Category Archives: Bakken Crude

Bakken Crude, DOT-111, Federal Regulation (U.S.), Oil Industry, Rail industry

Canada: 3-year phase out or retrofit of DOT-111 tank cars

Repost from Canada’s Financial Post

Canada to phase out in 3 years old rail tankers of type that exploded in Lac-Megantic disaster

Associated Press | April 23, 2014

Smoke rises from railway cars that were carrying crude oil after derailing in downtown Lac-Megantic, Que., July 6, 2013.

Canadian Press – Smoke rises from railway cars that were carrying crude oil after derailing in downtown Lac-Megantic, Que., July 6, 2013.

TORONTO  — Canada will require a three-year phase out or retrofit of the type of rail tankers involved in last summer’s massive explosion of an oil train that destroyed much of a Quebec town and incinerated 47 people, a government official told The Associated Press Wednesday.

Last July, a runaway oil train derailed and exploded in Lac-Megantic, Quebec, near the Maine border. Forty-seven people were incinerated and 30 buildings destroyed.

A government official confirmed the phase out of the DOT-111 tanker cars used to carry oil and other flammable liquids. The official spoke on condition of anonymity because the official was not authorized to speak publicly ahead of the plan’s official announcement.

Canada’s Transport Minister will announce new rules later Wednesday in response to recommendations by Canada’s Transportation Safety Board in the aftermath of the tragedy. U.S. officials will be watching closely as the rail industry is deeply integrated across North America and both nations’ accident investigators implored their governments earlier this year to impose new safety rules.

The DOT-111 tank car is considered the workhorse of the North American fleet and makes up about 70% of all tankers on the rails. But they are prone to rupture. The U.S. NTSB has been urging replacing or retrofitting the tank cars since 1991.

Canada’s safety board has said a long phase-out would not be good enough.

Safety experts have said the soda-can shaped car has a tendency to split open during derailments and other major accidents.

There’s been intense political and public pressure to make oil trains safer since a runaway train with 72 tank cars of North Dakota oil derailed and exploded in Lac-Megantic. The train was left unattended by its lone crew member while parked near the town. The train came loose and sped downhill into Lac-Megantic. More than 60 tank cars derailed and caught fire, and several exploded, destroying much of the downtown.

Oil trains also have exploded and burned in Alabama, North Dakota and New Brunswick in recent months.

The oil industry has been increasingly using trains to transport oil in part because of a lack of pipelines.

U.S. freight railroads transported about 415,000 carloads of crude in 2013, up from just 9,500 in 2008, according to government and industry figures.

The oil trains, some of which are 100 cars long, pass through or near scores of cities and towns.

Some companies have said they will voluntarily take the DOT-111 tank cars offline. Irving Oil Ltd., a large Canadian refiner, has said it will stop using the older DOT-111s by April 30. Canada’s two largest railways, Canadian National Railway and Canadian Pacific Railway, have already said they would move away from the DOT-111. But it is the oil companies or shippers that own or lease many of the cars.

Bakken Crude, Derailment, DOT-111, Emergency Readiness & Response, National Transportation Safety Board

Fire safety officials to NTSB: very little we can do

Repost from the White Plains NY Journal News on LoHud.com

NTSB hears concerns on derailments of oil trains

Brian Tumulty, TJN  |  April 23, 2014
A CSX train carrying light crude oil makes it way through West Nyack on March 17, 2014.(Photo: Ricky Flores Ricky Flores/The Journal News)

WASHINGTON – Crude oil and ethanol fires caused by derailed freight trains are left to burn out on their own because first responders can’t extinguish them, fire safety officials told the National Transportation Safety Board on Wednesday.

“They are no-brainers,” Greg Noll of the National Fire Protection Association said during the second day of a two-day forum on safety issues linked to rail transport of crude oil and ethanol. “There is very little we as first responders are going to do.”

Even multiple fire departments located near the site of a railroad tanker fire don’t have enough foam to extinguish such blazes, which can spread from car to car. The DOT-111 tankers that carry most crude oil moved by freight rail can’t quickly vent high-pressure vapors that build up inside the cars, railroad experts said during the first day of the forum Tuesday. They said those vapors can ignite into a thermal mushroom cloud.

The use of so-called unit trains carrying up to 100 tanker cars of crude oil or ethanol is a relatively new phenomenon that risks catastrophic events such as the July 2013 accident in Quebec that caused 47 deaths and the evacuation of more than 2,000 people.

The engineer on that crude oil train failed to properly secure it on an incline when it was parked overnight. The train rolled into the community of in Lac-Megantic, derailing at a speed of 64 mph.

An estimated 434,000 tanker loads of crude oil were shipped by rail last year, compared to only 9,500 in 2008, according to the Association of American Railroads.

Much of that oil was carried, mostly on freight trains, from the Bakken Formation oil field in North Dakota and Montana to refineries on the East, West and Gulf coasts. Oil production in the Bakken field reached 1 million barrels a day in December and is forecast to peak at 2 million barrels a day in seven years, Skip Elliott of CSX Transportation told the NTSB.

Deadly derailments of trains carrying crude oil and ethanol also have raised questions about tanker car design, but industry groups say they haven’t been able to agree on the thickness of steel in the shell of new tankers.

Rail tanker manufacturers said they’re ready to increase production to meet increased demand, but want regulatory certainty about the future standard.

Industry officials said a disagreement over one-eighth-of-an-inch thickness of steel for the shell — whether to continue using 7/16ths of an inch or move to 9/16ths of an inch — led them to ask federal regulators to promulgate a rule setting the standard for new tanker cars.

The federal Pipeline and Hazardous Materials Safety Administration, which has jurisdiction over rail tanker car safety standards, has not yet proposed a new standard. Transportation Secretary Anthony Foxx, who oversees the agency, has told Congress no date has been set for releasing a draft of the proposed standard.

Bakken Crude, DOT-111, Emergency Readiness & Response, Rail accidents, Rail industry, Rail tanker cars, Tank car design

All about the unsafe DOT-111 tank car

Repost from The News Tribune, Tacoma, OR
[Editor: This article is a good start, but it leaves much unsaid.  Information and disinformation abounds regarding the DOT-111 tank car, designed in 1964.  There are retrofitted (improved) versions of the DOT-111, but they are a small percentage of DOT-111’s currently in use, and are not REQUIRED BY LAW for transport of hazardous materials … and even these retrofitted cars are considered by many to be unsafe.  A place to begin learning more is Wikipedia.  Even better is this NTSB document,  or this by New York Senator Schumer  … and especially this technical publication by Turner, Mason & Company.   See also the authoritative and exhaustive American Association of Railroads’ Field Guide to Tank Cars.  The City of Benicia should condition Valero’s Crude By Rail proposal by requiring tank cars of the latest and safest designs for all deliveries, with stiff requirements for daily verification and harsh penalties for violations.  – RS]

Old oil tanker cars, old regulations, new danger

The News Tribune | April 22, 2014

Freight trains have an excellent overall safety record, which is why we don’t flee at the sight of them. But the growing numbers of oil trains rumbling through Washington ought to be making us nervous.

U.S. petroleum production – especially at the Bakken formation in North Dakota – has been expanding far more quickly than the nation’s pipeline capacity. As a result, the crude oil is getting carted across states by train and by truck. Let’s take a closer look at the tanker car that hauls much of that oil through Western Washington.

It’s called the DOT-111, a 1964 design. The Bakken oil that exploded catastrophically in Quebec last July, killing 47 people, was being carried in DOT-111 cars.

Five years ago, the National Transportation Safety Board investigated a low-speed train crash in Illinois in which 15 DOT-111 cars carrying fuel-grade ethanol went off the rails. Thirteen of the cars ruptured; the resulting explosion killed a motorist waiting at the crossing.

The NTSB did the math: 13 out of 15.

“This represents an overall failure rate of 87 percent,” it concluded, “and illustrates the continued inability of DOT-111 tank cars to withstand the forces of accidents, even when the train is traveling at 36 mph, as was the case in this accident.”

The NTSB noted that the basic DOT-111 lacks many puncture-resistance systems and has a thinner shell than cars designed to carry extremely hazardous liquids, such as chlorine. It reportedly is well-suited for things that don’t blow up, like corn syrup.

Bakken crude – as the Quebec disaster demonstrated – is turning out to be unexpectedly volatile and even explosive. It shouldn’t be in the older DOT-111 fleet – newer models are reputedly safer – if the cars aren’t retrofitted with heavier steel armor and other safety features.

The American petroleum boom caught regulators and railways with their pants down.

Railroad companies didn’t have enough modern, thick-walled tanker cars, so the DOT-111s were pressed into service. Spills and explosions have resulted. The U.S. Department of Transportation hasn’t come up with the tighter tank-car standards the new reality obviously demands.

Earlier this month, U.S. Sen. Patty Murray held a hearing that put Transportation Secretary Anthony Foxx on the hot seat. Sen. Susan Collins of Maine asked Foxx when the new oil train standards would be arriving.

“My target date is as soon as possible,” he said.

Four years ago – when North Dakota ran out of pipeline capacity – would have been better timing.

Bakken Crude, Derailment, Explosion, Federal Regulation (U.S.), Lac-Mégantic, Rail industry, Spill prevention and response

All about Bakken Crude, by Guy Cooper, Martinez Gazette

Repost from The Martinez Gazette

Martinez Environmental Group: The oil, pick your poison

By Guy Cooper | April 20, 2014

Two types of North American crude will roll through our towns. There’s the Bakken crude fractured from the shale beds of North Dakota and the oil/tar sand derivatives rent from the wilds of Alberta, Canada. The former has the potential to vaporize you and your neighborhood.  The latter can slowly render your land and water and body uninhabitable.

It was Bakken crude that blew up the town of Lac-Mégantic, Quebec, last July, exploded and poisoned the wetlands of Aliceville, Ala., in November, and just missed annihilating the town of Casselton, N.D., in December. That’s just a sample.

Lac-Mégantic was the eye opener. An improperly equipped and under-staffed 70-car tanker train heading east from the oil fields of Dakota was left parked on the main line above the town with an incorrectly set brake. In the early morning hours, the train broke free and careened down the hill, derailing in the center of town. OK. A train derailment due to human error.  An unfortunate accident. One would expect a nasty oil spill and big clean up to follow.

That’s not what happened. The train exploded in concussive fireballs that flattened the downtown and instantly killed 47 people. Aerial images show an area the size of downtown Martinez reduced to rubble. Flaming oil flows poured like lava from the burning train into the nearby river and lake, cooling into an intractable underwater toxic waste deposit. It took four days just to extinguish the fires. Who knows how long it will take to clean up the mess. And, of course, 47 lives lost.  The town will never be the same.

That tragic episode got people’s attention. Crude oil is not supposed to explode. It was first thought an anomaly. Maybe the train crashed into tanks of propane. That was disproved. Then there were the pools of carcinogenic benzene fire crews found themselves slogging through. Not normal.

Well, it won’t happen again. Then it did, at Aliceville and Casselton.

What was this stuff that reacted in such an uncharacteristic way? People living beside the tracks wanted to know. Emergency responders wanted to know. Local officials and the Canadian and U.S. government agencies responsible for public safety, train regulation and hazardous materials handling sought answers. Investigations and regulatory hearings commenced. About the only people not publicly showing a lot of interest, besides issues of liability, were the companies responsible for the oil production, movement and refining. Accidents happen. Normal precautions were taken. Regulations were followed. We know what we’re doing. Let’s get the PR, lawyers and lobbyist guys on this.

In response, Grant Robertson of the Toronto Globe and Mail visited the Bakken oil fields. An oil worker invited him in and produced a mason jar of fresh-out-of-the-ground Bakken crude.  “Smells like gasoline, doesn’t it? Some guys around here pour it directly in their trucks.”  The local joke is if most crude looks like a pint of Guinness, Bakken looks like Miller Lite.

The Chemical Engineer, an industry source, reported the results of chemical analysis by Canada’s Transportation Safety Board (TSB) that largely corroborated Mr. Robertson’s hands-on experience. Flashpoint refers to the temperature at which the crude gives off enough vapor to ignite. The lower the flashpoint, the more explosive the crude. The TSB results indicated a flashpoint from Lac-Mégantic samples so low that the measuring machine could only show that it was less than -35 C. The report concluded that “It is apparent that the occurrence crude oil’s flashpoint is similar to that of unleaded gasoline.”

High vapor pressure was also found, another explosive indicator. As I understand it, vapor pressure suggests the combustible gas content of an oil. The refiner Tesoro reported in early 2013 a reading of 12 psi for Bakken. Marathon Oil reported readings of 9.7 and 8.75 between 2010 and 2013, then in 2014 (after the explosions of 2013, just saying …), reported a 5.94 result.  Analysts consider that low reading an aberration, but even that number is about twice the average of most crude oils.

This is the problem. The Lac-Mégantic train cargo was assigned a packing group III classification by the largely self-regulated oil producers based on an either missed or deliberately misleading evaluation of the real volatility. Fact is, the higher the classification number, the lower the cost of transport. Class III is considered low risk. A more realistic classification I or II would have required more train staffing, beefier cars, enhanced disaster planning and other safeguards.  In other words, there would have been someone else to double check on the brake and the train could not have been left unattended on the main line while the sole engineer went five miles away to a hotel for the night. A spot check of trucks transporting Bakken from the well-heads to rail-loading facilities found a similarly pervasive cargo mis-classification. The fact is, that left to their own devices, without adequate independent regulatory oversight, oil producers, transporters and refiners are invariably going to pick the lowest-cost strategy to bring their product to market. This is the current state of the surrounding industry we are entrusting with our safety. Not a good idea.