Category Archives: Emergency Readiness & Response

Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Fire, First responder training

As oil trains roll across America, volunteer firefighters face big risk

Repost from Reuters

As oil trains roll across America, volunteer firefighters face big risk

By Edward McAllister, Mar 23, 2015 4:45pm EDT
Firefighters' jackets and helmets are hung on a wall in the main fire hall in West Webster, New York, December 28, 2012. REUTERS/Carlo Allegri
Firefighters’ jackets and helmets are hung on a wall in the main fire hall in West Webster, New York, December 28, 2012. Credit: Reuters/Carlo Allegri

(Reuters) – Volunteers at the Galena, Illinois, fire department were hosing down the smoldering wreck of a derailed BNSF oil train on the east bank of the Mississippi River on March 5 when a fire suddenly flared beyond their control. Minutes later, the blaze reached above the treetops, visible for miles around.

“They dropped the hoses and got out” when the flames started rising, said Charles Pedersen, emergency manager for Jo Daviess County, a rural area near the Iowa border which includes Galena. “Ten more minutes and we would have lost them all.”

No one was hurt in the fire, which burned for days, fed by oil leaking from the ruptured tank cars. But an increase in explosive accidents in North America this year highlights the risks that thousands of rural fire departments face as shipments of oil by rail grow and regulators call for improved train car standards.

Nearly two years after a crude oil train derailed, exploded and killed 47 people in the Canadian town of Lac-Megantic, Quebec, in 2013, there are no uniform U.S. standards for oil train safety procedures, and training varies widely across the country, according to interviews with firefighters and experts in oil train derailments and training.

About 2,500 fire departments are adjacent to rail lines transporting oil in North Dakota, Minnesota, Wisconsin, Illinois and Iowa alone, according to figures provided by the Department of Transportation, but no nationwide statistics exist. The DOT does not know which of these fire departments are in need of training, a spokesman said.

The scenario concerns experts who say more needs to be done for sparsely equipped, rural, mostly volunteer-run fire departments to prepare as oil train accidents increase. Already this year, four oil trains have derailed and exploded in North America, double last year’s tally.

No deaths have occurred as a result of U.S. derailments. Oil trains have been a consistent feature on U.S. rails only since 2009.

“Is it acceptable that we just let these fires burn out?” said Thomas Miller, board member of the National Volunteer Fire Council and principal at the National Fire Protection Association, which draws up training guidelines.

“We have to have a comprehensive plan to identify training levels required and to make sure training is available,” he said.

CART BEFORE HORSE

Railroads have increased safety training in the nearly two years since Lac-Megantic, a period during which nine trains have derailed and exploded in North America.

Berkshire Hathaway-owned BNSF, CSX Corp, Norfolk Southern Corp and other railroads have bolstered their own network of hundreds of hazardous-materials experts and equipment centers dotted around the country that react if an accident occurs.

The major North American railroads last year spent $5 million to send more than 1,500 first responders on a new three-day oil train program in Pueblo, Colorado, the first site dedicated to oil derailment training in the United States.

The Department of Transportation’s Pipeline and Hazardous Materials Safety Administration (PHMSA) is developing an oil derailment training module, expected to be completed in May.

But PHMSA funding to state and tribal governments for hazmat training has declined from $21.1 million in 2010 to $20.2 million last year, even as oil derailments increased. Moreover, interviews with fire departments across the country reveal stark disparities in training.

In Galena, where up to 50 oil trains roll through each week, the fire department had received some basic hazmat training provided by BNSF last year. But when the train came off the rails in March, Galena firefighters were still waiting for a slot at the Pueblo, Colorado facility.

“It was a bit cart-before-the-horse,” said Galena volunteer fire chief Randy Beadle. “It just happened that we had an incident before we could get the guys out there” to Pueblo, he said.

It is unclear what exactly the Galena firefighters might have done differently given proper training and greater resources, but other firefighters who have received extensive training say it is vital to countering an oil train blaze safely.

In Casselton, North Dakota, the fire department has been “bombarded” with training after an oil train collided with a derailed soybean train in December 2013, setting 21 oil cars ablaze and causing a fireball whose heat was felt from over a quarter of a mile away, said Casselton’s volunteer fire chief, Tim McLean.

Before that accident, McLean and his 28-strong fire team “had no idea oil trains were that explosive,” said McLean, a corn and soy farmer. Since then, eight firefighters from the department have been to the Pueblo site for intensive training and more will attend this year.

In Pembroke, Virginia, where CSX rerouted some crude oil trains last month after a derailment damaged its track in West Virginia, the volunteer department has had no specific oil training, said fire department president Jerry Gautier.

“We have reached thousands of people for hydrogen and ethanol training, but the oil program is in its infancy,” said Rick Edinger, a member of the hazardous material committee at the International Fire Chiefs Association. “It could take a couple of years to roll out.”

Meanwhile, oil train accidents remain at the front of people’s minds in Galena, especially for Pedersen, the emergency manager in Jo Daviess county, one of the busiest areas in Illinois for oil trains.

“Every time I hear a train go by now, I think a little differently about it,” he said.

(Editing by Matthew Lewis)
Bakken Crude, Crude By Rail, Derailment, Emergency Readiness & Response, Evacuation zone, Explosion, Oil stabilization, Rail inspection, Rail routing, Railroad crossings, Tank car design

Reroute oil trains? History suggests it’s a long shot

Repost from The Star Tribune, Minneapolis MN

Reroute oil trains? History suggests it’s a long shot

By Jim Spencer, March 21, 2015 – 8:22 PM

Industry says reinforced cars on current routes are better than trying to avoid heavily populated areas.

A train carried Bakken oil past St. Paul. Federal rules say a single tanker car spill and fire would require a half-mile evacuation. Photo: Star Tribune

WASHINGTON – Last week, U.S. Sen. Al Franken asked the Federal Railroad Administration to consider rerouting trains carrying volatile Bakken crude oil from North Dakota so they do not pass through Minnesota’s biggest cities.

For Franken, the possibility of rerouting is an integral part of a comprehensive response to a recent rash of fiery oil train derailments that also includes stabilizing Bakken crude before it is loaded into stronger tanker cars.

For the nation’s powerful railroad lobby, however, rerouting is an unwarranted intrusion into a rail safety system that the industry says works.

Government-ordered rerouting of private rail traffic is not exactly a snowball in hell. It is more like a blizzard in Bahrain — possible, but unprecedented.

In Minnesota and around the country, “rerouting issues ought to be high on everyone’s agenda,” said rail safety expert Fred Millar, who fought unsuccessfully against railroads to move chlorine trains out of the District of Columbia. “But rerouting has been pushed off the table.”

Congress created the Federal Railroad Administration in 1966. In nearly half a century it does not appear to have forced any railroads to reroute trains around big cities for safety reasons, despite computer modeling that estimates routing changes could lower citizens’ risks to hazardous materials derailments by 25 to 50 percent and reduce casualties in an actual derailment by half.

The Minnesota Department of Transportation (MnDOT) last week estimated that 326,170 state residents live within a half-mile of rail routes that carry oil from North Dakota across Minnesota. A half-mile is the federal emergency response evacuation zone required in the event of a single tanker car spill and fire. Multiple-car fires require up to a mile evacuation.

MnDOT data shows that 156,316 of the Minnesotans subject to evacuation in an oil train derailment live in the Twin Cities metro area. Most North Dakota oil trains enter Minnesota at Moorhead, then travel on BNSF Railway and Canadian Pacific Railway tracks into the Twin Cities before turning south along the Mississippi River and east across Wisconsin. A few oil trains travel through western Minnesota into Iowa.

Although the National Transportation Safety Board has backed rerouting in some circumstances, federal laws passed in 2007 grant private rail companies wide latitude in determining when and where trains should move, even trains carrying hazardous materials.

Canadian Pacific did not comment specifically on rerouting trains in Minnesota, but in an e-mail to the Star Tribune, the railroad said it has voluntarily complied with the federal government’s Crude by Rail Safety Initiatives and performed “route risk assessments.”

BNSF, the largest crude-by-rail hauler out of North Dakota, declined to comment on rerouting and referred questions to the rail industry’s major trade group, the Association of American Railroads.

An AAR spokesman said the industry opposes re-routing oil trains because the existing routes are the safest, even when they pass through urban areas. The industry supports more structurally secure tanker cars, track inspections and training of emergency response teams, said AAR media relations director Ed Greenberg.

BNSF also has invested heavily in track improvements to increase safety along its existing Minnesota oil train routes.

“We’re using routing technology called the Rail Corridor Risk Management System developed by the federal government,” Greenberg said. The technology measures 27 factors — including population density — to determine the safest route for moving hazardous materials, including crude oil, Greenberg said.

“Rerouting isn’t the answer,” he maintained. “All it has accomplished in the past is to force rail traffic through other communities on tracks not built to accommodate products like crude oil.”

The Federal Railroad Administration declined to discuss rerouting oil trains in Minnesota. In an e-mail statement, acting administrator Sarah Feinberg said of Franken’s request: “Over the past 18 months we have taken more than a dozen actions to enhance the safe transport of crude oil while working on a comprehensive rule that is now in its final stages of development.”

The state has little say in the rerouting debate. “The railroads are regulated by the federal government,” Minnesota Department of Transportation spokesman Kevin Gutknecht said. “The state does not have the authority to move, or reroute, rail lines.”

Rerouting trains away from the Twin Cities is not part of a rail safety initiative unveiled March 13 by Gov. Mark Dayton. That proposal calls for spending $330 million over 10 years, much of it in greater Minnesota, mainly to make road-rail crossings safer and to improve emergency response.

Bakken Crude, Cleanup funding, Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Oil spill

Lessons from Lynchburg – Get ready for the next one!

Repost from The Daily Press, Newport News VA
[Editor:  This article turns into a promo for CSX with too-easy suggestions of safer times ahead, but it details a good overview of events immediately following a major derailment with explosion and fire.  See “Responders had to…” highlighted below.   – RS]

Virginia, CSX offer advice for crude-by-rail accidents

Symposium session addresses preventing, responding to train derailments

By Tamara Dietrich, March 21, 2015

A big lesson from the crude oil train that derailed in Lynchburg last April, sparked a raging fire and spilled fuel into the James River is this: Get ready for the next one.

Not that emergency response experts are predicting another derailment in Virginia, but since up to five CSX trains each week carry Bakken crude across the width of the state to a fuel terminal in Yorktown, the possibility exists.

And residents should understand the risks, how to mitigate them and how to respond.

“I would think they would engage with their emergency manager for that region and say, ‘Hey, what do we need to know?’ ” said Wade Collins, hazardous materials supervisor with the Virginia Department of Emergency Management (VDEM). ” ‘What do we need to do? How are we prepared for that?’ ”

Collins regaled first-responders from around the area with a blow-by-blow of the combined emergency response to the Lynchburg derailment, part of a presentation Friday morning at the 2015 Virginia Emergency Management Symposium in Hampton. The symposium ran from Wednesday through Friday.

Appearing with him was Bryan Rhode, vice president for state government affairs for the Mid-Atlantic region for CSX Transportation. Rhode spoke on measures that CSX and the industry are taking to prevent derailments, the safety training they offer and the ways they assist in the response when an accident occurs.

Those measures include reducing maximum train speeds, enhancing braking systems, conducting more track inspections, offering training for first-responders around the country, pressing for improved tank car regulations and better testing and classification for Bakken crude oil, which is more volatile than typical crude.

“Safety is our absolutely No. 1 priority,” said Rhode, a former Virginia secretary for public safety. “Nothing takes a back seat to safety.

Lynchburg was lucky

The Lynchburg derailment made national headlines when 17 cars out of a 105-car tanker train carrying about 3 million gallons of crude suddenly jumped the tracks in the downtown area.

Three tankers careened down the banks of the James River and into the water. One tanker burst open, spilling its fuel.

Something sparked, setting off a fireball so intense it burned itself out after 49 minutes, Collins said.

But Lynchburg was lucky.

“If we had to have a crude oil derailment in Virginia, everything was in our favor that day, actually,” Collins said.

Two days of rain had put the James at flood stage, which helped douse the flames and cool the tankers.

The weather was bad, so residents weren’t milling at the riverside park. No anglers were hanging out at popular fishing holes.

And the tankers ran into the river rather than crash into the commercial area.

Of the 30,000 gallons of fuel contained in the broken tanker, Collins said 29,245 gallons were consumed by the fire. Another 390 gallons were released to the river, and less than 200 gallons into the soil. What little remained was recovered.

And no one was hurt.

Emergency responders at the scene ranged from the local fire department to state hazardous materials teams, the National Guard to the U.S. Environmental Protection Agency. CSX immediately deployed its own group of hazardous materials professionals and special agents to set up an outreach center for local residents and business owners impacted by the accident.

“We bring an enormous amount of resources to the table,” Rhode said. “If we have an incident, we’re going to be there from that point until it is effectively resolved. And we’re going to get the job done.”

Responders had to evacuate the area, notify local municipalities, identify water intakes downstream and access points on the river for vehicles and boats. Booms were spread across the river to stop the flow of residual oil.

The toppled tanker cars still on the tracks were up-righted, put on flatbed cars and shipped off. The ones in the water were drained of fuel, then hauled from the river.

Contractors hired by state and federal authorities as well as CSX began testing the water and soil. Collins said monthly tests are still conducted.

“They monitored it very closely,” Collins said. “They looked for fish kill or damage or injury, and we found nothing.”

The initial response took nine days and has cost about $4 million, he said. The investigation into the cause of the derailment is still ongoing.

Be prepared

Among the lessons learned, Collins said, is the value of relationships, partnerships and training. And keeping up on current issues.

“Know what’s coming through your community,” he said.

And know if you have the resources to respond to a rail emergency.

“As we look along that crude oil route, many of those jurisdictions are rural,” Collins said. “They have volunteer emergency services. They may or may not have the capability to do an effective response. If you know you don’t have that capability, then be planning — where can I get that?”

CSX offers hazardous materials safety training at the local level, and hosts a trainer training facility in Pueblo, Colo., that handles 4,000 first-responders a year, said Rhode. Tuition and travel costs are covered.

The company hosted a three-day safety training event in Richmond last year and will try to conduct another in Virginia next year. It also offers online training opportunities on its website.

On Thursday, Rhode said, CSX presented a $25,000 donation to the Virginia Hazardous Materials Training Facility in York County.

The rail company also offers a system “unique” in the industry, that provides emergency response officials near real-time information on what’s on a particular train, he said. The company is also piloting a mobile app for first-responders to get that information “when you need it.”

Letting the public know what’s being carried on a train, however, is more problematic.

“Railroads are not allowed to disseminate customer information, but are able to do it in terms of our emergency response,” Rhode said. “It’s a security matter. You don’t want real-time information about very hazardous materials necessarily out there in the wrong hands.”

CSX operates in 23 states and two provinces of Canada. It runs 13,000 trains a day, two of which carry crude oil.

In Virginia, it operates 2,000 miles of track and four major rail yards, including one in Newport News. The company employs 1,200 people in the state. About 40 percent of the cargo unloaded at the Port of Virginia is transported on CSX trains, Rhode said.

Crude By Rail, Derailment, DOT-111, Emergency Readiness & Response, Santa Maria Refinery

San Jose State’s Spartan Daily on last week’s derailment: University is in potential impact zone

Repost from The Spartan Daily at San Jose State University
[Quote: “Last Wednesday a Union Pacific train pulling empty gravel cars derailed near Taylor and Seventh streets in Japantown. There were no injuries, but stalled traffic forced public transit to reroute, according to a report by NBC Bay Area.”   Editor:  See also the NBC report.  – RS]

Trains will bring oil through Downtown San Jose

By Jeremy Cummings Mar 18, 2015 2:36 am

Despite growing public opposition to transportation of crude oil by rail since serious accidents such as the Lac-Megantic crash in 2013 a proposal to the Santa Maria Planning Commission might bring a crude oil train directly through Downtown San Jose.

Jill and Jack Sardegna, two concerned San Jose natives who live close to the train tracks, worry about pollution and other risks the trains could bring.

“We didn’t think that this was a possibility here, and certainly not through a residential area,” Jill Sardegna said, “But here it is.”

San Jose State is in the potential impact zone of fires that could result from a derailment downtown, according to blast-zone.org, but the school’s administration is unprepared at this point to respond to such an event, according to SJSU Chief of Staff Stacy Gleixner at a press conference with student media last Wednesday.

“I don’t think we’ve given thought yet to what kind of precautions we might need to have in place,” Gleixner said.

The train, run by Union Pacific Railroad, will carry oil to the Phillips 66 refinery in San Luis Obispo County and was proposed in 2013.

According to a draft of the proposal’s environmental impact report on slocounty.ca.gov, up to five 80-car trains will run to the Mesa refinery a week.

The commission has the final say on whether or not the oil trains will run, a decision which will impact some citizens’ lives all throughout California, according to Council member Ash Kalra.

Safety risks of oil trains

Complete safety cannot be guaranteed when transporting oil by rail, according to Francisco J. Castillo, director of corporate relations and media at Union Pacific Railroad.

Castillo said although oil by rail arrives safely 99.99 percent of the time, there is a risk associated with this shipping method as there is with any other.

In July 2013 an oil train derailed in Lac-Megantic, Quebec, Canada, killing 47 and causing significant damage to the city.

The Transportation Safety Board of Canada reported that this crash was a result of simple human error. A conductor failed to set the train’s brakes correctly, allowing it to run out of control into the town center.

Data from a report released by environmental watchdog Mesa Refinery Watch Group shows that approximately 462,000 gallons of crude oil are confirmed to have spilled in the United States alone since 2013.

Unconfirmed amounts of oil have been spilled in other derailments such as one that occurred in Aliceville, Alabama, in December 2013.

The most commonly used tank car by the Department of Transportation is the DOT-111.

According to data from dot111.org and 2014 North American Freight Railcar review, DOT-111s make up approximately 75 percent of the North American Rail Fleet.

These tank cars are a big concern to environmental groups such as the Mesa Refinery Watch Group, which say DOT-111s follow outdated safety standards and leak large quantities of hazardous materials during transit.

Carol Ziegler, a representative of Phillips 66, said all of the cars in its fleet meet the newest safety standards for oil transportation.

Local Impact

Last Wednesday a Union Pacific train pulling empty gravel cars derailed near Taylor and Seventh streets in Japantown.

There were no injuries, but stalled traffic forced public transit to reroute, according to a report by NBC Bay Area.

The Lac-Megantic accident shows the potential consequences of an oil train derailing in a populated area.

According to San Jose Fire Department Chief Curtis Jacobsen, San Jose Fire is not equipped to contain the fires that could result from a derailment.

The Sardegnas are worried by the lack of publicized information about this issue, and have contacted multiple news outlets including the Mercury News trying to get the word out.

“This is a big concern for us that students don’t even know this is happening,” Jill Sardegna said.

Councilmember Kalra said it’s important for SJSU students to educate themselves about this and other issues so they might make a difference going into the future.