Oil wreck responses leaving more questions than answers

By Robert and Sonia Vogl
President and Vice President,
Illinois Renewable Energy Association

We were returning from buying a used post hole digger in northeastern Iowa when we noticed a dark black cloud suddenly billowing up just northeast of us. It was the BNSF oil train wreck on the east bank of the Mississippi River a few miles south of Galena back on March 5.

The 103 oil tank car train was loaded with Bakken oil from North Dakota and headed toward an oil refinery in Pennsylvania. Twenty one tank cars derailed; seven split open and burst into flames. Ironically the cars involved had been upgraded to lessen the fire risks. Fortunately no one was hurt and none of the oil reached the Mississippi River or the adjacent nature preserve.

According to the Association of American railroads annual oil shipments by rail have increased from less than 10,000 in 2008 to nearly 500,000 in 2014. Most of the increase comes from the Bakken fields in North Dakota and Montana. Lacking pipelines, 70 percent of the oil is shipped by rail to distant oil refineries.

Bakken oil train derailments have often resulted in explosive fires raising safety concerns for populations living within a half mile of the tracks and the firefighters who respond to the fires. According to a Reuters news report the Galena firefighting volunteers were hosing down the smoldering wreck when it suddenly flared up forcing them to drop their hoses and scramble for safety. A county official indicated the crew was within 10 minutes of losing their lives

The Department of Transportation estimates that roughly 2,500 fire departments in the Midwest are adjacent to rail lines; officials do not know which of the departments are in need of training. In Galena with up to 50 oil trains passing through daily, firefighting volunteers had received some basic hazmat training but had not yet received the specialized training for first responders to oil derailments offered in Pueblo, Colorado, by major railroads.

The oil’s volatility can be reduced by heating it to drive off the explosive butane component before it is shipped. This would increase the cost of the oil and create a problem regarding what to do with the collected butane.

A second approach would require the oil trains to decrease their speed to 40 mph when travelling through heavily populated urban and surrounding suburban areas. But the Galena oil train was only traveling at 26 mph when a wheel on a car collapsed causing the derailment.

According to a report in the Billings Gazette, sensors could be installed on the lead locomotives to measure rail thickness and detect deformities which would alert the engineers to potential problems. They could be placed next to rail ties or under the tracks to detect track bed shifting or on cars to detect broken wheels such as in the Galena derailment.

New federal safety regulations called for the phasing out of old tank cars along with other measures by 2020. Seven environmental organizations filed a lawsuit claiming the rules will not protect the 25 million Americans living within a half mile of the tracks. The American Petroleum Institute filed a lawsuit challenging the timetable for replacing old oil cars and installing electronically controlled pneumatic brakes.

Legal challenges could alter or slow implementation of the rules. If more explosive wrecks occur involving the loss of lives and extensive property damage, stricter new rules could be implemented more quickly.

Of course ignored in the on-going safety debates is the need to dramatically reduce our consumption of fossil fuels.

Reach the Vogls at sonia@essex1.com.

One thought on “Oil wreck responses leaving more questions than answers

  • May 20, 2015 at 1:56 pm
    Permalink

    It is currently left up to the railroads to decide whether to reroute oil trains around heavily populated or environmentally sensitive areas. There are 27 criteria, publicly known, they have to consider. But the routes they choose are kept secret.
    In computing the probability of derailment, the assumptions do not usually reflect the special conditions that increase hazards around cities. Data on track flaws is not made available by location. Data on the differences in force exerted by long heavy oil trains is not made known, only broad averages. Damages such as at Lac-Megantic where 47 people perished are not adjusted in analyses of probable damage in cities with 10 times the population density of that ill fated Canadian town. Data on the number, location, and results of rail inspections are not published. It would be quite an eye opener, and be more meaningful than tallying oil cars, for mayors to count cracks, warps, twistings, widenings in their rails and rotting ties, while giving a wide berth to the railroad detectives trying to pinch them for trespassing.
    It is the role of the Federal Railroad Administration to develop and enforce inspections and data collection and reporting. That they have been lax is self evident as one thinks about all he or she does not know about the oil trains that roll through the neighborhoods of 16 million Americans. That their loose enforcement is rewarded by the railroads with deposits to their politician bosses is undeniable.
    Please let the FRA hear from regular people. Sign the attached petition telling the FRA to strictly enforce railroad health and safety rules. http://petitions.moveon.org/sign/enforce-railroad-health?source=s.fwd&r_by=1718159

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