Tag Archives: Hazmat notification

Crude By Rail, Emergency Readiness & Response, Hazmat notification, Oil stabilization, Parked trains, Phillips 66, Rail Safety, Sacramento Area Council of Governments (SACOG), Santa Maria Refinery

Sacramento Area leaders call for strong safety controls on oil trains headed west and south

Repost from The Sacramento Bee

Sacramento leaders call for more crude-oil train safety

By Tony Bizjak, 11/14/2014
A tanker truck is filled from railway cars containing crude oil at McClellan Park in March.
A tanker truck is filled from railway cars containing crude oil at McClellan Park in March. Randall Benton

Concerned about potential oil spills and fires, Sacramento leaders are calling for stronger safety controls on a Phillips 66 proposal to transport crude oil via trains through Sacramento neighborhoods to the oil company’s refinery in San Luis Obispo County.

In a letter approved Thursday by board members of the Sacramento Area Council of Governments, regional officials are asking San Luis Obispo County to require the oil company to notify local fire officials before any crude oil train comes through the area, limit the parking of crude-oil-laden trains in the urban area, provide funding for training on fighting oil fires, and require trains and tracks to have modern safety features.

SACOG officials said they are not taking a stance against rail shipments of crude oil in general.

“Our intent is not to prohibit any types of shipments, our intent is to ensure that where they are shipped that we impose the most reasonably feasible safety measures for our communities,” the agency’s attorney Kirk Trost said during a board briefing this week.

A boom in domestic oil production in North Dakota, Colorado, Texas and other Western states in recent years has prompted safety concerns after several high-profile oil-train explosions, including one in Canada that killed 47 people last year. The federal government is formulating new safety regulations, including a requirement for sturdier tank cars.

SACOG’s letter comes in response to a Phillips 66 proposal to ship oil via train five days a week to its Santa Maria Refinery in San Luis Obispo County. Many of those trains are likely to come through Northern California, via Roseville, and run through downtown Sacramento, West Sacramento, downtown Davis and East Bay cities. Some could take a route through Sacramento to Stockton, then west into the Bay Area. The route east of Roseville is unknown.

The Sacramento group, in its letter, also joined a growing national chorus of cities and states demanding that particularly flammable crude oil from the Bakken region of North Dakota be stripped of its more volatile elements before being loaded on trains.

In an email to The Sacramento Bee, Phillips 66 spokesman Dennis Nuss said Phillips does not plan to ship Bakken oil to its Santa Maria Refinery. He did not specify which types of crude oil the refinery will receive.

“Phillips 66 is working to ensure the long-term viability of the Santa Maria Refinery and the many jobs it provides,” he wrote. “Our plans for this project reflect our company’s commitment to operational excellence and safety while enhancing the competitiveness of the facility.”

SACOG, a transportation planning agency formed by the region’s six counties and 22 cities, previously called for similar safety measures on another oil company plan to transport oil, likely Bakken, through Sacramento to a Benicia refinery. Valero Refining Co. officials say they hope to start next year shipping two 50-car oil trains a day through Sacramento to that plant.

Railroads have long successfully argued that federal railroad regulations pre-empt states, counties and cities from imposing any rules on their operations. In their letter, Sacramento officials contend that San Luis Obispo County and Benicia can require the oil refineries to write safety measures into their contracts with the rail carrier companies. A rail law expert, Mike Conneran of the Hanson Bridgett law firm in San Francisco, said Sacramento’s argument might have legal merit, but likely will have to be tested in court.

Crude-oil trains have proliferated in recent years around the country as producers use newer fracking technologies to unearth previously trapped oil deposits in the West. California Energy Commission analysts say very little of that oil is being transported on rail into California currently, but they say as much as 22 percent of the state’s oil will arrive by train by 2016.

One such shipment comes through Sacramento, traveling on the rail line that cuts through North Sacramento, midtown, Land Park and Meadowview en route to Richmond in the Bay Area. The BNSF Railway company recently filed papers with state emergency officials indicating they are running up to two trains a week on that route, an increase from one train a week earlier this year.

Another major crude-by-rail facility, outside of Bakersfield, is expected to open before the end of this year and may take shipments of crude oil on rail that will come through Sacramento. A spokesman for Plains All American, owner of the facility, declined comment on the routes the trains will take, saying that will be a decision the railroad companies will make.

Read more here: http://www.sacbee.com/news/local/transportation/article3935260.html#storylink=cpy

 

Crude By Rail, Emergency Readiness & Response, Federal Regulation (U.S.), Hazmat notification, Massive increase in crude-by-rail

Indiana TV investigation: Through Your Backyard

Repost from WANE TV15 – Fort Wayne, Indiana
[Editor: Regarding railroad hazmat notification … significant quote by a County Emergency Management Director in Indiana: “The first I heard about it was from you.  I believe if the state was aware of that, I would have that information.”  Excellent video on this 2-month investigation.  Apologies for commercial content on the video…. – RS]

Through Your Backyard

By Adam Widener, October 30, 2014


FORT WAYNE, Ind. (WANE) – The volume of crude oil being shipped via railroads is rising across the country. Much of it comes from North Dakota and is heading for the east coast. It’s a path that funnels millions of gallons directly through northeast Indiana every week.

The U.S. Department of Transportation said the increase in crude-by-rail poses a greater risk for incidents and recently ordered railroad companies to tell each state where and how often trains are hauling large amounts of the energy product.  Federal officials cited several oil train derailments in the U.S. and Canada as a reason for the order.

But some emergency responders in northeast Indiana had no idea about the growing threat traveling through their backyard, until 15 Finds Out began asking questions.

Energy independence

To understand the severity of that communications gap, one must first understand the reason for the rising number of oil trains.  More and more petroleum crude oil is being drilled at the Bakken Shale formation in North Dakota.  Rail companies say it’s traveling to refineries in high quantities via the most economical option: rail.

“There’s an important development happening in this country and it’s happening here in this community,” said Dave Pidgeon, public relations manager for Norfolk Southern Corp. “We are moving towards greater energy independence.”

Quebec Oil Train explosion 15 Finds Out Through your backyard
A fireball shoots into the air following a deadly oil train explosion in Lac-Megantic, Quebec, Canada in 2013.

Major incidents

But since the beginning of 2013, oil train derailments have caused major problems across the U.S. and Canada. One organization highlights 10 such accidents in that time frame.

On April 30, a CSX train carrying 105 crude oil tank cars derailed in Lynchburg, Virginia.  The highly flammable crude oil caught fire.  Emergency crews evacuated 350 people from their homes. Up to 30,000 gallons of petroleum crude oil spilled into a nearby river.

The most notable oil train derailment happened in Lac-Mégantic, Quebec, Canada on July 5, 2013.  An unmanned, runaway oil train carrying crude oil derailed, exploded, caught fire, and killed 47 people.  2,000 people had to be evacuated from the town.

“Imminent hazard”

The dramatic rise in oil trains combined with recent derailments caused the USDOT to file an emergency order in May.  Federal officials cited an “unsafe condition” or “unsafe practice” for crude-by-rail causing an “imminent hazard.”

The DOT ordered railroad companies to begin reporting to each state’s Emergency Response Commission. Beginning in June, railroads were to tell state officials the expected movement and frequency of trains transporting 1 million gallons or more of crude oil from North Dakota.

Norfolk Southern Corp. and CSX Transportation have lines in northeast Indiana. A media spokesperson for each company said they’re following the emergency order.

“We share information with the state emergency management services across our network,” said Tom Livingston, CSX’s regional vice president for government affairs in the Midwest.

“Be as well-informed as possible”

The emergency order makes other important recommendations. It says state and local first responders should “be as well-informed as possible as to the presence of trains carrying large quantities of Bakken crude oil” in their area. That way, they have “reasonable expectations” to “prepare accordingly for the possibility of an oil train accident.”

15 Finds Out uncovered that wasn’t the case for some first responders in northeast Indiana.  On October 1, 15 Finds Out spoke with Michael “Mick” Newton, emergency management director for Noble County. At the time, Newton had never heard of the emergency order and didn’t know about the increase in crude-by-rail in his county. 

“The first I heard about it was from you,” Newton said.  “I believe if the state was aware of that, I would have that information.”

15 Finds Out obtained proof that the Indiana Department of Homeland Security (IDHS) actually did have that information and delayed passing it along. I-Team 8 at our sister station, WISH-TV in Indianapolis, recently got a copy of an email sent to several emergency management directors across northern Indiana.

The email included Norfolk Southern’s oil train route maps and how many of its oil trains travel through 12 northern Indiana counties with more than 1 million gallons every week.

Norfolk Southern sent IDHS that information in a letter dated June 3, 2014. But IDHS didn’t forward it to EMA directors until October 8, ironically after 15 Finds Out and I-Team 8 began asking questions.

The Federal Railroad Administration has noted those crude-by-rail stats are public.  Still, IDHS denied a request for copies and said that information could hurt public safety by creating a vulnerability to terrorist attacks.

Millions of gallons “through your backyard”

Click image to see full graphic.
Northfolk Southern weekly shipments: Click image to see full-screen graphic.

Because of legal concerns, 15 Finds Out is not releasing Norfolk Southern’s oil train exact routing maps.  Noble and DeKalb Counties have 13 to 24 trains carrying a million gallons or more of crude oil every week. Whitley and Allen Counties have between 0 and 4 trains carrying a million gallons or more every week.

Leaders with CSX were more forthcoming with oil train information. Livingston said 20 to 35 trains carrying a million gallons or more of North Dakota Crude Oil travel on its Garrett line every week.

15 Finds Out shared those stats with Newton on October 1.

“Nobody’s come up with, other than you, of any information like that to me,” he said.

It was a similar story in DeKalb County. EMA Director Roger Powers said he hadn’t received any crude-by-rail notifications from IDHS until, ironically, the day of his interview with 15 Finds Out.

Click image to see full-screen graphic.
CSX weekly shipments: Click image to see full-screen graphic.

“It’s always good for us to know,” Powers said. “When we don’t know, that’s when we get caught sometimes and have to pull back and regroup and think about how we are going to attack this.”

“Internal delay”

When asked why it took IDHS four months to give first responders the oil train notifications, public information officer John Erickson released a statement that said in part:

There was an internal delay at IDHS with respect to the first notification the agency received regarding the U.S. Department of Transportation (U.S. DOT) order. This notification was not evaluated as efficiently as it could have been, and as a result, was not forwarded to the local responders as quickly as IDHS would have liked.

The statement said the agency has since modified its evaluation process of these notifications and will, in the future, get them to local emergency responders as quickly as possible.

There was an apparent confusion at IDHS regarding the oil train notification. The statement said officials weren’t sure if it was the particular notification required under the DOT order. Since IDHS considers the information to be highly sensitive, the agency said the documents had to be “carefully evaluated regarding which agencies had a need to know.”

Read the entire statement from IDHS

In the end, Newton argued that his department’s response would be the same whether they knew how many oil trains pass through or not.  Despite the four month delay, both Newton and Powers are each thankful they now have the proactive information. They are now passing those stats down to first responders, like Auburn Fire Chief Mike VanZile.

“Since you said something to me I’ve done some research, and now I think through your efforts and some other folks’ efforts, now the state has given our EMA director, homeland security office, some vital information that he has passed on to me,” VanZile told 15 Finds Out. “Millions of gallons going across these rails, that’s a huge concern.”

15 Finds Out continues its investigative series “Through Your Backyard” next week. Tune in Thursday, November 6 at 6:00 p.m. to hear what the railroad companies and U.S. Department of Transportation are doing to make crude-by-rail safer.

California Attorney General Kamala Harris, California Environmental Quality Act (CEQA), Disclosure of tank car contents, Draft EIR, Federal Regulation (U.S.), Hazardous cargo transparency, Hazmat notification, State regulation, Valero Crude By Rail, Valero Energy Corporation

Bloomberg: California AG Rejects Trade-Secret Claims for Crude-by-Rail

Repost from Bloomberg News

California AG Rejects Trade-Secret Claims for Crude-by-Rail

By Victoria Slind-Flor, Oct 22, 2014

California Attorney General Kamala Harris expressed reservations about the trade-secret provisions in a proposal for a crude-by-rail project in Benicia, California.

In a letter to the city’s Community Development Department, she said the draft environmental impact report for San Antonio-based Valero Energy Corp. (VLO)’s project “frustrates” the California Environmental Quality Act by not disclosing information about which particular crude oil feedstocks would be delivered in as many as 100 tank cars a day.

She said the missing information includes the weight, sulfur content, vapor pressure and acidity of the crude oil feedstocks, information she said is “critical for an adequate analysis” of the effects of the project on public safety and air quality.

Harris said the California governor’s Office of Emergency Services and the state Transportation Department determined that information about the specific characteristics of the crude moved by rail “are not protected trade secrets and should be publicly released.”

The attorney general said these issues “must be addressed and corrected” before the City Council of Benicia takes action on the draft environmental impact report.

Benicia, a city of about 27,000, is on the edge of the Carquinez Strait emptying into San Francisco Bay.

Bakken Crude, Crude By Rail, DOT-111, Emergency Readiness & Response, Federal Regulation (U.S.), Hazmat notification, Tank car design, Train braking systems, Volatile gases

Fed Measures on Crude Oil Fall Short, Put Protected Estuaries and Heritage Areas at Risk

Repost from HuffPost GREEN, The Blog
[Editor: Note reference near the end on federally designated National Heritage Areas and Estuaries of National Significance which “require special protection from potential explosions and spills. Rerouting bomb trains away from such specially designated regions would avert a disaster-waiting-to-happen to prime assets along their rail lines.”   The San Francisco Estuary Partnership is one of 28 Estuaries of National Significance.  (I am trying to confirm that the Sacramento-San Joaquin Delta is a National Heritage Area – their website is out of date.)  How might these agencies be brought into the discussion on Valero Crude By Rail?    – RS] 

Fed Measures on Crude Oil Fall Short, Put Hudson River at Risk

By Ned Sullivan, President, Scenic Hudson and Paul Gallay, President, Hudson Riverkeeper, 10/21/2014

Last May, we wrote about how the Hudson River Valley has become a virtual pipeline for the transport of highly flammable Bakken crude oil in unsafe DOT-111 railcars–the same tankers whose derailment has caused numerous explosions across the U.S. and the death of 47 people in Lac-Megantic, Canada.

Since then, very little has changed, which means the situation has just gotten worse.

Each day, more than 320 of these oil-laden cars continue to pass through our communities and along the shores of the Hudson River, one of the world’s most biologically diverse tidal estuaries. To date, we’ve escaped disaster, although three trains pulling empty DOT-111s have derailed in the Hudson Valley. Each time a rail accident occurs in the region, as it did just last week, the environmental community holds its breath, expecting the worst.

What will happen if cars full of Bakken crude do go off the tracks? The federal Pipeline and Hazardous Material Safety Administration (PHMSA), quoting the National Transportation Safety Board (NTSB), recently provided the answer: They “can almost always be expected to breach,” making them “vulnerable to fire.” The result would be catastrophic to the public health, vital natural and historic resources, and drinking water supplies of a region stretching from Albany to New York Harbor. It would cause long-lasting, if not permanent, damage to the estuary’s entire ecosystem and the foundation of a vibrant, $4.75-billion tourism economy.

Both Scenic Hudson and Riverkeeper have been advocating vigorously for increased federal protections, including an immediate ban on the use of DOT-111s for transporting crude. Therefore, we were bitterly disappointed and frankly frustrated by new draft regulations proposed by the PHMSA regarding tanker redesign and other measures for reducing the risks of explosions and spills from these “bomb trains.” They just don’t go far enough fast enough, meaning our communities remain at grave risk. It also means the proposed rules don’t comply with federal law, which requires strict safety upgrades that will protect the public.

In formal comments on the regulations our organizations submitted jointly, we outline how the PHMSA’s rules are replete with loopholes and weak safety proposals.

  • Despite acknowledging the safety hazards of DOT-111s, the proposed regulations would very slowly phase out their use for transporting Bakken crude and allow 23,000 of these outdated, dangerous cars to remain on the rails for shipping heavy Canadian tar sands crude, which presents different but equally serious safety and environmental risks.
  • The regulations fail to require full disclosure of rail traffic information to first responders, and instead ask the industry if it would prefer to keep this information confidential.
  • The regulations fail to require the most protective braking improvements or speed restrictions, and fail to even consider limits on the length of trains that could reduce accident risks and impacts of a derailment.
  • The regulations would allow railroads to continue operating 120-car trains of Bakken crude oil without requiring any train-specific spill response plans–despite the fact that a 120-car train carries as much oil as an oil barge or tanker, both of which must have spill response plans approved by the Coast Guard.

Put simply, these rules defer to the rail and oil industries at every turn–and they won’t stop the next bomb train disaster. As the NTSB warned in its official comments on these proposed rules, “Each delay in implementing a new design requirement allows the construction of more insufficiently protected tank cars that will both increase the immediate risks to communities and require costly modification later.” Further, the NTSB concludes that the government’s proposed standards for new and existing tank cars offer options that “do not achieve an acceptable level of safety and protection.”

We deserve real protection for our communities and the environment. And we deserve it now.

For these reasons, Riverkeeper and Scenic Hudson have called on the PHMSA to issue an emergency order requiring immediate adoption of the most stringent tank car standards, speed restrictions and use of electronic controlled pneumatic braking in all trains carrying crude, as well as closing loopholes in the rule that leave heavy tar sands crude and trains carrying fewer than 20 cars of Bakken crude completely unaddressed. (Scenic Hudson also has called for rules requiring Bakken crude to be processed at its source in North Dakota, making it much less volatile for shipment. This is done at many Texas oil fields.)

In addition, we are calling on federal rail regulators to designate the Hudson River Valley, as well as other similarly situated regions, highly important natural and cultural resources under PHMSA routing regulations. This means that the natural and cultural resources within this federally designated National Heritage Area (one of only 49) and Estuary of National Significance (one of 28) require special protection from potential explosions and spills. Rerouting bomb trains away from such specially designated regions would avert a disaster-waiting-to-happen to prime assets along their rail lines. In the Hudson Valley, those assets include six drinking water intakes; 91 state, county and municipal parks; 40 Significant Coastal Fish and Wildlife Areas; nine colleges; 69 public schools and 80 medical facilities.

The federal government has the responsibility to ensure the public’s safety. Until Washington steps up and fulfills this obligation, we’ll have to keep on holding our breath.