Category Archives: Worst case scenario

Bakken Crude, Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Fire, Oil spill, Worst case scenario

Railroads Required to Plan for a Worst-Case Oil Train Spill in Washington State

Repost from Emergency Management

Railroads Required to Plan for a Worst-Case Oil Train Spill in Washington State

A new law requires railroads to plan for the “largest foreseeable spill in adverse weather conditions.”
Samantha Wohlfeil, The Bellingham Herald | May 17, 2015

(TNS) — Under a new state law signed by Gov. Jay Inslee on Thursday, May 14, large railroads will be required to plan with the state for “worst-case spills” from crude oil unit trains, but exactly what that worst-case scenario looks like is not yet clear.

The law requires railroads to plan for the “largest foreseeable spill in adverse weather conditions,” but doesn’t define “largest foreseeable spill.”

In April, BNSF railway employees told Washington emergency responders that the company currently considers 150,000 gallons of crude oil – enough to fill five rail tank cars – its worst-case scenario when planning for spills into waterways. Crude oil trains usually carry about 100 rail tank cars.

“We’ve already seen worse than that though, haven’t we?” asked Roger Christensen, Bellingham’s interim emergency manager, when asked about using that amount for worst-case planning. “It seems like a low number … I hate to respond without knowing where they’re coming from. It doesn’t seem like a worst-case scenario to me.”

The amount is lower than what has been spilled and partially burned off in several high-profile crude oil train derailments in the last three years:

    • Mount Carbon, West Virginia, Feb. 16, 2015: More than 362,000 gallons spilled in a CSX train derailment and fire.
    • Casselton, North Dakota, Dec. 30, 2013: Roughly 475,000 gallons spilled from a BNSF train that derailed and caught fire.
    • Aliceville, Alabama, Nov. 8, 2013: About 749,000 gallons spilled into a swampy area from a Genesee & Wyoming train after a derailment and fire.
    • Lac-Megantic, Quebec, July 5, 2013: Roughly 1.6 million gallons spilled from a Montreal, Maine & Atlantic train in a derailment that killed 47 people.

“Water spills require special equipment such as boom and skimmers. The worst case release is used to make sure we have enough of this special equipment,” BNSF spokesman Gus Melonas wrote in an email to The Bellingham Herald. “For land spills we use vacuum trucks and heavy equipment to dig up the contaminant. Both of which are readily available in most areas.”

Melonas said in an interview that the 150,000-gallon number was based on studying historical derailments in the industry.

When asked if the company uses other amounts to plan for spills like the fiery derailments outlined above, Melonas replied, “We consider all scenarios when developing our emergency response plans with utilizing resources of local, regional and nationwide experts and equipment to safely and efficiently mitigate any hazardous materials incident including crude oil.”

“Until we have further regulatory clarity from the U.S. Department of Transportation on how the agency will require railroads to calculate ‘worst-case discharges’ to waterways, BNSF is considering using 150,000 gallons,” Melonas wrote. “BNSF is open to discussing the justification of this quantity with Federal or State environmental agencies.”

BNSF would not outline what its worst-case scenarios are for other situations, or say whether the company would adjust its scenario based on the new state law.

 Planning for the Worst

The new law tasks the state Department of Ecology with crafting the worst-case scenario for railroad contingency plans in a process that could take a year or longer, and will include input from the railroads and the public, said Linda Pilkey-Jarvis, preparedness section manager for Ecology.

“Preparedness regulations are all about planning for a potential worst-case spill,” Pilkey-Jarvis said. “It (all starts) with defining a worst-case spill volume, then that drives the whole rest of your plan.”

The volume helps planners decide which equipment needs to be staged where, and how many people need to be trained members of a spill management team, she said.

“In (Washington) state the Legislature has defined the standard of what a worst-case spill volume should be, and in general it’s a pretty high bar,” Pilkey-Jarvis said.

Washington state requires marine ships that transport oil to plan for a spill of the entire cargo, including whatever fuel is aboard to operate the vessel.

Planning for that type of all-in worst case creates pushback from the industry, which sometimes says, “That could never happen,” Pilkey-Jarvis said.

“Well, that doesn’t matter from a planning perspective if you think that could happen or not,” she said. “From a planning perspective, we’re defining everything as a worst case.”

The Federal Emergency Management Agency (FEMA) recently ran through a worst-case crude oil train derailment scenario in Jersey City, New Jersey. The exercise took emergency planners through an imagined scenario that could potentially kill or injure more than 1,000 people, and displace even more from their homes near the incident.

The scenario started with five of 90 tank cars derailing and spilling roughly 100,000 gallons of crude oil, which caught on fire. The blaze heats up other tanks, which rupture and spill more oil. The scenario outlined 225,000 gallons being consumed by flames, with the other 225,000 left on the ground, for a total 450,000-gallon spill.

“This is consistent with other real world events, such as the Galena, (Illinois) tank car derailment,” FEMA spokeswoman Susan Hendrick wrote in an email to The Bellingham Herald. “Complex and progressive scenarios allow communities to prepare for a range of consequences they may be faced with, including the size, scope and severity of an incident.”

In Bellingham, planners have not yet decided what the worst-case scenario might look like, Christensen said.

However, planners have calculated that throughout the city, 27,000 Bellingham residents – about a third of the population – live within the half-mile evacuation zone of the railroad tracks, he said.

Whatcom County and Bellingham planners work with BNSF, BP Cherry Point and Phillips 66 refineries, and other involved partners, to plan for different emergencies in the county.

Last fall, planners ran through a tabletop discussion of what resources might be available if 60,000 gallons of crude oil spilled from a train near Squalicum Harbor, Christensen said.

“It was a tabletop so we never got to the point of actually ‘deploying’ resources, but we did get a handle on that there is a significant amount of resources in our community,” he said. “We’re much more prepared than a lot of them, because of industrial partnerships. They might be the reason the hazard is coming through … but at least in Whatcom County we do have the industrial partners that bring resources to the table as well.”

Whatcom County Fire District 7 Chief Gary Russell said he’s not worried about knowing BNSF’s worst-case scenario, as it doesn’t change how his firefighters would respond to a derailment. His district covers nine miles of mostly rural BNSF track, and includes the two Whatcom County refineries.

“If it was one tank car on fire, we’d address it the same if it was five, we’d just probably not have the ability to deal with it,” Russell said. “In a derailment out here, you’d be protecting the area while it eliminated its fuel source.

“We treat every day like it’s an all-risk hazard. It doesn’t matter if it’s a freight train or a passenger train, with a greater loss of life,” he continued. “I worry about the product I don’t know anything about that’s in a tank car. … I’d rather have oil going up and down the rails than I would acids, sulfurs, chlorine and other hazardous commodities, because they can harm people faster than oil.”

Different Reporting Requirements

Unlike stationary facilities that have hazardous materials or chemicals on hand, railroads are exempt from nearly all requirements of the Emergency Planning and Community Right-to-Know Act (EPCRA).

After a disastrous release of toxic gas at a Union Carbide pesticide plant in Bhopal, India, that killed thousands of people in 1984, the U.S. Congress passed EPCRA to try to prevent similar accidents.

While businesses such as certain gas stations, water treatment plants, and fish processors need to report what hazardous chemicals are on their properties to state and local officials, and to make that information available to the public, railroads do not. The act “does not apply to the transportation, including the storage incident to such transportation” of chemicals otherwise included in the act.

Railroads do need to submit their worst-case discharge calculations and plans to the U.S. Department of Transportation, but they are not available to the public.

“It’s un-American to withhold these documents from the public,” said Fred Millar, an independent rail consultant who worked for environmental groups that helped pass right-to-know rules in the 1980s and ’90s. “For the first 20 years or so, the railroads said to us, ‘No law forces us to give you this information, we consider it confidential.’ After 9/11, they said ‘We won’t give you the information because of terrorism, you know.’

“Keeping it secret is a little like elephants tiptoeing through the tulips,” he said.

Pipeline companies are required to submit their oil spill response plans to the DOT’s Pipeline and Hazardous Materials Safety Administration. They are published online, but the worst-case scenario numbers are redacted from the reports.

Last year, DOT required railroads to notify emergency response agencies of shipments of 1 million gallons or more of Bakken crude oil through their states, but the introduction of new regulations on May 1 ended that requirement.

Now, railroads will share that information directly with emergency responders, but it will be exempt from public records laws and the Freedom of Information Act, the way that other hazardous materials such as chlorine and anhydrous ammonia are currently protected.

The new Washington state oil safety law requires seven days’ advance notice from the facilities that receive crude oil, such as refineries, before trains are scheduled to come through the state. That information is supposed to be given to the state, which will make it available to emergency responders immediately, and will aggregate the numbers quarterly for release to the public.

McClatchy reporter Curtis Tate contributed to this report.

Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Rail Safety, Tank car design, Worst case scenario

FEMA planning for deadly worst-case oil train derailment scenario

Repost from The Journal Sentinal, Milwaukee WI
[Editor: FEMA held a “worst case” urban bomb train scenario/drill in New Jersey in March, and plans another in Wisconsin in June.  Will they also hold a big city drill here on the west coast?  We don’t have nearly the oil train traffic that Midwesterners and East Coasters see every day … yet.  But there is significant traffic in the Pacific Northwest and increasing deliveries and plans for more here in California.  A FEMA exercise would be an eye-opener here.  – RS]

FEMA drill plans for deadly worst-case oil train scenario

By Lee Bergquist and Crocker Stephenson, April 25, 2015

Federal authorities painted a frightening picture of what could happen if an oil train exploded in a big city.

In a mock drill in Jersey City, N.J., on March 19, authorities laid out a scenario where five oil tankers from a 90-car train would derail on an elevated track, spilling 100,000 gallons of crude oil.

The pool of highly combustible oil quickly ignited, sending a 300-foot fireball skyward. Jersey City is across the Hudson River from Manhattan.

The blast could kill an estimated 287 people within 200 yards of the explosion, according to Federal Emergency Management Agency documents.

Using information tailored to a Jersey City neighborhood, FEMA estimated that buildings up to 340 yards away [0.2 miles] could be severely damaged.

All told, more than 32,000 people within 1,500 yards [0.9 miles] of the explosion could be injured.

The rail cars are an older design that the federal government is proposing to phase out. Tens of thousands of the tankers are in use today.

The location selected by FEMA — near a freeway and surrounded by residential and commercial buildings — would not seem out of place from rail corridors of Milwaukee used by trains pulling oil tankers.

FEMA put on the exercise as one of the federal government’s first efforts at disaster planning for an oil train disaster in an urban area.

In its next such drill, federal officials will conduct a mock derailment involving oil trains with state and local authorities June 9-10 in the La Crosse area.

Oil trains moving through La Crosse travel in two directions — south down the Mississippi River valley and east across Wisconsin through Milwaukee before heading to Chicago-area refineries and other locations.

Derailment, Emergency Readiness & Response, Explosion, Federal Emergency Management Agency (FEMA), Fire, Worst case scenario

Wall Street Journal: Federal Worst Case Urban Disaster Planning for Oil Trains

Repost from The Wall Street Journal

Disaster Plans for Oil Trains

Federal officials devise scenario involving a train explosion to prepare officials for the worst

By Russell Gold,  April 13, 2015 7:54 p.m. ET
Oil trains traverse Jersey City, N.J., where officials are concerned about the potential for a spill. Photo: Joe Jackson/The Wall Street Journal

Imagine a mile-long train transporting crude oil derailing on an elevated track in Jersey City, N.J., across the street from senior citizen housing and 2 miles from the mouth of the Holland Tunnel to Manhattan.

The oil ignites, creating an intense explosion and a 300-foot fireball. The blast kills 87 people right away, and sends 500 more to the hospital with serious injuries. More than a dozen buildings are destroyed. A plume of thick black smoke spreads north to New York’s Westchester County.

This fictional—but, experts say, plausible—scenario was developed by the Federal Emergency Management Agency in one of the first efforts by the U.S. government to map out what an oil-train accident might look like in an urban area. Agency officials unveiled it as part of an exercise last month to help local firefighters and emergency workers prepare for the kind of crude-by-rail accident that until now has occurred mostly in rural locations.

“Our job is to design scenarios that push us to the limit, and very often push us to the point of failure so that we can identify where we need to improve,” said FEMA spokesman Rafael Lemaitre. He said a second planning exercise is scheduled in June in a suburban area of Wisconsin.

WSJ-Widespread_Damage

Jersey City’s mayor, Steven Fulop, said the drill showed participants that they need to improve regional communication to cope with an oil-train accident.

“It would be a catastrophic situation for any urban area and Jersey City is one of the most densely populated areas in the entire country,” he said.

Railroad records show that about 20 oil trains a week pass through the county that contains Jersey City, and Mr. Fulop said the trains use the elevated track studied in the FEMA exercise. Even more trains hauling crude pass through other cities, including Chicago, Philadelphia and Minneapolis.

Rail shipments of oil have expanded to almost 374 million barrels last year from 20 million barrels in 2010, according to the U.S. Energy Information Administration. Although low crude prices and safety issues have recently led to small declines in such traffic, trains carrying volatile oil from North Dakota and the Rocky Mountains continue to rumble toward refiners on the East, West and Gulf Coasts.

Edgardo Correa, of Jersey City, N.J., beneath railroad tracks that pass by his home. Photo: Joe Jackson/The Wall Street Journal

Several oil-train derailments have produced huge fireballs, including two in March in rural Illinois and Ontario. In 2013, a train carrying North Dakota crude derailed late at night in Lac-Megantic, Quebec, killing 47 people.

Regulators worry more about a serious accident in a densely populated area. “The derailment scenario FEMA developed is a very real possibility and a very real concern,” said Susan Lagana, a spokeswoman for the U.S. Department of Transportation. She said her agency was considering emergency orders to address such risks.

Firefighters at the FEMA workshop in Jersey City discussed the difficulty of battling a crude-oil fire, which can be explosive and hard to extinguish. One problem: limited supplies of the special foam required to smother the flames.

Jordan Zaretsky, a fire battalion chief in nearby Teaneck, N.J., who attended the presentation, said the scale of such an accident was sobering. “This isn’t a structural fire that we can knock down in an hour or two,” he said. “This is something we’d be dealing with for days.”

Ideas discussed at the workshop included devising a system to allow local officials to know when an oil train was passing through, developing public-service messages to tell residents what to do in case of a derailment and providing more firefighters with specialized training.

There have been many calls for changes to how crude oil is handled on the railroads, including new speed limits for trains and requirements to treat the crude oil to make it less volatile.

Earlier this month, the chairman of the National Transportation Safety Board urged the rail industry and federal regulators to move more swiftly to replace existing tank cars with ones that would better resist rupturing and fire.

A spokesman for the American Petroleum Institute, a trade group for oil producers, said the companies are committed to “greater efforts to prevent derailments through track maintenance and repair, upgrades to the tank car fleet, and giving first responders the knowledge and tools they need.”

The Association of American Railroads recognizes that “more has to be done to further advance the safe movement of this product,” a spokesman said.

FEMA chose for the location of the derailment scenario a stretch of track adjacent to the New Jersey Turnpike and about a mile from downtown Jersey City. One side of the track is industrial and includes an electric substation. The other side is residential.

Edgardo Correa, a 59-year-old retired sanitation worker, lives in a house close to the tracks in Jersey City. He said he was aware that trains full of crude pass by his home. “It’s an alarming thing,” he said.

—Joe Jackson contributed to this article.
Bakken Crude, Crude By Rail, Derailment, DOT-111, Emergency Readiness & Response, Evacuation zone, Explosion, Federal Regulation (U.S.), First responder training, Insurance and liability, Let it burn, Oil stabilization, Rail routing, Tank car retirement, Volatility, Worst case scenario

From Washington state to D.C., fears of oil train risks on rise

Repost from The Missoulian
[Editor:  An interesting summary of recent developments on crude by rail safety.  – RS]

From Washington state to D.C., fears of oil train risks on rise

By Kim Briggeman, March 28, 2015 6:00 pm
Illinois oil train derailment involved safer tank cars
Smoke and flames erupt from the scene of a train derailment Thursday, March 5, 2015, near Galena, Ill. A BNSF Railway freight train loaded with crude oil derailed around 1:20 p.m. in a rural area where the Galena River meets the Mississippi, said Jo Daviess County Sheriff’s Sgt. Mike Moser. (AP Photo/Telegraph Herald, Jessica Reilly)

Exploding oil trains are a hot topic in the United States and Canada, spurred by a recent spate of accidents and a prediction by the U.S. Department of Transportation last year that there are many more to come – 10 a year over the next two decades.

The oil boom in North Dakota and insufficient pipeline capacity have put a record number of cars hauling crude on the tracks, each capable of carrying more than 30,000 gallons of highly combustible oil when fully loaded. For a 100-car train that’s 3 million gallons.

A sampling of recent developments:

• An association of Washington Fire Chiefs requested Burlington Northern Santa Fe Railway provide worst-case scenarios for potential crude oil train emergencies in selected areas of the state. They also want to see evidence of the levels of catastrophic insurance the railroad has purchased; comprehensive emergency response plans for specific locations in the state; and route analysis documentation and route selection results.

“Normally, we would be able to assess the hazard through right-to-know and other public documents,” a letter to BNSF said. “However, your industry has sought and gained exemptions to these sunshine laws. This exemption does not mean that your industry is exempt from taking reasonable steps to ensure catastrophic incidents do not occur.”

• Seattle vendors and former Mayor Mike McGinn joined forces at a news conference March 20 to highlight the potential destruction from an explosive oil train accident under Pike Place Market. The BNSF tunnel that runs under downtown Seattle passes under a corner of the market. An accident threatens the safety of 10 million annual visitors and the iconic market itself, the vendors said.

BNSF said it’s going to great lengths to make the tunnel safer, including spending $10 million in recent years to replace the tracks.

McGinn called the railway’s assurances “absolutely not sufficient for safety.”

• Four Democratic senators introduced an act Wednesday that would immediately bar the use of older, riskier tankers and set standards for volatility of gases in tank cars so they don’t explode as easily. The Crude-By-Rule Safety Act would set standards for new tankers that require thicker shells, thermal protection and pressure relief valves.

“Every new derailment increases the urgency with which we need to act,” U.S. Sen. Maria Cantwell, D-Wash., said. “Communities in Washington state and across the nation see hundreds of these oil tank cars pass through each week. This legislation will help reduce the risk of explosion in accidents, take unsafe tank cars off the tracks, and ensure first responders have the equipment they need.”

• The American Petroleum Institute and the Association of American Railroads announced at a teleconference Wednesday they will jointly fund additional training for local first responders along railroad tracks to deal with crude shipment accidents.

There are initial plans for sessions in 15 states, beginning this weekend in Nebraska and Florida. The AAR last year dedicated more than $5 million to training at its Security and Emergency Response Training Center near Pueblo, Colorado.

• Noting that a fiery oil train wreck in downtown Spokane could lead to the evacuation of 20,000 people, city officials requested and on Thursday were granted a seat at the table in discussions to open an oil terminal in Vancouver, Washington.

BNSF supports the terminal and said it’s “more than prepared” to handle the increased loads through northern Montana, Idaho and Washington.

“Our northern route is perfectly positioned geographically as we run through the Bakken region and to the Northwest destination points,” BNSF spokesman Gus Melonas told the Spokesman-Review’s Nicholas Deshais in early March.

Jerry White, leader of the Spokane Riverkeeper, was not convinced. He referred to the fiery Feb. 16 of a BNSF train in West Virginia.

“When I was watching that disaster, something struck me,” White told Deshais. “The fire chief in that little town said they were just backing off and letting that oil burn. I projected that onto Spokane. Can you imagine this happening in the downtown corridor and the fire crews saying the only thing we can do is back off and let them burn?”

• A state official warned Minnesotans living along tracks carrying North Dakota crude oil to prepare themselves for an emergency.

“People need to take some personal awareness of what’s around them,” Kevin Reed of the Minnesota Homeland Security and Emergency Management Division told Don Davis of the Forum News Service. “How do I get out of the way before the fire department gets here?”

Last week, the Minnesota Department of Transportation reported that 326,170 Minnesotans live within half a mile of railroad tracks with trains carrying Bakken oil. A state report indicated an average of 6.3 oil trains a day cross Minnesota.

Gov. Mark Dayton said those numbers highlight the need for safety improvements on the railroads.

“It just underscores the risk factor and why it’s imperative that we do everything we possibly can to prevent these derailments and the catastrophes that can result from them,” Dayton said.

• The U.S. Department of Energy is studying crude volatility and whether it should be treated to remove dissolved gases before transport, an official testified Wednesday at a House Appropriations subcommittee budget hearing.

Rep. Mike Quigley, D-Ill., asked why the more volatile crude transported from the Bakken couldn’t be stabilized before being loaded into tank cars in the same way crude from Texas is stabilized.

Timothy Butters, acting administrator of the Pipeline and Hazardous Materials Safety Administration, said that’s what the study seeks to determine. Results should be in by fall.