Category Archives: Valero Benicia Refinery

Bakken Crude, Benicia City Council, Benicia Planning Commission, CPC-1232, Crude By Rail, Derailment, Explosion, Federal Regulation (U.S.), Oil stabilization, Positive Train Control, Tank car design, Train braking systems, Valero Benicia Refinery, Valero Crude By Rail, Valero Energy Corporation

BENICIA HERALD LETTER TO THE EDITOR: Dr. James Egan: Deny Valero’s application

From The Benicia Herald (Benicia Herald letters appear only in the print edition)
[Editor:  Dr. Egan’s letter is a welcome contribution, expressing the growing conviction of many throughout North America, that crude-by-rail is simply unsafe under current conditions, and should be not be permitted at this time.  See also Dr. Egan’s 9/14/14 comments addressing the Valero Crude By Rail Draft EIR.  – RS]

Timely decision on crude by rail warranted: Deny Valero’s application

By James Egan, M.D., Benicia, March 10, 2015

The headline in the Feb. 5, 2015 edition of The Herald, “Another delay as crude-by-rail project debate enters 3rd year,” signals sympathy toward the Valero Benicia Refinery as regards its Crude by Rail (CBR) Use Permit Application, currently before the Planning Commission.  While it is difficult working up crocodile tears for a multi-billion-dollar international oil corporation, the energy and expense invested in forwarding this project bear acknowledgement, and a timely decision on the application should be made out of fairness to the applicant.  To that end, I would like to suggest that the Planning Commission and the City Council have enough information available to take action at any time.  The application should be denied on the basis of rail safety.

On Feb. 17 of this year a crude oil train derailed and exploded in Mount Carbon, W.Va.  Three million gallons of Bakken crude spilled from 26 ruptured tank cars, forcing the evacuation of two nearby towns.  Two days prior, another oil train derailed and caught fire in Ontario, Canada.  Last Thursday, March 5, 21 cars carrying Bakken crude derailed, split and exploded near Galena, Ill.  Another of the dozens of oil- or ethanol-train accidents involving a fire, derailment or significant fuel spill reported in the U.S. or Canada since 2006 was the Lynchburg, Va. derailment and fire in April 2014.

The significance of this particular series of railway disasters to the citizens of Benicia is that they all involved CPC-1232 tank cars, the same cars that Valero would use for the transportation of crude to its facility in Benicia, according to the Draft Environmental Impact Report.

In a Feb. 23 editorial titled, “Get rid of exploding tank cars,” the San Francisco Chronicle states that “Valero Energy Co. has agreed to haul Bakken crude to its Benicia bayside refinery in the newer CPC-1232 cars as part of its city permit application to revamp its facilities to receive crude by rail rather than by oceangoing tanker.  But that promise now appears inadequate to protect the safety of those in Benicia as well as in other communities – Roseville, Sacramento, Davis – along the line.”

The same edition of the Chronicle details a report from the Department of Transportation predicting that trains hauling crude oil or ethanol will derail 15 times in 2015 and average 10 times yearly over the next two decades, causing $4.5 billion in damage with potential fatalities of more than 200 people in a given accident.  This may actually be an underestimate based on recent major derailment rates.

Friends and foes of CBR alike agree that the transportation of crude oil by rail involves inherent risk.  Can’t we also agree that the risk should be reduced to the greatest extent possible before inviting these potentially explosive trains to Benicia?  Lowering the risk of tank car derailment, rupture and explosion now should translate into saved human lives and prevention of environmental disasters in the future.

The danger can, in fact, be mitigated.  The crude can be stabilized prior to its transportation by extraction of its most volatile components.  North Dakota has implemented standards making this mandatory for Bakken crude, but many feel that their new guidelines are overly lax.  New federal regulations due to be released in May could further address this, as would rail safety measures such as Positive Train Control and electronically controlled pneumatic brakes.  New, safer tank cars designed specifically to carry this type of crude have been designed and are in production.

Unfortunately, the new federal guidelines will likely require years for full enforcement, and complete phaseout of the existing, unreliable tank car fleet by newer, stronger cars, such as the Greenbrier HM-251, will also require years of effort.

Accordingly, if we agree that the risks of transportation of crude by rail should be absolutely minimized prior to approving the CRB project, we have to acknowledge that this is currently beyond Valero’s reach and the Use Permit Application should be denied.

Those who would roll the dice and approve the current application should consider how comfortable they will feel with that decision once they find themselves in a front row seat at the Park/Bayshore railroad crossing watching fifty tank cars containing 1,470,000 gallons of potentially explosive crude rumble by on the same spur line that has seen derailment of five train cars since Nov. 4, 2013 (in addition to the two locomotives that derailed on Sept. 7, 2014 near the port).

Kudos to Planning Commission members for the time and energy spent on fairly evaluating this project.  It would seem that as time has passed the correct path forward has become much clearer.  At this point, the ongoing health and well-being of all Benicians should hold foremost importance in the decision-making process.  Their protection is the least we can expect from our city government.

James Egan, M.D.

Bakken Crude, Crude By Rail, Derailment, Explosion, Fire, Oil Industry, Oil stabilization, Rail industry, Tank car design, Tar sands crude, Valero Benicia Refinery

EDITORIAL: Four explosive derailments in a month – how much longer?

By Roger Straw, Benicia Independent Editor, March 6, 2015

Yesterday afternoon, a multitude of news flashes broke out telling of yet another oil train derailment with fiery explosions, this time right alongside the Mississippi River outside Galena, Illinois.  The oil and rail industries escaped with another close call – no one was injured or killed this time and – so far – no reports of crude oil in the waters of the mighty Mississip.

The Galena accident is the fourth major derailment with hazmat fire in recent weeks!  (Dubuque, Iowa [2/4]; Gogama, Ontario [2/14]; Mount Carbon, West Virginia [2/16]; and Galena, Illinois [3/5]).  (LATER: now there have been five: a second derailment and explosion in  Gogama Ontario, [on 3/7], just 23 miles from the 2/14 fire.  – Editor)

There WILL be more.  The question everyone is asking: whose lives are at risk right now in schools and hospitals, commercial centers, apartment complexes and homes in the mile-wide evacuation zones along the rails that crisscross the country?  If Valero’s Benicia refinery is granted a permit and hires Union Pacific to run oil trains over the Sierra and across the state of California to Benicia, whose cozy little town uprail from here will be host to the next “Big One?”  Or if we’re “lucky,” what California wilderness will be the next to endure the foul spills and the consuming fires of an explosive oil train crash?

And who will pay for lives and property lost, for infrastructure repairs and the massive cleanup?

Oddly perhaps, my thoughts turned gently this morning to those refinery executives who have invested so much time and energy in planning for and implementing the rail transport of North American oil – Bakken crude and tar-sands (diluted bitumen).  I’m trying to imagine what it must be like for these decent career employees to eagerly wake up to a good cup of coffee and the morning news … only to be jolted once again as their tv shows video of yet another horrific oil train explosion.  It must be disheartening.  How, with every news outlet all across the U.S. paying attention to the need for safer tank cars with stabilized contents (and more) – how difficult for oil industry execs to begin to realize the folly of their plans.  It must be like learning there’s no Santa Claus.  Or like a nation having to decide to back out of a Vietnam war.  It can’t be easy.  But I dare to hope that some executive somewhere is going to make a decision soon: this has to stop.  He or she can swallow that cup of coffee, take a deep breath, and lead the way.  No more.  Not here.  Not me.  Not our company.

I wonder, too, about those who govern.  Why should our officials continue to allow the use of those old failing rails, aging bridges and dangerous tank cars to carry volatile chemicals today?  How much longer until our local, state and federal leaders call an end to this dangerous and polluting practice?  When will they stop trying to fix the system with minor safety upgrades and call a moratorium until the whole thing is worked out to protect the public’s health and safety?

What started out here in Benicia in early 2013 as a small, alert group of us who were concerned for the earth; an effort to take no part locally in the stripping of lands and environments in Alberta Canada and Montana and the Dakotas; and an understanding of the facts indicating the certain increase in toxic emissions affecting our air and water if Valero would move to crude by rail … these early concerns of ours were “blown away” (as it were), by the explosions, by the frightening and repeated demonstrations of the incredible risks of transporting volatile North American crude oil by rail and by the lack of adequate safeguards of a rail industry that cannot be controlled locally or regionally.

Our federal regulators MUST stand up to the industries and put an immediate stop to these bomb trains.  Until new regulations are in place to stabilize the oil before it is loaded, and until a totally new design for safer tank cars is approved and manufactured, and until the infrastructure that carries those new cars is upgraded, we should not have to live with the deadly risk.

Our resources would be better spent during a moratorium on crude by rail funding a massive increase in investment in clean energy.  Someone needs to put serious effort into planning a 5 or 10 year phase-out of fossil fuels.  Ok, 20.  It would be cataclysmic to just STOP the flow of oil and gasoline.  Even so, I think we’d survive it.  Someone should think it through carefully, and lay it out in steps that lead surely and safely away from crude oil … by rail or by any other means.

– Benicia Independent Editor, Roger Straw

Bakken Crude, Benicia CA, BNSF Railway, CPC-1232, Derailment, DOT-111, Earthjustice, Explosion, Fire, Tank car design, Tank car retrofit, Union Pacific Railroad, Valero Benicia Refinery, Valero Crude By Rail, Valero Energy Corporation, Western States Petroleum Association (WSPA)

KQED covers rail and oil industry “show and tell” in Sacramento

Repost from KQED Science, NPR

Railroads, Big Oil Move to Ease Fears Over Crude Shipments

By Daniel Potter, KQED Science | February 24, 2015
This CPC-1232 tank car represents an upgrade over an older models criticized for being easily punctured, but critics say there's still much to be desired. (Daniel Potter/KQED)
This CPC-1232 tank car represents an upgrade over an older models criticized for being easily punctured, but critics say there’s still much to be desired. (Daniel Potter/KQED)

Facing growing apprehension among Californians, railroads and oil companies are trying to allay fears over the dangers of hauling crude oil into the state.

Tensions have been heightened by a spate of derailments, as well as a recently unearthed government report with some sobering projections for the potential cost to life and property from such incidents in coming years. Federal regulators are weighing stricter rules governing everything from modernized braking systems to new speed limits.

In a rare move Tuesday in Sacramento, officials with California’s two major railroads, Union Pacific and BNSF, held a media briefing explaining safety measures ranging from computerized stability controls to special foam for choking out fires.

At the California State Railroad Museum, Pat Brady, a hazardous materials manager for BNSF, showed off a newer model tank car with half-inch thick “head shields” – metal plates extending halfway up on either end.  The car was also equipped with “skid protection,” Brady said, pointing to a nozzle underneath that’s designed to break away in a derailment, leaving the valve itself intact, to avert spills.

This tank car, the CPC-1232, is supposed to be safer and harder to puncture than the older DOT-111 version, but it’s facing skepticism after several exploded last week when a train hauling North Dakota crude through West Virginia derailed.

Using a simulator, Union Pacific's William Boyd demonstrates technology making sure train operators don't go too fast or end up on the wrong track. (Daniel Potter/KQED)

Industry officials at the Sacramento briefing were reluctant to comment about that incident, saying not all the facts are in yet, but several emphasized the importance of keeping trains from derailing to begin with, and claiming that more than 99.99 percent of such shipments arrive safely.

Both BNSF and Union Pacific said tracks used to haul crude through California undergo daily visual inspections, said Union Pacific spokesman Aaron Hunt, as well as a battery of high-tech tests.

“We’re using lasers to measure track gauge and track profile to keep trains on tracks,” he said, and also “pushing ultrasonic waves into our rail to detect potential cracks early.”

Hunt says in a typical month, Union Pacific brings in 1,000 to 1,200 cars loaded with oil, a tiny fraction of the company’s in-state freight. BNSF said its oil haul is even less: about two trains a month. But some predict such shipments could soar in the near future.

Also represented at the briefing was Valero Energy, which is hoping to start bringing two fifty-car oil trains a day to its refinery in Benicia.

“Valero as a company has acquired over five thousand rail cars,” said Chris Howe, a health and safety manager at Valero’s Benicia facility. “We’re able to get a number of them committed to our project, so we will likely be using Valero cars of these newer designs.”

The industry’s shift away from the DOT-111 model is “a useful step,” says Patti Goldman, managing attorney with Earthjustice, who adds that the newer cars are still “not nearly safe enough.”

“What you need to do to prevent catastrophes when trains do leave the tracks is have far better tank cars to be able to prevent the leaks and explosions in the first place,” says Goldman.

Earthjustice is in a legal fight pushing for stronger oversight and regulation. Goldman charges that it’s taking a long time to fully phase out older models because the industry is more focused on growing fleets rapidly.

“That’s just inexcusable,” she says. “We don’t think they’re allowed to do that. We think they need to get these hazardous tank cars off the rails before they start increasing the amount of crude oil that’s going to be shipped on the rails.”

 

Bakken Crude, CPC-1232, Crude By Rail, Derailment, DOT-111, Explosion, Massive increase in crude-by-rail, Tank car design, Tank car retrofit, Valero Benicia Refinery, Valero Crude By Rail

SAN FRANCISCO CHRONICLE EDITORIAL: Get rid of exploding tank cars

Repost from The San Francisco Chronicle
[Editor: Significant quote: “Valero Energy Co. has agreed to haul Bakken crude to its Benicia bayside refinery in the newer CPC-1232 cars as part of its city permit application to revamp its facilities to receive crude by rail rather than via oceangoing tanker. But that promise now appears inadequate to protect the safety of those in Benicia as well as in other communities — Roseville, Sacramento, Davis — along the rail line.”  (emphasis added)  – RS]

Get rid of exploding tank cars

EDITORIAL On Crude by Rail, Monday, February 23, 2015
Absent new regulations, U.S. transportation experts predict more oil train wrecks like this one, which occurred Feb. 17 in Mount Carbon, W.Va. | Steven Wayne Rotsch / Associated Press

When a train carrying crude oil derailed last week in West Virginia, sending up a fireball that burned for five days, communities on rail lines in California noted that the accident involved the newer — and it was hoped safer — CPC-1232 model tank cars. Some 3 million gallons of Bakken crude spilled from 26 cracked cars into a Kanawha River tributary, endangering water supplies and forcing the evacuation of two towns. The smoldering crude burned a home, but thankfully no one was killed.

Two days before the West Virginia train wreck, a train pulling CPC-1232 tank cars derailed and caught fire in Ontario, Canada. There was a similar accident last year in Lynchburg, Va.

Clearly, it will take tank car safety upgrades more extensive than those adopted voluntarily by the rail industry four years ago to assure the public safety and protect the environment of communities crossed by rail lines. Yet authorities have dithered.

Bakken crude, a light crude with a low sulfur content, is highly flammable, by the Department of Transportation’s own account. The shippers are working on new procedures to strip out highly volatile elements before the crude is loaded, but they are not uniformly required.

The Obama administration is considering more extensive safety upgrades such as rollover protection, sturdier hulls, shields to prevent tank rupture or collapse, and electronic brakes that would stop the cars before they slam into each other. But it is taking too long to adopt new federal rules. The oil and rail industries support some upgrades, but want more time to accomplish them. This is unacceptable.

The U.S. Department of Transportation has been working on the rules since 2012 but does not expect adoption until mid-May. Once the new rules are accepted, the industry would have three to four years to phase out the unsafe DOT-111 model tank cars, which the National Transportation Safety Board has warned are not suitable to transport flammable liquids. Meanwhile, tens of thousands of the faulty DOT-111 tank cars remain on the rails. Canadian rail authorities accelerated their phaseout of the cars after a fire set off by a derailed oil train killed 47 people in Lac-Mégantic, Quebec, in July 2013.

Safety upgrades are lagging the rapid increase in oil moving by rail: Shipments have increased from 9,500 car loads in 2008 to 500,000 car loads in 2014, driven by the boom in the Bakken Oil Shale formation in North Dakota, where there are few oil pipelines and 70 percent of the petroleum is shipped by train.

Valero Energy Co. has agreed to haul Bakken crude to its Benicia bayside refinery in the newer CPC-1232 cars as part of its city permit application to revamp its facilities to receive crude by rail rather than via oceangoing tanker. But that promise now appears inadequate to protect the safety of those in Benicia as well as in other communities — Roseville, Sacramento, Davis — along the rail line.

The government and the oil and rail industries will need to move more quickly to adopt new safety rules before communities along the rail lines can welcome oil trains rolling into town.