Tag Archives: Derailment

Armored vehicle requested for oil train derailment rescue readiness

Repost from the PostBulletin, Rochester MN
[Editor:  See  highlighted text  below for oil train reference.  Also for background see Mother Jones, Documents Reveal the Fearmongering Local Cops Use to Score Military Gear From the Pentagon (no references to oil train derailments)  – RS]

Local law enforcement: We need armored vehicles

Heather J. Carlson, Aug 15, 2015 10:13 am
sheriffs mrap
The Olmsted County Sheriff’s Deparment owns this retired U.S. Military MRAP Armored Vehicle. Scott Jacobson

Local law enforcement agencies applying for armored vehicles from the Pentagon cited high-profile visitors to Mayo Clinic, Rochester’s expected population growth and the Prairie Island nuclear plant in their requests.

Mother Jones recently made public more than 450 law enforcement agencies’ applications for Mine Resistant Ambush Protected vehicles, or MRAPs. Those documents show that in 2013 the Austin Police Department, Olmsted County Sheriff’s Office and Goodhue County Sheriff’s Office all applied for an armored vehicle.

In its application, the Olmsted County Sheriff’s Office noted that “Rochester/Olmsted County is home to the Mayo Clinic which routinely hosts Foreign Heads of State and VIPs.” It also mentioned the potential population growth expected to accompany Destination Medical Center — a $6 billion initiative to transform Rochester into a global destination for health care.

The county’s application proved to be successful, with the sheriff’s office receiving an armored vehicle in 2013. Capt. Scott Behrns, of the Olmsted County Sheriff’s Office, filled out the Pentagon application and said having so many VIPs and foreign heads of state visiting the city every year is a security concern.

“We get more VIPs here than people realize, I think. And a lot of it is very low key and handled well, but when they are here it does pose a security threat and we certainly don’t want anything to happen to a visiting VIP, a foreign head of state while they are here visiting the clinic,” he said.

Behrns said the MRAP isn’t routinely used for these visits but is available in case something goes wrong and individuals need to be rescued quickly from a dangerous situation.

Rochester Police Chief Roger Peterson said it’s difficult to estimate just how many foreign dignitaries local authorities help protect because it can vary dramatically from year to year. Generally, the police department teams up with the Secret Service or the State Department to provide security.

“It’s not used as a standard measure, but if things do go horribly awry, there are resources you can rely on. Fortunately, we haven’t had to make that decision. All of the visits we’ve had have gone well,” Peterson said.

The use of armored vehicles and other military equipment has come under increased scrutiny since last year’s police shooting of unarmed teenager Michael Brown and the violence that followed in Ferguson, Mo.

Billions of dollars worth of military equipment from the wars in Iraq and Afghanistan have been given to local law enforcement agencies across the country.

A seven-member police oversight commission was recently established in Rochester to review police policies and practices, and that commission could address the issue of military equipment. Commission Chairman Allan Witz could not be reached for comment for this article.

A way to prevent violence?

Local law enforcement agencies that have received armored vehicles say they have helped prevent possible violence. Behrns said Olmsted County’s MRAP was sent to Fillmore County last year after a potentially armed suspect with explosives barricaded himself in a bus on a remote farmyard. After the armored vehicle arrived, authorities were able to arrest the man peacefully.

“(The suspect) did make a statement to the effect that because we had the big vehicle, he knew were weren’t leaving and he decided to give up,” Behrns said.

Fears about the safety of officers prompted the Austin Police Department to apply for an MRAP, according to Austin Police Detective Todd Clennon. The idea to try to get the military vehicle came after a woman was shot in rural Mower County. Police were faced with the tough task of trying to apprehend armed men on the property, which had a long driveway surrounded by an open field.

“Ultimately, my guys used great skill and decision making and jumped in the back of a 4-wheel drive pickup truck and bounced their way through a mile of a corn field with their weapons and gear,” Clennon said.

The police managed to get behind a farm building and arrest the men safely. But the incident got Clennon thinking and he decided to look into getting an armed vehicle for these types of high-risk arrest situations. They applied in 2013, citing that the police department and Mower County Sheriff’s Office have a joint Special Incident Response Team. They received an armored vehicle in 2013.

Goodhue County rejects armed vehicle grant

Goodhue County Sheriff’s Office applied for a grant in 2013 for an armored vehicle, noting that the department is responsible for responding to threats against Prairie Island nuclear plant. The department’s initial request was unsuccessful. They applied again last year and late last month, the department learned it had received a grant for a $325,000 armored vehicle.

But before the department can get the vehicle, the county board has to sign off on an $81,000 local match. Goodhue County Sheriff Scott McNurlin said last year that the board voted unanimously in favor of the department applying for the grant and planned to set the money aside for the local match. But on Thursday, the Goodhue County Board of Commissioners voted 3 to 2 against accepting the grant. Opponents cited concerns about the local cost. It is possible that the board may reconsider the issue at its Tuesday meeting.

The county has a 32-year-old armored vehicle, but McNurlin said its “woefully outdated.”  The new vehicle would have a pressurized interior, making it an ideal rescue vehicle in the case of a potential nuclear disaster or oil train derailment. 

“If there ever was an unfortunate incident at the power plant and a release was imminent or could occur, we can use the vehicle to actually evacuate people because it has the self-contained unit,” he said.

Goodhue County Commissioner Brad Anderson voted in favor of getting the armored vehicle and said he hopes fellow commissioners will change their minds and back the proposal.

Anderson added, “They should have said no last year if they seriously didn’t want to do it. Times haven’t changed.”

LATEST DERAILMENT: Train hauling chlorine & hydrochloric acid derails near WV chemical plant, no leaks

Repost from WTOV9, Steubenville-Wheeling WV

No injuries in Marshall County train derailment

August 13 2015, 12:21 PM EDT

MARSHALL COUNTY, W.Va. – Officials were on the scene of an early morning train derailment in Marshall County.

Cars from a CSX Rail derailed less than a few car lengths from the Axiall Chemical Plant just outside of New Martinsville. CSX made the call to 911 around 2:30 am.

Moundsville, Washington Lands, and New Martinsville fire departments, along with the Marshall County Sheriff’s Department and Tri-State EMS, responded to control and clear the scene. Two cars carrying chlorine and two carrying hydrochloric acid derailed. However, there were no injuries, nor environmental releases.

“They responded to the incident, which occurred on CSX rail line crews from Axiall and CSX were able to determine there was no spill or any type of release,” Marshall County EMA Director Tom Hart said.

CSX Rail line is handling response and recovery. The cause of the derailment has yet to be determined. Axiall is working with CSX on the incident.

Train derailment caused by track problem Metro knew about in July

Repost from Fox5 Washington DC

Metro knew about track problem in July

By Marina Marraco, Aug 13 2015 10:18AM EDT

The derailment of a non-passenger train outside the Smithsonian Metro station last Thursday was caused by a track defect that was discovered on July 9 but not fixed, Metro said.

The transit agency is again facing public scrutiny after the derailment happened as the morning commute got underway that day. A six-car train was leaving the rail yard and gearing up for service near the Smithsonian Metro station.

Metro interim general manager and CEO Jack Requa said the train’s wheels lost contact with the rail due to an infrastructure problem known as “wide gauge.” The rail had widen so much that it caused the wheels to lose grip from the tracks and the train’s eventual derailment.

“The one that was detected was a Code Black defect,” said Metro deputy general manager Rob Troup. “That track should have been taken out of service at that period of time.”

“I want to take this opportunity to again and again apologize to our customers,” Requa said at a Wednesday afternoon news conference.

He said he could not defend the transit agency’s failure to repair the issue prior to the derailment.

“This is totally unacceptable,” said Requa. “It is unacceptable to me and it should be unacceptable to everyone within the chain of command, all the way down to track laborers and track inspectors who are out on the lines on a first-line basis.”

Following the derailment, Requa ordered a system-wide inspection of every mile of track, which could take up to a month to complete. He said customers can expect delays in the coming days as possible additional track repairs are made.

Requa apologized to customers for Thursday’s derailment and delays caused by a power issue the following day.

Investment Analyst: Oil Train Derailments Pose Huge Risks

Repost from Energy & Capital

Oil Train Derailments Pose Huge Risks

New Regulations Haven’t Done Enough

By Keith Kohl, August 7, 2015

About 40 miles west of Williston, North Dakota — the epicenter of the Bakken oil formation — sits a tiny rural town that was recently rocked by a strange occurrence.

Culbertson, Montana, a town of less than 1,000 people just north of the Missouri River, saw a massive train derailment in July.

A 106-car BNSF Railway train was carrying oil from the Bakken to a BP refinery in Washington State, but when it reached Culbertson, 22 of the cars derailed and five began leaking crude.

When the cars derailed, a nearby power line was knocked over — a sure sign of imminent catastrophe.

Of course, train derailments and explosions are not strange occurrences these days. Such derailments have become an all-too-common consequence of North America’s shale oil boom.

In 2013, as I have discussed many times, a train derailed and exploded in the center of a small town in Canada, destroying several buildings and killing 47 people.

There was also a crash and explosion earlier this year in West Virginia that threatened residents and nearby water resources.

But this derailment in Montana was different…

You see, despite the five breached tankers, the more than 1,000 barrels of oil that leaked, and the downed power lines, there was no explosion.

CulbertsonCrash

There was no fire to speak of, either — just leaked oil and the torn metal of the train cars scattered near the tracks.

Many began to question exactly how an explosion was avoided and if such conditions could be replicated on all future oil rail shipments.

Unfortunately, as of yet, there are no definitive answers…

Air + Gas + Sparks = Explosion

A local sheriff’s deputy said of the spill: “You could smell it from over a mile away.”

As a precaution, some residents were evacuated, but BNSF crews quickly contained the leaked oil, and the debris and the tracks were soon restored to order.

Some have said that the reason the oil didn’t ignite was because the vapor pressure of the oil was in compliance with new regulations…

After a report released last year by the Pipeline and Hazardous Materials Safety Administration said that crude oil from the Bakken is more dangerous because of its higher-than-normal gas content, regulators in North Dakota required that any oil shipped from the Bakken be heated to 110 degrees to lower the gas content in the oil to below 13.7 psi.

According to Statoil, the owner of the crude in the train, the oil was below the 13.7-psi mark, and many commentators leaped to the conclusion that this prevented fires and explosions.

Of course, this is a bit disingenuous because, as I discussed in a column a few months ago, an oil train in compliance with the same standards crashed outside of Heimdal, North Dakota and burst into flames, forcing the evacuation of the small town.

heimdaltrain

Even though the oil was treated, it still caught fire, so it would seem that the lack of explosion or fire in the Culbertson crash had everything to do with luck and very little to do with science or regulation.

I’ll reiterate: It was very lucky indeed.

Usually a fire starts in a train derailment because the sparks caused by the friction of a train wreck meet the leaking oil and oxygen present in the air and combust.

Once oil and air meet fire, as you know, explosions happen — typically large ones.

Since the incident caused a power line to go down, it’s practically miraculous that there were no explosions or fires.

Still, can we really rely on luck to prevent the dangerous explosions caused by most derailments?

Pipelines are Coming

Despite all of the industry standards and new rules announced by the Department of Transportation, there’s still no definitive solution to stopping these crude oil derailments other than to cull the amount of oil shipped by rail.

Even with oil production in a tenuous position because of low prices, large amounts of crude are still shipped via rail.

And if rail shipments of oil were forcibly halted, the effects could be devastating on the companies drilling in the Bakken that need secure revenue streams now more than ever.

Instead, the solution to cutting traffic has to benefit producers and be market-based. The only way to do this is by pipeline.

As the amount oil traffic — and accidents — on rails has increased, so too has the call for construction of more pipelines.

Within a few years, the pipeline capacity in the U.S. is set to double, and when it does, there will hopefully be a reduction in railroad traffic and accidents.

Until next time,

Keith Kohl