’re going to be there from that point until it is effectively resolved. And we’re going to get the job done.”

Responders had to evacuate the area, notify local municipalities, identify water intakes downstream and access points on the river for vehicles and boats. Booms were spread across the river to stop the flow of residual oil.

The toppled tanker cars still on the tracks were up-righted, put on flatbed cars and shipped off. The ones in the water were drained of fuel, then hauled from the river.

Contractors hired by state and federal authorities as well as CSX began testing the water and soil. Collins said monthly tests are still conducted.

“They monitored it very closely,” Collins said. “They looked for fish kill or damage or injury, and we found nothing.”

The initial response took nine days and has cost about $4 million, he said. The investigation into the cause of the derailment is still ongoing.

Be prepared

Among the lessons learned, Collins said, is the value of relationships, partnerships and training. And keeping up on current issues.

“Know what’s coming through your community,” he said.

And know if you have the resources to respond to a rail emergency.

“As we look along that crude oil route, many of those jurisdictions are rural,” Collins said. “They have volunteer emergency services. They may or may not have the capability to do an effective response. If you know you don’t have that capability, then be planning — where can I get that?”

CSX offers hazardous materials safety training at the local level, and hosts a trainer training facility in Pueblo, Colo., that handles 4,000 first-responders a year, said Rhode. Tuition and travel costs are covered.

The company hosted a three-day safety training event in Richmond last year and will try to conduct another in Virginia next year. It also offers online training opportunities on its website.

On Thursday, Rhode said, CSX presented a $25,000 donation to the Virginia Hazardous Materials Training Facility in York County.

The rail company also offers a system “unique” in the industry, that provides emergency response officials near real-time information on what’s on a particular train, he said. The company is also piloting a mobile app for first-responders to get that information “when you need it.”

Letting the public know what’s being carried on a train, however, is more problematic.

“Railroads are not allowed to disseminate customer information, but are able to do it in terms of our emergency response,” Rhode said. “It’s a security matter. You don’t want real-time information about very hazardous materials necessarily out there in the wrong hands.”

CSX operates in 23 states and two provinces of Canada. It runs 13,000 trains a day, two of which carry crude oil.

In Virginia, it operates 2,000 miles of track and four major rail yards, including one in Newport News. The company employs 1,200 people in the state. About 40 percent of the cargo unloaded at the Port of Virginia is transported on CSX trains, Rhode said.