Category Archives: Derailment

Derailment, Petroleum Coke (Petcoke), Union Pacific Railroad, Valero Benicia Refinery

Two Petroleum Coke train cars derail in Benicia

Repost from The Benicia Herald
[Editor: Question: was the petcoke dust in these cars open to the wind when they derailed here in Benicia last Saturday?  What happens to the petcoke when one of these cars jostles up and then bangs down off the rails?  Anyone have a photo?  ANSWER TO THESE QUESTIONS FROM A LOCAL OBSERVER: “The cars that Valero uses to transport petcoke are ‘Hopper Cars’. They are closed top. They are not open gondala cars.  No, the product was not open to the wind.  They are completely covered and have a top fill with a door and 3 or 4 bottom discharge slide gates.”  – RS]

2 UP trains [sic] derail near Benicia refinery; no injuries or spills

May 19, 2014, The Benicia Herald

Two Union Pacific train cars came off the rails about 5:25 p.m. Saturday, Mark Davis, UP director of corporate relations and media, said Monday.

The train serves Valero Benicia Refinery, Davis said. The derailment happened near there.

“There was no petroleum coke spill,” said Sue Fisher Jones, the refinery’s public affairs manager.

Davis concurred. “There were no injuries or spills,” he said.

“Both hopper cars were loaded with coke and derailed upright with all wheels off the rail,” he said, describing the incident.

“The cars were placed back on the track Sunday morning, and the cause of the derailment is under investigation,” Davis said.

Bakken Crude, Bakken Shale, Derailment, Explosion, Federal Regulation (U.S.), Oil Industry, U.S. Department of Transportation

Oil industry: no reason to regulate bakken crude differently

Repost from NGI’s Shale Daily
[Editor: NGI stands for Natural Gas Intel.  This report on oil industry trade groups is interesting, if not exactly reliable.  – RS]

Trade Group: No Reason to Regulate Bakken Crude Differently

Charlie Passut  |  May 15, 2014

Crude oil from the Bakken Shale isn’t significantly more dangerous than crude from other plays to transport by rail and poses a lower transport risk than other flammable liquids, but it may contain higher amounts of dissolved flammable gases compared to heavier crudes, according to a report commissioned by the American Fuel & Petrochemical Manufacturers (AFPM).

AFPM, which represents nearly all of the petroleum refiners and petrochemical manufacturers in the United States, said it surveyed 17 of its members and collected approximately 1,400 samples of Bakken crude for its 38-page report, which was released Thursday. The trade association said it commissioned the report at the request of the U.S. Department of Transportation (DOT).

“The results show that while Bakken crude (and other light crudes) may contain higher amounts of dissolved flammable gases compared to some heavy crude oils, the percentage of dissolved gases would not cause Bakken crude to be transported under a DOT hazard class other than Class 3 Flammable Liquid and does not support the need to create a new DOT classification for rail transportation,” the report said.

DOT has been investigating a series of train derailments involving rail cars containing Bakken crude. The investigation is part of DOT’s Operation Classification, also known as the “Bakken Blitz,” (see Shale Daily, Feb. 26).

Last February, DOT issued an emergency order [Docket No. DOT-OST-2014-0025] requiring rail carriers to test crude oil before transport, and to classify crude as a Packing Group (PG) I or II hazardous material, effectively forbidding its classification under PG III, a “low danger” category.

DOT issued a second emergency order last week [Docket No. DOT-OST-2014-0067], advising against the use of older, more vulnerable rail cars for the shipment of Bakken crude (see Shale Daily, May 7). Railroads were also required to notify the appropriate state emergency response commissions when the trains carrying more than 1 million gallons of Bakken crude are moving through their states.

According to the AFPM survey, the flashpoint for Bakken crude ranged from -59 to 50 degrees Celsius. The trade association said that meant it meets the criteria for transport as a PG I, PG II or PG III material or as combustible liquids. It also found that Bakken crude’s initial boiling point ranged from 2.2 to 66.9 degrees Celsius. AFPM said oil with an initial boiling point of 35 degrees Celsius or lower could be shipped as PG I, but other oils could be sent as PG II, PG III or as combustible liquids.

The vapor pressure of Bakken crude at 50 degrees Celsius tested at a maximum 16.72 pounds per square inch absolute (psia). Meanwhile, rail tank car pressures on delivery tested at a maximum of 11.3 pounds per square inch gauge (psig), which AFPM said demonstrates that Bakken crude may be safely transported in DOT Specification 111 tank cars.

“Measured tank car pressures show that even the older DOT 111’s authorized to transport Bakken crude oil are built with a wide margin of safety relative to the pressures that rail tanks may experience when transporting Bakken crude oil,” the report said.

Last week, two DOT agencies — the Federal Railroad Administration (FRA) and the Pipeline and Hazardous Materials Safety Administration (PHMSA) — issued a safety advisory strongly urging those shipping or offering Bakken crude to use tank car designs with the highest level of integrity available in their fleets. The agencies advised offerors and carriers to try and avoid using older legacy DOT Specification 111 or CTC 111 tank cars for the shipment of Bakken crude.

AFPM added that of all the samples taken of hydrogen sulfide (H2S) concentrations, only one sample tested above the short term exposure limits set by the Occupational Safety and Health Administration. The lone high sample tested at a maximum 23,000 ppm. “Where they exist, high H2S concentrations are addressed under existing transportation and workplace safety regulatory provisions without affect to rail tank car authorizations,” the report said.

The report also compared the Reid Vapor Pressure (RVP) — a measurement for volatility — of Bakken crude to other types, including crude from the Eagle Ford Shale in Texas and the Denver-Julesburg (DJ) Basin in Colorado. Other crudes tested were Louisiana Sweet (LLS), West Texas Intermediate (WTI), Arabian Super Light, Agbami, Sarahan Blend, Brent, Alvheim blend, Arabian Heavy, Alberta Dilbit and Alba.

The report said Bakken crude had an RVP of 7.83 psia. By comparison, crude from the DJ Basin tested at 7.82 psia, the Eagle Ford was 7.95 psia, LLS was 4.18 psia and WTI was 5.90 psia. Arabian Super Light tested at the highest RVP (20.7 psia) while Alba was the lowest (1.6 psia).

“While survey data on specific samples of Bakken crude oils (like other light crude oils) showed higher gas content than assay data, it may be expected that similar variations arise in the case of non-Bakken crude oils,” the report said. “The data suggests that Bakken crude oil is within the norm for what might be expected in the case of light end content in light crude oils.”

The report was prepared by Frits Wybenga, hazardous materials consultant for the Rockville, MD-based firm Dangerous Goods Transport Consulting Inc.

Last July, an unattended freight train transporting Bakken crude rolled downhill, derailed and exploded in Lac-Megantic, Quebec, killing 42 people (see Shale Daily, July 9, 2013).

Six months later, a 90-car crude oil train loaded with Bakken crude heading to a refinery in Florida derailed in a rural area near Aliceville, AL. According to DOT, more than 20 cars derailed and at least 11 ignited, causing an explosion and fire. Although no one was injured in the incident, an undetermined amount of crude fouled a wetlands area, causing an estimated $3.9 million in damage.

On Dec. 30, 2013, a BNSF train carrying Bakken crude hit a grain train traveling in the opposite direction that had derailed earlier near Casselton, ND. The crash caused 21 cars carrying crude to derail, 18 of which subsequently ruptured and exploded (see Shale Daily, Dec. 31, 2013). There were no injuries, but about 1,400 were evacuated. Damage was estimated at $8 million.

Bakken Crude, Davis CA, Derailment, Emergency Readiness & Response, Explosion, Richmond, Valero

CBS TV Sacramento: uprail communities concerned as crude by rail spikes

Repost from CBS13 Sacramento
[Editor: Rather a poor report, with a few errors (for instance, six explosions, not three) and a pessimistic ending.  But good tv exposure on the issue.  See the excellent quote by Davis Mayor Joe Krovoza, and note how the Valero Benicia spokesperson evades the reporter’s question on “Who will pay for safety?” in the interview near the end.  – RS]

Crude Oil Shipment Spike Has California Residents Along Railways Concerned

May 13, 2014


DAVIS (CBS13) — It’s been a deadly year for the oil and railroad industries as crude oil tankers on North American railways explode in three separate incidents, calling into question what dangers are we willing to accept in our insatiable quest for fuel.

Welcome to North Dakota, where the earth is gushing oil. But the black gold blessing is quickly becoming a shipping curse.

The number of trains carrying crude oils is rapidly expanding, putting residents like Errin Enos of Davis at risk.

“Of course I’m scared, they go right past my house,” he said.

About 1 million barrels of oil a day is being extracted from the Bakken Oil Field in North Dakota. Getting it from there to refineries in California has created a controversial and dangerous dilemma.

“Frankly, it’s just the odds,” said California state Sen. Beth Jackson. “If we’re transporting more things by rail, it’s just going to happen at some point no matter how we try to be careful.”

Oil industry insiders know about the controversy involving the third-largest refining state.

For the most part, crude oil is transported around the world on ships, through pipelines and by trains. Each of those has risks.

Three accidents involving oil trains have occurred in the last year alone:

July 2013: A train carrying crude oil derailed and exploded in Quebec, Canada, leveling portions of the town of Lac Megantic and killing 47 people.

December 2013: An oil train collided with a derailed train near Casselton, North Dakota.

April 30: A train loaded with crude oil derailed in Lynchburg, Virginia. Some cars burst into flames, others plunged into the James River.

But even shipping has its dangers.

November 2007: A Cosco Busan oil tanker rammed the Bay Bridge, spilling 53,000 gallons of bunker fuel into the San Francisco Bay—or less than two rail cars full of oil.

March 1989: The Exxon Valdez struck a reef in Prince William Sound Alaska. Up to 750,000 barrels of crude oil spilled, making it one of the most devastating human-caused environmental disasters.

On land, millions of barrels of crude oil are moved through pipelines and trains. So which is safer?

Juan Acosta represents Burlington Northern Santa Fe railroad and recently testified at a hearing at the state Capitol.

Even though pipelines are safer, he says, environmental groups strongly oppose building new pipelines, meaning America’s overflowing oil reserves are now hitting the rails.

Crude Spike Means Busy Railways

Railroads have several lines to bring crude oil into California. Many of them converge at refineries in our part of the state in cities like Richmond and Benicia. In the coming years, officials estimate that 25 percent of crude coming into California will arrive on trains.

Cities and towns that line these train tracks are fighting the trend, because there’s a plan to send even more crude oil through Northern California.

That has Davis Mayor Joe Krovoza concerned.

“If those same tracks are going to be be carrying hundreds of thousands of cars of crude oil through Davis every day, that’s absolutely a situation we can’t have in this community,” he said.

The plan would send 82,000 barrels of North Dakota Bakken crude oil on California tracks through Roseville, West Sacramento and Davis on their way to the Valero refinery in Benicia.

Chris Howe is the director of health, safety and environment at the refinery where they convert crude oil into gasoline, diesel and jet fuel. They hope to build a special station where they can offload North Dakota’s oil from train cars.

“Today about 80 percent of the crude oil that we process at the refinery comes in by marine tanker,” he said.

Currently, a little more than five percent of oil comes into the state by rail, but that’s almost certain to increase dramatically.

With a record amount of crude oil being extracted from North Dakota and a lack of pipelines to ship it, and with the world’s appetite for oil products increasing in places such as China and India, the oil industry says it’s a basic business principle of supply and demand.

And it’s not just in Benicia. Oil is alreayd being offloaded from rail cars and onto tanker trucks at McClellan Park near Sacramento.

Who Will Pay For Safety?

At a recent hearing at the state Capitol, Lisa Stark testified for Union Pacific, saying safety is a top priority.

“I know we’re very aggressive on safety, so it may not make a huge difference here in California because we already have a very aggressive program here,” she said.

But at that same hearing, emergency responders from a host of state agencies were concerned about their ability to respond to a catastrophe.

“What we did learn is that there really is no preparedness,” said State Sen. Jerry Hill.

He says not only are local emergency crews not prepared, but he says only the railroads are willing to pay to train local firefighters, not oil companies.

“They’re fine with most of what’s being proposed,” he said. “It’s the oil companies who are opposed to any additional fees that would be imposed on crude oil that comes.”

Something Howe doesn’t confirm, but doesn’t deny either.

REPORTER: So you think Union Pacific would be willing to go into some of these smaller communities and offer training?

HOWE: I’ve read their commitment to do that and it’s my understanding …

REPORTER: But it’s not something Valero would be willing to do?

HOWE: I would surely encourage the railroad to help do that.

Living along the tracks, Enos believes more trains filled with explosive crude oil will be rolling by his home in the near future.

“They’re gonna get their way,” he said. “I mean I could talk, talk, talk and it’s not gonna make any difference, I don’t believe.”

Bakken Crude, CPC-1232 standard, Derailment, DOT-111, Emergency Readiness & Response, Federal Regulation (U.S.), James River, Lynchburg Virginia

Lynchburg city leaders: ‘We dodged a bullet’

Repost from The Lynchburg News & Advance

James River Association reflects on train derailment

May 14, 2014 11:08 pm  |  Alex Rohr
River association reflects on train derailment
Bobby Harris listens to Lynchburg City Manager L. Kimball Payne III speak during a community meeting on rail safety concerns hosted by the James River Association at the Craddock Terry Hotel and Event Center on Wednesday.  Photo by Autumn Parry

The phrase repeated throughout a James River Association forum reflecting on the CSX train derailment of two weeks ago was “we dodged a bullet.”

No one was killed in the wreck that caused 17 tankers of a 105-car train to derail on April 30. No one died in the subsequent fire after one tanker breached, spilling 20,000-plus gallons of oil into the James River. The damage to environment likely is minimal.

But the JRA held a forum Wednesday with City Manager Kimball Payne, Upper James Riverkeeper Pat Calvert and City Councilman Turner Perrow to reflect on the incident, the aftermath and what to do going forward to prevent a worse disaster.

Payne and Perrow had just left a meeting at City Hall when they were told separately about the wreck. Payne, who was named JRA’s 2014 River Hero at the beginning of the meeting, recounted watching black smoke from a window at City Hall.

He immediately thought downtown was on fire, the Depot Grille had been destroyed, and people had died.

“It was a horrifying thought. …So I, like an idiot, headed for the river,” Payne said.

By the time he arrived, police and firemen were on the scene, knew the tankers were hauling Bakken crude and were acting accordingly.

“Then I realized the Depot Grille was still standing and I felt a lot better. But the river was on fire. … It could have been a lot worse.”

As the April 30 incident unfolded, Payne, Calvert and Perrow found themselves in a national discussion on rail safety, fielding questions from reporters across the country.

“I don’t know how they got my cellphone. I was getting texts from CBS news,” Payne said.

Safety concerns related to the hauling of Bakken oil — more volatile than standard crude — have been growing nationwide following the fatal wreck in Quebec, Canada in July as well as derailments resulting in environmental damage. The National Transportation Safety Board, the agency investigating the derailment, held a forum the week before the Lynchburg wreck on rail safety, referencing a national increase in rail traffic.

“The national discussion is happening. We’re on the sidelines right now,” Perrow said after the meeting.

“What this did is it pulled Virginia into the conversation. We’ll see if we have a seat at the table or not.”

One week after the wreck, the U.S. Department of Transportation issued an emergency order requiring railroads to provide state agencies information about Bakken crude hauled by rail. The order did not include a requirement for the state to share that information with localities.

“We don’t think it’s strong enough. They need to do more,” Calvert said speaking for the JRA. He specified the JRA wants stronger regulations on rail cars, in particular the older models that have proved vulnerable even with upgrades.

While Payne said he wants to know what hazardous materials are hauled through Lynchburg in general and how to deal with them, he doesn’t know what the city would do with minute-by-minute details.

Ed Melton, general manager of RockTenn, a packaging manufacturer on Concord Turnpike near the tracks, attended the forum and said he is concerned about evacuating his employees.

But the speakers emphasized hazardous material safety is not only about crude or rail. Payne said the city needs to know the general dangers on roadways. Calvert said hazards on the James include those causing the February Duke Energy coal ash spill into the Dan River in Eden, North Carolina and the January Freedom Industries chemical spill into the Elk River in West Virginia.

“The James River watershed holds about 80 percent of the toxic substances in the state of Virginia. To me, that’s very alarming,” Calvert said.

He and JRA Chief Executive Officer Bill Street said addressing those hazards should be part of the discussion going forward.

“We don’t have all the answers. That’s why we wanted to bring people together to talk about it,” Street said.

All three speakers said because the issue involved interstate commerce — the oil was drilled in North Dakota, and the train came from Chicago on the way to Yorktown — a decision would need to come at the federal level.

Perrow said the discussion needs to include whether hazardous materials should be going through populated areas where they could cause loss to human life or less populated ones where it may take longer to respond resulting in harsher damage. He said personal safety and environmental health should be balanced with economic benefit.

“I know I haven’t given you any answers, but I don’t think they’re out there right now,” Perrow said.

Calvert said he drank out of a plastic water bottle and arrived at the meeting in an automobile — both acts dependent on crude oil.

“We’re all dependent on this. We are all sort of complicit in this. Now what are we going to do about it?” Calvert said.

Those who are interested in participating in the policy decisions, and at least making sure what can be done is done, may contact their government representatives.

Perrow, who has been educating himself on rail, and in particular rail car safety, said people should do the same, and also talk to Sens. Tim Kaine and Mark Warner because they are involved in the conversation at the national level. The senators issued a joint statement May 5 asking for tighter regulations, and another after the May 7 emergency order urging further action.

When asked by an attendee what she and others could do to help shape policy, Perrow said they should get or stay involved with JRA.

Street said the JRA keeps its members informed about ongoing issues and lets them know when to contact representatives when decisions are being made so their voice can join others most effectively.

“We are the voice of the river,” Street said. “The more people we have in this effort, the stronger the voice will be.”