Tag Archives: Derailment

Bakken Crude, Crude By Rail, Derailment, Explosion, Fire, Oil spill, Pipeline transport, Rail Safety

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
Bridge safety, Crude By Rail, Derailment, Explosion, Rail infrastructure, Rail inspection

Sen. Bob Casey calls for more funding for railroad bridges

Repost from The Herald, Sharon PA

Casey calls for more funding for railroad bridges

By John Finnerty, CNHI Harrisburg, August 7, 2015 7:38 am

HARRISBURG – The federal government must step up oversight of railroad bridges as hundreds of trains carrying explosive crude oil from the Bakken region of North Dakota cross the state each week, said U.S. Sen. Bob Casey.

Casey, a Democrat and the state’s senior senator, has repeatedly criticized the government’s regulation of railroads in light of derailments and explosions involving crude oil.

Pennsylvania has more than 900 bridges that carry trains over highways, Casey said. The Federal Railroad Administration has just one inspector to check those bridges.

Under a 2010 Federal Railroad Administration rule, railroads must check each bridge at least once a year. At the time that rule was adopted, the government estimated there were 100,000 railroad bridges in the United States.

Railroads face fines of $100,000 for failing to comply with inspection rules.

But short-staffing at the railroad administration means the agency is in no position to ensure that railroads comply, Casey said.

“This lack of oversight could cause gaps in our rail safety system and creates an environment where hundreds of unsafe bridges could be in daily use without proper federal oversight,” he said in a written statement. “It’s time to put more cops on the beat by hiring more rail inspectors. With the risks that our communities face only increasing, the FRA needs to put this process into overdrive.”

Before the Bakken region’s tracking boom, railroads carried about 9,500 cars of crude oil a year. This year they’re on track to top a half-million, according to the American Association of Railroads.

That includes trains that carry at least 60 to 70 million gallons of crude oil across Pennsylvania each week.

Crude By Rail, Derailment, Fire, Human error, Rail infrastructure, Rail inspection

To boost the safety of moving oil by rail, focus on the tracks, paper argues

Repost from the Houston Chronicle

To boost the safety of moving oil by rail, focus on the tracks, paper argues

Infrastructure report says broken rails and human error are also problems as shipments of crude increase

By Jennifer A. Dlouhy, August 6, 2015
A train hauls crude oil in Seattle last month. Railroads and regulators can leverage technology to make existing inspection programs more efficient and effective, says a white paper by the Alliance for Innovation and Infrastructure.on Wednesday, July 15, 2015. The highly controversial trains haul rail cars loaded with oil brought from the oil fields of North Dakota and Montana. (Joshua Trujillo, seattlepi.com) Photo: JOSHUA TRUJILLO / SEATTLEPI.COM
A train hauls crude oil in Seattle last month. Railroads and regulators can leverage technology to make existing inspection programs more efficient and effective, says a white paper by the Alliance for Innovation and Infrastructure.on Wednesday, July 15, 2015. The highly controversial trains haul rail cars loaded with oil brought from the oil fields of North Dakota and Montana. (Joshua Trujillo, seattlepi.com) Photo: JOSHUA TRUJILLO / SEATTLEPI.COM

WASHINGTON – More can be done to boost the safety of moving oil by rail by focusing on the tracks themselves, according to a white paper released Thursday by a group promoting infrastructure investments.

New rules requiring more resilient tank cars are an important step, the Alliance for Innovation and Infrastructure said, but regulators, railroads and shippers now need to do more to combat the leading cause of derailments, including broken rails and human error.

From integrity sensors to measurement systems, an array of technologies can help ensure tracks are sound, said Brigham McCown, chairman of the alliance and a former head of the Pipeline and Hazardous Materials Safety Administration.

‘Proactive engagement’

“We tend to be reactionary. Something happened, so what are we going to do to fix it?” McCown told reporters Thursday. “We focus on the accident, rather than focusing on a long-term proactive engagement of reducing the potential for accidents to begin with.”

The issue has drawn attention amid a surge in oil-by-rail traffic. As trains carry crude across the United States to refineries and ports, there has also been a series of fiery derailments involving tank cars carrying that hazardous material.

Over 22 pages, the alliance’s white paper makes the case that railroads and regulators can leverage technology to make existing inspection programs more efficient and effective.

Existing regulations, updated in 2014, already mandate both track and rail inspections – the former often entails workers examining the physical conditions of track structures and the roadbed by foot or by vehicle, with that monitoring required as frequently as weekly in some cases. Rail inspections use ultrasonic or induction testing to identify hidden internal defects, with their timing generally pegged to the amount of traffic on rail segments.

The Federal Railroad Administration also requires other probes, including monthly inspections of switches, turnouts, track crossings and other devices.

Constant inspections

Many railroads go above and beyond those inspection requirements.

“Freight railroads spend billions of dollars every year on maintaining and further modernizing the nation’s rail network, including safety enhancing rail infrastructure and equipment,” said Ed Greenberg, a spokesman for the Association of American Railroads. “At any point during the day or night, the nation’s rail network is being inspected, maintained or being upgraded.”

But the infrastructure alliance reiterates a previous assertion by the National Transportation Safety Board, that track inspections are undermined when a single worker can inspect multiple lines at the same time, as currently allowed.

And McCown emphasized that existing technology can boost the odds of catching broken rails and other problems before an accident.

Bakken Crude, Bomb Trains, Crude By Rail, Derailment, DOT-111, Emergency Readiness & Response, Explosion, Federal Regulation (U.S.), Fire

Video: Bomb Trains on the Hudson River

Repost from HudsonRiverAtRisk.com
[Editor:  Another excellent regional video about the potential for horrific environmental impacts due to crude by rail.  We are doing our best to guarantee that the marshlands, valleys, cities and towns of Northern California don’t become the next Hudson River Valley, transporting billions of gallons of Bakken Crude every year.  – RS]

BOMB TRAINS ON THE HUDSON – BAKKEN SHALE COMES TO THE RIVER

By Jon Bowermaster, July 13, 2015

The sight of long trains made up of one hundred-plus black, cylindrical cars, rolling slowly through cities and towns across North America – often within yards of office buildings, hospitals and schools — has become commonplace.

Few who see them know that these sinister-looking cars carry a highly flammable mixture of gas and oil from the shale fields of North Dakota. At thirty thousand gallons per car, each of these trains carries more than three million gallons of highly flammable and toxic fuel, earning them the nickname “bomb trains.”

I see them on a daily basis in the Hudson Valley, whether stacked up four-deep alongside the thruway in Albany, crossing an aging trestle bridge in Kingston, rolling behind strip malls and health care facilities in Ulster, paralleling the very edge of the Hudson River. Several of the long, ominous-looking trains snake south from Albany to refineries in Philadelphia every day, crossing New Jersey, paralleling Manhattan.

And this oil/gas combo is not just moving by rail: Last year three billion gallons of crude that arrived in Albany by train from the North Dakota were offloaded to tanks and then barges to be shipped downriver. The very first tanker carrying crude oil ran aground, a dozen miles south of the Port of Albany; thankfully its interior hull was not breached.

The boom in this train traffic – in 2009 there were 9,000 of the black rail cars, today there are more than 500,000 – correlates directly with the boom in fracking of gas and oil across the U.S. Record amounts of both are being pulled out of the ground in the Dakotas, Colorado, Texas and thirty other states and needs to be delivered to refineries. Pipelines take time to build and often run into community resistance; since there are railways already leading in every direction the oil and gas industry has taken them over. In 2010, 55,000 barrels of crude oil were shipped by rail each day in the U.S.; today it is more than 1 million barrels … per day.

During the same period there’s been another corollary, a boom in horrific railway accidents resulting in derailments, spills, fires and explosions. Sometimes they occur near fragile wetlands (Aliceville, AL, November 2013); sometimes in neighborhoods where hundreds must be evacuated (Casselton, ND, December 2013); and sometimes in the middle of a town (Lac-Megantic, Quebec, July 2013, where 47 people were killed in a midnight derailment).

Since February 14 a half-dozen of these “bomb trains” have derailed and spilled or exploded, in Illinois, Ontario and West Virginia, leaving widespread destruction and environmental damage in their wake. A half-mile on either side of the tracks is considered within the “blast zone” when these fuel-laden trains crash. Increasingly they are mentioned as potential terrorist weapons.

bomb_train_accidents_2013-2015Efforts to regulate this explosion of shipping by rail has proven difficult. It seems that no one wants to accept the responsibility (or costs) of improving the safety of the cars, the tracks, the infrastructure they run over or the volatile fuel. On May 2 the Department of Transportation issued some new rules and regulations regarding the speed trains can travel at through communities, required updated and safer rail cars and more, but most of the proposed changes don’t take effect for many years. Environmental advocates are not hopeful for much quick change given the powerful lobbying efforts of the gas, oil and rail industries.

New York Governor Andrew Cuomo has previously said there was little the state could do to slow the traffic, but even he is concerned about the possibility of accident; last month the governor’s office issued a complaint after investigating train cars coming into Albany and citing 84 “defects.”

Opposition to new safety rules comes despite that the D.O.T. estimates that if this pace of shipping continues there will be fifteen major accidents every year and one of the enormity of Lac-Megantic (47 people killed) every two years.

“Even if new measures are adopted,” says Roger Downs, an Albany-based attorney with the Sierra Club’s Atlantic Chapter, “it still feels like a half-baked plan to address a wholly inappropriate way to move oil.”