USDOT Issues Emergency Crude by Rail Order & Safety Advisory

Yesterday, the USDOT issued an Emergency Order requiring all railroads operating trains carrying Bakken crude oil in the U.S. to notify State Emergency Response Commissions (SERCs) about the operation of the trains through their states. The Emergency Order (Docket No. DOT-OST-2014-0067) requires railroads operating trains carrying Bakker crude containing more than 1,000,000 gallons (approximately 35 rail cars) to notify SERCs of the estimated volumes of Bakken crude, frequency of anticipated traffic, and the route for transport.

Also yesterday, the FRA and PHMSA issued a joint Safety Advisory, "strongly recommending" the use of tank cars with the "highest level of integrity" when transporting Bakken crude. The advisory recommends that older DOT 111 tank cars not be used "to the extent possible." The Safety Advisory does not constitute a ban on the use of older tank cars.

Needless to say, yesterday's actions follow another high profile derailment and fire involving a train carrying crude oil in Lynchburg, VA on April 30th. USDOT's action also follow the recent NTSB crude by rail forum, during which Canadian authorities announced a ban on the use of certain DOT 111 tank cars for hazardous materials in Canada; here is Transport Canada's order. DOT's action on tank cars is not as drastic as the ban by the Canadians, but it appears to be initial steps while more formal rules are being developed.

Railroads to Adopt Voluntary Crude By Rail Safety Initiative

A voluntary safety initiative addressing shipment of crude oil by rail has been announced by the USDOT and the Association of American Railroads (AAR). Under the voluntary initiative, major U.S. Railroads will agree to the following steps, outlined in the attached letter from USDOT Secretary, Anthony Foxx:

1. Effective March 25, 2014, one additional internal rail test (i.e. ultrasonic testing) will be conducted each year, and at least two track geometry inspections per year, on track over which crude traffic runs.

2. Route analysis requirements under 49 CFR 171.820(c) will apply to trains transporting 20 or more loaded tank cars carrying petroleum crude oil, which are to be termed "Key Crude Oil Trains."

3. Key Crude Oil Trains with at least one USDOT 111 type tank car, not meeting AAR Circular CPC-1232 requirements, will be restricted to 40 mph, effective July 1, 2014 or before.

4. By July 1, 2014 the participating railroads will have installed wayside defect detectors to detect overheated bearings at intervals of 40 miles, over which Key Crude Oil trains operate.

5. AAR and the railroads will develop an inventory of emergency response resources along the routes over which Key Crude Oil Trains operate.

6. Railroads are to agree to jointly fund $5 million for training emergency responders to rail accidents involving crude oil shipments.

PHMSA Cites 3 Shippers for Misclassified Crude Oil

As part of the on-going "Operation Classification" effort of the USDOT's Pipeline and Hazardous Materials Safety Administration (PHMSA), the agency recently announced it had cited three crude oil shippers for allegedly misclassifying crude oil shipped. According to PHMSA's announcement of the Notices of Probable Violation, the agency charges that 11 of 18 samples of crude being loaded onto rail cars were not assigned the proper packing group under the Hazardous Materials Regulations.

The Agency also notes the expansion of the scope of "Operation Classification" to gauge compliance with vapor pressure characterization, corrosiveness, and concentration of entrained gases in materials.

My prior post earlier this year, explains the creation of "Operation Classification" following several accidents involving crude oil shipped by rail.

PHMSA Issues Safety Alert for Crude Oil Shipment Classification

The USDOT's Pipeline and Hazardous Materials Safety Administration (PHMSA) issued a Safety Alert on January 2, 2014 following recent crude oil fires from train accidents where Bakken crude oil was involved. The Safety Alert is attached here. The Agency states that initial tests from the recent North Dakota accident involving two BSNF trains, and Lac Megantic Quebec in June 2013, indicate Bakken crude "may be more flammable than traditional heavy crude oil."

Yesterday's Safety Alert also encompasses the ongoing "Operation Classification" effort of PHMSA and the FRA, where the agencies have been conducting unannounced field tests to verify proper classification of crude oil shipments. In particular, the Agencies are concentrating on "Packing Group" classifications of shipments; i.e. does the chemical composition of the oil actually in a tank car reflect the packing group classification (and placard) on the car. Packing Groups are the defined classes of hazardous materials under the Hazardous Materials Regulations (HMR), which classify a material's flashpoint and boiling point, among other things.

PHMSA states that as "Operation Classification" is an on-going effort, it will share its sampling results of Bakken crude and oil from other locations. However, PHMSA reminds the offerors of crude oil that they should not delay their own testing (and classification under 49 CFR 173.22) of oil shipped while PHMSA's effort is underway.

Rail Associations Call for Stricter Tank Car Standards

Two industry associations representing virtually all North American Railroads have called for the USDOT's Pipeline and Hazardous Materials Safety Administration (PHMSA) to require tank cars carrying flammable liquids be built to more stringent standards, or be upgraded for existing tank cars. The Association of American Railroads (AAR), and the American Shortline and Regional Railroad Association (ASLRRA), jointly tendered comments to the PHMSA today. A copy of the joint filing is attached here.

Despite the excellent overall safety record of haz mat transport by rail, the Associations cited the recent Lac Megantic catastrophe as motivation for the industry to reevaluate tank car standards, which in fact had been increased just in 2011. Among the proposals AAR and ASLRRA make are to require newly built tank cars carrying flammable liquids to have steel jackets around the tank car, thermal protection, full car-height head shields, and high flow capacity pressure release valves. In addition to newly built cars, the comments call for the retrofit of cars built since 2011, and before, to comply with any new construction standards, and to phase out older cars that cannot be retrofitted.

The PHMSA docket at issue is PHMSA-2012-0082 - "Hazardous Materials: Rail Petitions and Recommendations to Improve the Safety of Rail Tank Car Transportation."

Joint Rule Requires Truck Clearance At Grade Crossings

The USDOT's Federal Motor Carrier Safety Administration (FMCSA) and Pipeline and Hazardous Materials Safety Administration (PHMSA) have jointly issued a final rule that prohibits truck drivers carrying certain hazardous materials "from entering onto a highway-rail grade crossing unless there is sufficient space to drive completely through the grade crossing without stopping." The rule was published yesterday, and takes effect on October 25, 2013.

The intent of the rule is of course to reduce highway-rail grade crossing crashes, and amends 49 CFR parts 177 and 392, specifically a revision to 49 CFR 177.804, and the creation of 49 CFR 392.12.

The new requirements apply to vehicles transporting a quantify of hazardous materials requiring placarding under 49 CFR 172, or any amount of a material listed as a toxin under 42 CFR 73.

PHMSA Rules Tort Claim for Haz Mat Package Warning Preempted

The USDOT's Pipeline and Hazardous Materials Safety Administration (PHMSA) issued a ruling, published in today's Federal Register, which preempts a common law tort action for design, manufacture and marking (including warnings) for a haz mat package.

The underlying event was the explosion of a DOT specification 39 cylinder, which exploded in January 2003 when placed in 180 deg. water. The explosion killed Kenneth Elder, whose survivors brought a product liability action against the cylinder manufacturer.

PHMSA's ruling came after the manufacturer petitioned the agency to make a preemption ruling on the underlying tort claims. The Hazardous Materials Transportation Act gives the agency authority to make such rulings, under 49 U.S.C. 5125(d).

Under the HMTA, claims relating to design, manufacture and labeling are preempted if the "non-federal requirement (i.e. a lawsuit seeking to impose an additional warning) is not "substantively the same" as federal regulation under the haz mat act. This is a somewhat different standard than preemption under the Federal Rail Safety Act (FRSA) - 49 U.S.C. 20106 - which permits more stringent state regulation covering the same subject matter as federal rail regulations if the state regulation is meant to address a local safety hazard and does not burden interstate commerce.

PHMSA determined that any "state requirement, including a State's common law" which is not substantively the same as the federal regulations on the design, manufacturing, or marking of a haz mat package is preempted, and thus, the underlying claim that Mr. Elder's death was a result of an improper design, marking, or warning of the cylinder was preempted. PHMSA did emphasize, however, that the HMTA preemption provision does not insulate anyone from violating a haz mat regulation or when the packaging does not conform to a specification under the haz mat regulations.

The procedure utilized by the defendant manufacturer, filing an administrative petition with PHMSA seeking a preemption ruling, is interesting. Unlike the FRSA, the HMTA specifically permits PHMSA to make a preemption decision on the legal claims brought Mr. Elder's survivors. So, in effect, an administrative agency has made a preemption decision which presumably will end a legal case pending in the Courts.