Pulling Eagle Ford Trailers Safely - Crack the Whip!

Pulling Eagle Ford trailers safely is no task for the faint at heart. Combination vehicles are usually heavier, longer, and require more driving skill than single commercial vehicles. This means that drivers of a vehicle combination like a straight truck with a trailer need more knowledge and skill than drivers of single vehicles. These drivers also need a Combination Vehicle Endorsement on their CDL. To get one, you have to take a written test and a skills test. You’ll have to demonstrate that you know how to handle two characteristics of trailers that make driving a combination vehicle more of a challenge than driving a single vehicle. These are:

• rearward amplification and
• yaw instability.

Eagle Ford Trailers - Rearward Amplification

In the busy production-driven environment of the Eagle Ford Shale oilfield, “crack the whip” usually means, “get busy, get to work!” For drivers of tractor-trailers, however, “crack the whip” has a different meaning.

Federal Motor Safety Oversteer

Trucks with trailers have a dangerous crack-the-whip effect caused by rearward amplification. A quick lane change can cause the trailer to swing out, then swing back, like the tip of a whip. This effect is most severe in double and triple combinations. The last trailer in the combination will be affected the most. The result can be a rollover.

Steer gently and smoothly when pulling trailers. Maintain a generous following distance. Leave at least one second for each ten feet of your vehicle length, plus another second if you’re going over 40 miles per hour. Look far enough ahead to avoid having to make sudden movements. Drive slowly and make lane changes gradually. Keep plenty of space to the sides of the vehicle so you can enter or cross traffic smoothly.

Federal Motor Safety Understeer

Control your speed whether fully loaded or empty. When empty, large combination vehicles take longer to stop than fully loaded ones. When lightly loaded, the very stiff suspension springs and strong brakes give poor traction and make it very easy to lock up the wheels. The trailer can swing out and strike other vehicles.

A tractor can jackknife very quickly. Be careful about driving bobtail tractors which can be very hard to stop smoothly and which take longer to stop than a tractor-semitrailer loaded to maximum gross weight.

When the wheels of a trailer lock up, the trailer will tend to swing around in a trailer jackknife. This is more likely to happen when the trailer is empty or lightly loaded. Stay off the brake. Do not use the trailer hand brake while driving, it can cause a trailer skid.

Once the trailer wheels regain traction, the trailer will start to follow the tractor and straighten out.

Yaw Instability Can Cause a Rollover

“Yaw” means rotation around a vertical axis. In terms of trailers, this vertical axis is the kingpin and it’s where the trailer is joined to the tractor. This connection does not keep the trailer in a fixed, straight line behind the tractor. After all, the whole point of having an articulated vehicle is to create an angle between the tractor and the trailer. That allows the entire rig to take curves and corners.

However, this flexibility can cause problems called “yaw instability” or “snaking.” Sometimes this swaying, or oscillation, can cause a rollover. As the speed at which you’re traveling increases, your trailer or trailers will start to sway from side to side. A sudden steering maneuver can also lead to instability. Several factors can contribute to yaw instability such as:

• the condition of your tires
• the stiffness of the suspension
• the placement of the fifth wheel
• the distribution of cargo

Load cargo and pre-trip your rig with care. Use caution when passing vehicles on the highway or going around a sharp corner. Don’t understeer or oversteer.

If you have an interests in driving in the Eagle Ford, be sure to visit our South Texas Oilfield Jobs page and Devorah's website linked in her bio below.

Top Ten Characteristics of a Great Truck Driver

Oil Tanker on the Highway

With a little training and practice, probably most people can manage to drive a tractor-trailer. However professional truck driving is more than just getting a vehicle from Point A to Point B. Great truck drivers are much more than mere steering-wheel holders. In the Eagle Ford Shale play, driving a heavy vehicle with its cargo of costly supplies and equipment and keeping to a demanding schedule isn’t a job for an ordinary driver. Do you aspire to have not just a job, but a career, and a great one at that? Check out these characteristics of a great truck driver.

1. RELIABLE. Great truckers do what they say they’re going to do, how and when they promise to do it. They know that employers and customers have deadlines and schedules that depend on the trucker’s timely performance. Great truckers aim to be not the problem, but the solution to shipping and cargo transport challenges.
2. SELF-DEPENDENT. Office workers are just a door or floor away from a department of support personnel who can provide help or advice. However even team drivers are essentially working alone in that they are out on the road, away from “technical support.” Truck drivers have to be able to handle having sole responsibility for the truck and its cargo and make the right decision in an emergency They also have to be able to cope with being alone most of the workday, or work-night as is often the case. Great truck drivers keep their knowledge and skill current so that they can solve problems when and where they occur, whether they are mechanical difficulties, traffic tie-ups or cargo issues. They learn how to manage the personal aspects of their life so it goes smoothly whether they are home or on the road.
3. COURTEOUS. While it’s true that truck drivers spend a lot of time alone, the great ones nevertheless have good “people skills.” They know how to interact with employers, other drivers, dock workers, customers and service staff such that everyone truckers come in contact with feel listened to and respected. Great truck drivers are courteous to clients, and treat the cargo with care.
4. MECHANICAL SKILLS. Great truck drivers have basic knowledge of how a truck operates. They can perform repairs as necessary, such as changing a fuse or light bulb, and can do what’s needed to help ensure the truck meets compliance and other safety standards. This contributes to a safer working environment not only for the truckers themselves but for everyone else who is sharing the road along with them.
5. STRESS MANAGEMENT SKILLS. Great truckers know how to manage stress. They take setbacks in stride and don’t let them ruin their day or their life. They’re sensitive to how a truck driving career can put pressure on their families as well as themselves.
6. HONESTY. Great truck drivers don’t try to get away cheaply but rather give true value for the money that employers and customers spend with them. They don’t fudge on aspects of laws and regulations, either. Great drivers know that in taking shortcuts they are ultimately cheating themselves of the satisfaction of having done the job right, completely, legally and safely.
7. ALERTNESS. Great truckers must be aware of many factors including the condition of the vehicle, the road and traffic. Driving challenges nearly all the senses, not just sight. Alert drivers who are attuned to all the input that they’re receiving will realize that a strange sound, vibration or even an odor is an early warning signal of developing trouble. They must be able to evaluate and assess their own condition and take a break when tiredness dictates that it would be more efficient, not to mention safer, to rest.
8. FITNESS. That quality of awareness comes as part of an overall level of physical fitness. A fit driver is more able to work long hours and remain sharp. Truck drivers also simply need a certain level of physical strength in order to load and unload freight.
9. EXCELLENT DRIVING RECORD. Great truck drivers have an excellent driving record. This gives the employer and customers confidence that the equipment and cargo is in good hands.  Great drivers are also cheaper to insure and keep costs of vehicle operation down. An excellent driving record shows that the driver not only has respect for others sharing the road, but also self-respect and professionalism.
10. COMMERCIAL DRIVER’S LICENSE. It almost goes without saying that a great truck driver has a CDL. To earn a commercial driver’s license, drivers take tests to demonstrate that they have the minimum knowledge and skill that the licensing state has determined is necessary to do the job. However great truck drivers go beyond the minimum. They stay current with developments in equipment, tools, business practices and regulations so their knowledge and skills are always sharp and up-to-date. This enables them to work with less stress and more satisfaction.

With a little effort and dedication, good truck drivers can become great truck drivers, and great drivers are what's needed in today's cargo transport industry.

Visit the Eagle Ford Jobs page to apply for open driving positions.

Eagle Ford Oil Prices Trade at a Premium to WTI - Condensate Weaker

Oil Drum

Eagle Ford oil prices realize a nice premium to WTI and higher API condensates trade at a discount. One of the great advantages the Eagle Ford has over other shale plays is location, location, location. A short commute to the nation's petrochemical backbone means operators realize better oil prices than most areas of the U.S.

Eagle Ford Shale Oil Price Premium

Eagle Ford oil prices trade at a premium to WTI or a discount to LLS depending on who you talk to. Over the past two months, posted Eagle Ford prices have traded at a ~$6-8 premium to WTI and a ~$6 discount to LLS posted prices. That's after spending part of April and May at >$10 premium to WTI and almost parity with LLS.

Eagle Ford Condensate Prices Trade at a Discount to Crude Oil

In 2011, over 36% of reported liquids production from the Eagle Ford was considered condensate and as much as 50% of production today is estimated to be condensate. That's a significant portion of production, so it's important to understand its pricing. A recent article by RBN Energy provides more details in regards to condensate pricing.

....there are 3 principal markets for condensate: (a) sale as crude oil, (b) sale as diluent for heavy crude blending, and (c) processing in a splitter and sold as component products. Refiners find condensate less attractive as a crude oil blend because it produces less of the valuable middle distillate blends. The diluent market is attractive but requires shipment to Canada. Some of the Eagle Ford condensate is being shipped south to Corpus Christi by pipeline and then by barge up the Gulf Coast to St James LA and on up the Capline pipeline to Canada. Midstream players in the Eagle Ford are also developing condensate processing facilities. At the moment, however, we can see from Plains All American posted prices that refiners are paying less for Eagle Ford condensate than they do for crude and then applying a gravity adjustment factor to reduce the price they pay for condensate even further.

Using Plains All American posted crude oil and condensate prices, the RBN articles compares 60.1 API Eagle Ford condensate to crude with a 40-44.9 API:

The average posted condensate to crude discount this year was close to $17/Bbl.

You can read the full write up on crude and condensate prices at RBNEnergy.com

The discount for condensate from crude is ~$12/bbl now, but it has stretched over $20 at times in the first two quarters of the year. Putting both the crude and condensate price pieces together we have a better picture of what operators are being paid in South Texas. Crude oil is more marketable and can easily displace imports at refineries. Add optimal location and it receives a premium to WTI. Condensate with an API of 60+ has more limited use and is trading at a discount to crude and WTI. Overall, with an assumed 50/50 split of crude and condensate production in South Texas, operators are still realizing prices better than WTI. Consider the major operators who can negotiate crude prices pegged to LLS and South Texas liquids are fetching an even better premium to WTI.

Share your experience or thoughts in the comment section below.

Important Notes:

Condensate has an API gravity of 50+ and falls between natural gas liquids and crude oil on the hydrocarbon spectrum. Condensate is largely produced at the wellhead, but some volumes are captured in gathering systems. 

WTI prices are currently trading at a discount to comparable international benchmarks (Brent). That is the opposite of the historical norm. Cushing, Oklahoma, is lacking adequate infrastructure need to move oil to the Gulf Coast and other demand centers. When that problem is alleviated, we'll likely see a shift in WTI prices, which will change the discussed relationship of WTI and Eagle Ford crude.

Electric Power Consumption in South Texas – Growing Due to Eagle Ford Development

Power consumed by month- MW hours

In response to client inquiries, I've estimated the rate of growth for electric power consumption in the Eagle Ford area. The client is interested in pipelines running in close proximity to high-voltage AC power lines. By looking at the “Electric Reliability Council of Texas” (ERCOT) website and mining their data for counties in South Texas, here are some interesting facts:

1. For the South Texas region including Maverick, Zavala, Atascosa, Live Oak, Bee, Goliad and Refugio Counties, and all counties south of that line, electricity demand has grown at least five percent a year from 2008 through the end of 2011. The growth from 2010 to mid-2012 has been eight to ten percent a year;

2. The Rio Grande Valley’s general growth in population appears to be about two percent per year. Corpus Christi is growing at about one percent a year; Laredo is probably growing at three percent per year. These estimates come from what appear to be credible internet sources. So more generalized population growth in South Texas may be two percent a year, in the population centers mentioned above;

3. What this leaves, for explanation of recent growth rate, is the Eagle Ford Shale development – which affects all of the counties along the northerly line of this “South Texas” geography, and many more counties southward. And it’s just the southwest half of the Eagle Ford that gets described – I did not gather data on Wilson, Karnes, DeWitt, Gonzales and other prolific Eagle Ford counties to the northeast.

Power Lines Carry More Power to Supply the Growing Population

Just as important is how much of this new electric consumption is focused on a dozen or so counties and maybe 20 cities. For instance, the city of Carrizo Springs, in Dimmit County, has probably grown, in terms of “overnighting” residents, from about 6,000 to more than 30,000 people between 2009 and the present. This means that high-voltage AC power lines into the Carrizo Springs area are carrying more than five times the average power than in earlier times. And that accounts only for the typical residential and light commercial usage. What additional electric loads have been added for major new businesses, industrial processes, large motors and pumps on new water wells, new salt water disposal well operations, and so on?

The infrastructure build-out to support this Eagle Ford Shale boom is much broader, and more complex, than any one business person or engineer can grasp. We hope that the water and sewer utilities, the electric power generation and distribution companies, the state and county road authorities, and the telephone and data carriers are all focused closely on this growth. The growth has been clearly described, too, as having at least two phases. There is the heavy surface access, drilling, midstream and other infrastructure development time, which probably will extend another five to seven years out in front of us. Then there is the long-term production – “lift and move oil, condensate and gas” operations, maintenance and repairs – time-frame, which used to look like 10 to 20 years from the present, and now looks like 25 to 35 years. We can call this development and production work sustainable for at least 25 years, and possibly much farther out into the future.

Planning is Essential in Avoiding Shortfalls

Unless all these entities are planning and investing in ongoing and smart fashion, there are going to be periodic and painful shortfalls, bottle-necks, and logistical snarls . . . Cooperative planning, good communications, and visionary people are needed across the landscape – in private business, in the affected city, county and state offices, in the politicians’ meeting spaces, and in civic organizations. A lot of common good stands to be achieved, for many, many South Texas communities. I believe in market forces to allocate resources and labor and work effort. But such”infrastructure” things as roads, and electricity, and water and sewer utilities don’t grow well unless there is good planning and communication, and cooperation between public and private entities.

And back to the high-voltage power lines: as they also grow in capacity and reach, they may represent substantial corrosion risks to adjacent pipelines – a problem Chapman Engineering has described in an earlier blog piece - “AC-Induced Corrosion on Pipelines in the Eagle Ford Shale.”

Trucking Accidents at Railroad Crossings - Don’t Be A Statistic - Stop, Look, Listen

Every year, an unfortunate number of trucking accidents occur at Texas railway crossings. Last year, a truck became stuck in ice while crossing railroad tracks and in another incident a freight train hit an 18-wheeler. Fortunately the vehicle drivers were not injured, but that wasn’t the case in a third railroad crossing accident which ended in a fatality. A man reportedly drove around a crossing gate and was hit by an oncoming passenger train. Many railroad crossing accidents occur in rural areas traveled to and from the oilfield.

Operation Lifesaver is a nationwide, non-profit public information program dedicated to reducing collisions, injuries and fatalities at highway-rail crossings and on railroad property.

Union Pacific launched an outdoor billboard campaign aimed at getting South Texas truck drivers to use railroad crossings safely. Reaching an estimated 1.3 million drivers between San Antonio and Laredo, the bilingual campaign pairs a visual of an 18-wheeler stopped or stuck on railroad tracks with simple phrases, such as, "Always expect a train" and “About Every 3 Hours, a Person or Vehicle is Hit by A Train.”

"Union Pacific is raising the rail safety message to remind professional truck drivers of their responsibility to cross the tracks safely," said Danny Valdez, Webb County judge. “The billboards will also reach the general public, which will make our community even safer."

Always expect a train because freight trains don’t travel at fixed times, and schedules for passenger trains can change.

Truck Accidents are Preventable

Follow the Rules. These accidents are preventable, with a little education and a little awareness. Abiding by railroad grade crossing regulations is a good place to start.

A driver approaching a railroad crossing must stop not closer than 15 feet or farther than 50 feet from the nearest rail under the following conditions:

1. a clearly visible railroad signal warns of the approach of a railroad train;
2. a crossing gate is lowered, or a flagger warns of an approach;
3. a railroad engine approaching within approximately 1,500 feet of the highway crossing emits a signal audible from that distance and the engine is an immediate hazard because of its speed or proximity to the crossing;
4. an approaching railroad train is plainly visible and is in hazardous proximity to the crossing; or
5. the driver is required to stop by a traffic-control device or signal. A driver must remain stopped until permitted to proceed and it is safe to proceed.

The driver of a vehicle who approaches a railroad crossing equipped with railroad crossbuck signs without automatic, electric, or mechanical signal devices, crossing gates, or a flagger warning of the approach or passage of a train must yield the right-of-way to a train in hazardous proximity to the crossing, and proceed at a speed that is reasonable for the existing conditions. If required for safety, the driver must stop at a clearly marked stop line before the grade crossing or, if no stop line exists, not closer than 15 feet or farther than 50 feet from the nearest rail.

Helpful Tips Regarding Railroads

Always expect a train because freight trains don’t travel at fixed times, and schedules for passenger trains can change.

• Trains are no more able to stop on a dime than tractor-trailers
• Trains can move in either direction, backwards as well as forwards, at any time
• An approaching train is closer and moving faster than you might think
• Stay alert around railroad tracks. Don’t text or wear headphones. Minimize distractions that could prevent you from hearing an approaching train. Be aware that today’s trains are quieter than ever, and may not make a “clickety clack” sound.

Find more helpful safety tips, including what to do if you do get stalled on the tracks, at the Operation Lifesaver Website