The Flipside of Accuracy: NPR Report on Oil and Ethanol Train Derailments Full of Industry Talking Points

Repost from DeSmogBlog

The Flipside of Accuracy: NPR Report on Oil and Ethanol Train Derailments Full of Industry Talking Points

By Justin Mikulka • Wednesday, December 2, 2015 – 15:16
Derailment by Sarah Zarling
Image credit: Train derailment in Watertown, Wisconsin by Sarah Zarling.

On November 7th, a train carrying ethanol in DOT-111 tank cars derailed in Wisconsin, resulting in rail cars rupturing and a spill of 18,000 gallons of ethanol into the Mississippi River.

The next day, a train carrying Bakken crude oil derailed in a residential area in Watertown, Wisconsin, resulting in a spill of around 1,000 gallons of oil.

These two spills provide another stark reminder of the dangers of moving oil and ethanol along waterways and through residential areas.

It also apparently provided an opportunity for National Public Radio (NPR) to push multiple oil and rail industry talking points. And the article on NPR’s website notes NPR is sponsored by America’s Natural Gas (ANGA).

The Flipside of Accuracy

The blurb that introduces the story about the two rail incidents has a curious introduction.

Wis. Tanker Derailments Revive Debate Over Safest Way To Transport Crude

Some worry the Obama administration’s decision to reject the Keystone XL pipeline will lead to a significant increase in the amount of crude being shipped by rail. It can also be shipped by truck.

Who are these “some” that “worry” exactly? Apparently, based on this report, just NPR employees and the oil industry lobbyist quoted in the piece. It also would appear the only one “reviving the debate” about the safest way to transport crude oil is NPR.

The radio piece is introduced with NPR host Steve Inskeep saying that they are following a story on “the flipside of rejecting the Keystone pipeline,” even though the story has nothing to do with that.

He then goes on to talk about how oil is moving from Canada by rail. And it is. However, the two trains that derailed were 1) not coming from Canada,  2) not carrying Canadian oil, and 3) not headed to the Gulf Coast. So, a completely misleading setup, but one that pushes the industry talking point that all pipelines should be approved because they are safer than rail transport.

This false argument ignores the reality that the most common destinations for Bakken crude shipments are U.S. East Coast refineries that can only be accessed by rail.

Building the Keystone XL pipeline — which would’ve run from Alberta across the US border south to connect with an existing pipeline system in Nebraska and then either to Illinois refineries or to Cushing, Oklahoma to continue south to the Gulf Coast refineries and export terminals — does nothing to change that fact.

The Tank Cars

The NPR piece then moves on to the notorious oil tank cars and notes how “safety advocates” are concerned about these tank cars. Reporter David Schaper notes that the new oil-by-rail regulations require that “Within a couple of years [the tank cars] be strengthened,” giving an unrealistic picture of how soon this issue will be addressed.

The regulations allow versions of the DOT-111 tank cars to remain on the rails carrying crude oil — like the oil involved in Lac-Megantic — until 2023. So unless a “couple” now means eight, this wasn’t even close to accurate.

The piece also quotes Karl Alexy of the Federal Railroad Administration explaining how — if the first accident in Wisconsin involved the new updated CPC-1232 cars instead of the DOT-111s — the spill may have been prevented.

This ignores the fact that there have been seven oil train accidents this year that have resulted in spills, and in five of those, also massive fires. They all involved the newer CPC-1232 cars.

Modern Brakes and Myth Making

The current braking technology on oil trains was invented in the late 1800s. The new regulations announced in May require modern electronically controlled pneumatic (ECP) braking systems on certain oil trains by 2021 and all by 2023.

When the new regulations were announced, regulators included the following language: “This important, service-proven technology has been operated successfully for years in certain services in the United States, Australia, and elsewhere.”

As noted on DeSmog, the rail and oil industries lobbied against a requirement for ECP brakes in the new regulations, and since then have stated intentions to not let this regulation stand.

The industry has argued the ECP braking technology is “unproven,” which David Schaper repeats in this piece despite the regulators having described it as a “proven technology.”

Earlier this year, DeSmog contacted the Federal Railroad Administration (FRA) to clarify the agency’s position on ECPbrakes. And FRA was quite clear in its response.

“ECP brakes are a proven technology that will reduce the number of train derailments and keep more tank cars on the track if a train does derail. Delaying the adoption of ECP brakes seriously jeopardizes the citizens and communities along our nation’s freight network,” FRA communications director Matt Lehner told DeSmog.

A decade ago, the FRA commissioned consulting firm Booz Allen Hamilton to study the benefits and costs of ECPbrakes for the U.S. freight-rail industry. Released in 2006, the firm’s report (PDF) stated that the brakes are a “tested technology” that offers “major benefits” and could “significantly enhance” rail safety.

And yet, NPR repeats the industry talking point that the technology is unproven.

NPR also describes the braking systems as “expensive,” which is technically true. An Association of American Railroads piece opposing ECP brakes estimates a cost of $1.7 billion. That’s a lot of money, until you consider the cost of say, rebuilding downtown Lac-Megantic, which was just one oil-by-rail accident that could have been prevented byECP brakes.

Finally, NPR’s Schaper notes that because the industry says ECP brakes are unproven, this adds “uncertainty over the future of the oil train safety rules.”

The Concerned Mom

The one Wisconsin resident interviewed for the piece is Sarah Zarling. While not mentioned in the piece, Zarling became an oil train activist earlier this year over her concerns about the risks of the trains that ran so close to her home. Her concerns were obviously validated by this recent incident.

DeSmog contacted Zarling to comment on the NPR segment.

“I can’t even begin to talk about what they left out, honestly. I was so excited because he asked really good questions. He really does his homework,” Zarling explained. “So I really thought that this was going to be an opportunity to finally have a side of this story that is not told in the mainstream [media] finally be told and talked about. So the fact that I just came off as a mom cooking in her kitchen and heard this derailment is very disappointing.”

Reviving Debates, Delaying Safety

Sarah Zarling noted that she was impressed with David Schaper’s knowledge of the oil-by-rail issue and that he had “really done his homework.”

And yet the result is a segment pushing many of the top industry talking points, including setting the expectation that there is “uncertainty” that the new regulations will ever be implemented. Left out were any actual concerns or viewpoints from concerned citizen activists.

Some worry that the lack of regulation of the transportation of oil and ethanol by rail isn’t going to change because we “don’t have a high enough body count.”

As trains full of volatile Bakken oil continue to derail and the implementation of new safety regulations are many years away, the reality that at some point there will be “a high enough body count” becomes ever more likely.

AP: Railroads beat back new safety rules after derailments

Repost from the Boston Herald

AP: Railroads beat back new safety rules after derailments

By Matthew Brown and Michael Kunzelman, December 05, 2015
FILE -In this Monday, Feb. 23, 2015, file photo, clean up continues near Mount Carbon, W.Va., where a train derailed and sent a tanker with crude oil into the Kanawha River. A little-known truth about North American railroads: No rules govern when rail becomes too worn down. Since 2000, U.S. officials blamed rail wear as the direct cause of 111 derailments causing $11 million in damage. (AP Photo/Chris Tilley, File)

A pair of train derailments in 2012 that killed two people in Maryland and triggered a fiery explosion in Ohio exposed a little-known and unsettling truth about railroads in the U.S. and Canada: No rules govern when rail becomes too worn down to be used for hauling hazardous chemicals, thousands of tons of freight or myriad other products on almost 170,000 miles of track.

U.S. transportation officials moved to establish universal standards for when such steel gets replaced, but resistance from major freight railroads killed that bid, according to Associated Press interviews with U.S. and Canadian transportation officials, industry representatives and safety investigators.

Now, following yet another major accident linked to worn-out rails — 27 tanker cars carrying crude oil that derailed and exploded in West Virginia earlier this year — regulators are reviving the prospect of new rules for worn rails and vowing they won’t allow the industry to sideline their efforts.

“We try to look at absolutely every place where we can affect and improve safety,” said Federal Railroad Administrator Sarah Feinberg. “Track generally is the place that we’re focusing at the moment, and it’s clearly overdue. Rail head wear is one place in particular that we feel like needs to be addressed as soon as possible.”

An official announcement on the agency’s intentions to revisit rail wear is expected by the end of the year.

In the meantime, federal regulators haven’t taken the positive steps that they need to, said Ronald Goldman, an attorney for the families of the two 19-year-old women who died in a 2012 derailment outside Baltimore.

“It’s a lack of will, not a lack of ability, in my opinion,” he added.

Industry supporters argue that the seven major freight railroads in the U.S. and Canada are in the best position to know what is going on with their lines, including when they need to be replaced or have the maximum speeds for trains traveling on them lowered. They also note a long-term decline in accidents that has reduced the frequency of derailments by more than 40 percent since 2000.

All sides agree it’s difficult to pinpoint how many accidents are tied to worn rail. Since 2000, U.S. officials blamed rail wear as the direct cause of 111 derailments causing $11 million in damage.

That’s less than 1 percent of all accidents, yet it masks a broader safety dilemma: Years of massive loads rolling over a rail will exacerbate defects in the steel, such as cracks or fractures. Investigators ultimately list the defect as the cause of a derailment, but it might never have been a problem if the rail had not been worn down.

“Rail defects are internal and rail wear is external, and when external meets internal, that’s when problems may arise,” said John Zuspan of Track Guy Consultants, a Pennsylvania firm that offers track inspections, safety training and other services for railroads.

Two accident causes in particular have the strongest correlation with worn-out rails: “detail fractures” that result from fatigued metal, and “vertical splits” in the head of the rail, where it makes contact with a train’s wheels, according to the FRA.

Those problems caused a combined 1,200 derailments with $300 million in damages, three deaths and 29 people injured in the U.S. between 2000 and the present, according to accident records reviewed by the AP.

Among them was the July 2012 derailment of a Norfolk Southern Railway train hauling ethanol and other products through Columbus, Ohio. Seventeen cars derailed, including three hauling highly flammable ethanol that exploded into flames, triggering an evacuation of surrounding neighborhoods.

A month later, another accident occurred involving a CSX Transportation train hauling coal over a bridge along Main Street in Ellicott City, Maryland, outside Baltimore. Twenty-one cars derailed when the company’s worn-down rail split beneath the weight of the coal cars. The two college students sitting on the bridge died, crushed by thousands of pounds of spilled coal.

The victims’ families reached a settlement with CSX last year for undisclosed terms. Goldman, the families’ attorney, said he pressed federal officials for a forum that would allow his clients to testify about the issue, but “nothing really happened.”

A month after the CSX derailment, federal regulators asked the Rail Safety Advisory Committee — a panel created by the Railroad Administration to include the industry and others in fashioning safety rules — to craft new standards to reduce the risks of worn-down rail. The committee set up a 116-person working group to tackle the problem, made up of industry representatives, government officials, consultants, researchers and railroad worker unions.

The group included 55 representatives from the major freight railroads and their industry organization, the Association of American Railroads. The FRA had 14 seats at the table and their counterparts from Transport Canada had five.

Following several meetings in 2012 and 2013, the group — which required consensus before recommending action — agreed on voluntary guidance for companies to manage rail wear, but no new regulations.

“There was certainly a lot of pushback and a lot of political pressure put on FRA not to adopt regulations for rail wear,” said Richard Inclima, director of safety for the union that represents track inspectors and a member of the working group. “Rail wear limits were on the table. The industry raised a lot of arguments against rail wear limits.”

“The industry doesn’t want to be regulated,” he added. “That’s no secret.”

The railroads’ opposition was confirmed by others involved with the group’s work including from the National Transportation Safety Board, the FRA and Transport Canada.

Association of American Railroads spokesman Ed Greenberg said the railroads were “unaware of any science-based data supporting rail wear limits.”

NTSB investigator Richard Hipskind, who took part in the Ellicott City and Columbus accident investigations and later served on the rail wear working group, said more research would be needed to establish universal standards.

Railroads have their own internal standards for rail wear, and have replaced more than 30,000 miles of rail since 2010, according to reports submitted by the major railroads to the U.S Surface Transportation Board, a semiautonomous agency under the umbrella of the U.S. Department of Transportation.

Standards vary among railroads and are complicated by differences in how much weight a given line bears, whether it’s in a wet or dry climate, and if the line goes through mountains or involves lots of turns. Those variables can make the difference between well-worn rail that’s still safe and routes that poses a heightened safety hazard, according to industry experts and safety officials.

Greenberg said the industry takes an aggressive approach to identifying and removing defective or worn sections of rail.

“Each railroad has its distinct operating environment and operating conditions that would be factored into this,” Greenberg said. He added that the industry was now interested in “renewed dialogue” with the FRA on the topic.

The AP requested details on rail wear standards from each of the seven major freight railroads — BNSF Railway, Union Pacific, Canadian Pacific, CSX, Canadian National, Norfolk Southern and Kansas City Southern. They either refused the request or referred questions to the railroad association, which also declined to release the standards.

Public attention to train derailments increased sharply after July 2013, when an out-of-control oil train derailed and exploded in Lac-Megantic, Quebec, killing 47 people. One of the most significant changes to emerge from that and other accidents involving crude and ethanol was a mandate for companies to phase out or upgrade tens of thousands of tank cars that are prone to rupture.

Those are important changes, said James Horbay, a rail safety engineer with Transport Canada. But what causes trains to come off the tracks in the first place needs to be resolved, he said.

“If you crash an airplane, are you going to say, ‘Let’s build an airplane that’s not going to fall apart when it hits the ground?'” he asked. “Whether rail wear is something that should be looked at is a good question to ask. You’re going right to the cause now.”


Matthew Brown reported from Billings, Montana.  Michael Kunzelman reported from Baton Rouge, Louisiana. 

Oil export ban – talking points, need to contact senators

From an email sent by Matt Krogh, ForestEthics
By Matt Krogh, December 4, 2015

Please consider immediately calling your Senator

and other senators listed below who are critical to the export ban issue. I’ve combined details from various sources below (Sierra Club, NRDC, others), but in short, there may be a deal to overturn the crude export ban coming through the Senate, which if successful would create huge pressure to increase oil train traffic. Many more talking points and an article about it below.

Folks are saying these are the key talking points:

– Ask: Please oppose ANY deal that includes lifting the crude oil export ban. Lifting this ban means caving to Big Oil’s desire to turn the US into an oil exporting county – It’s a move that would be bad for our climate and our communities.

– And from the partisan angle, Democrats should not be acquiescing to Republican Leadership (and Big Oil’s) top ask—it’s a terrible political signal and undermines Obama just as he is on the international stage.

When: NOW! The deal is being brokered right now, and the vote will most likely happen on Dec. 11th. Calls needed asap.

Who: All Democratic Senators should be standing up and saying that they’ll oppose any deal that lifts the export ban. These are the targets that we’re most concerned about making sure are with us:

Tier 1 Democrats/Independents:
Bennet (Colorado) Booker (New Jersey) Coons (Delaware) Donnelly (Indiana) Heinrich (New Mexico) Udall (New Mexico) Warner (Virginia) Kaine (Virginia) King (Maine) Tester (Montana)

Tier 2 Democrats:
Carper (Delaware) Reid (Nevada) Schumer (New York)

Republicans:
Ayotte (New Hampshire) Blunt (Missouri) Collins (Maine) Portman (Ohio) Toomey (Pennsylvania)

More talking points from the Sierra Club:

Crude Oil Export Ban Under Attack in Congress

To: XXX

From: Sierra Club

Re: Potential deal making on crude oil exports and the omnibus

Overview: maintaining the crude oil export ban is critical to ensure oil stays in the ground

With the clock running out for legislation this year to lift the long-standing crude oil export ban, proponents of lifting the ban, led by Senator Heitkamp (D-ND), are doubling down on their efforts to change this policy by adding a rider to the fiscal 2016 omnibus appropriations bill.

A coalition of environmental organizations and allies at the United Steelworkers, Public Citizen, and others have been working to ensure that no deal is made that lifts the ban. While momentum has been on our side for the past six months, it appears that Senator Schumer has expressed an openness to making a deal on the omnibus.

Talking points:

  • Lifting the ban would result in significant carbon pollution. This article from the Center for American Progress cites several studies that indicate lifting the ban could increase US oil extraction by as much as 3.3 million barrels per day between now and 2035, the combustion of which would result in more than 515 million metric tons of carbon pollution per year. That is the equivalent of the annual emission from 108 million passenger vehicles or 135 coal-fired power plants.
  • Lifting the ban would increase dangerous transportation of volatile crude oil. CAP estimates the oil extraction triggered by lifting the ban would fill 4,500 rail cars per day or 947 Exxon-Valdez sized tankers. This would increase the risk for even more disasters from transporting that much light, volatile crude, including massive spills and explosions that threaten our landscapes, waterways, and communities.
  • The the overwhelming number of Americans oppose lifting the ban. According to a national poll of likely 2016 voters, 69 percent, across party lines, are in opposition. Republicans do not have the votes on their side to lift the ban, so are trying to pass  it clandestinely by adding it to the must pass omnibus.
  • No member–in the Senate or House, Democrat or Republican–should support lifting this ban because there has been virtually no real discussion on this issue. There was one hearing in the Senate Banking Committee, which is not the committee of jurisdiction. Repealing a policy of this scale warrants conversation with experts.
  • The only group that stands to win is Big Oil — our climate will continue to suffer, and these exports will keep other nations from developing alternatives to fossil fuels. Instead of promoting 19th century energy sources, the United States should be leading the world in the development of clean and renewable energy and energy efficiency and be exporting those technologies.
  • Additionally, we cannot afford to jeopardize our most beautiful and critical natural places. Exporting domestically-produced crude oil will lead to increased pressure to drill for oil in sensitive ecosystems such as the coastal plain of the Arctic Refuge, off our coasts, and on our public lands.  CAP estimates these drilling impacts would result in the loss of an area bigger than Arches National Park every year.
  • There are also job losses associated with lifting the crude oil export ban. American refinery workers are our first and last line of defense for community safety in the face of an industry that puts profits before people. Oil refinery workers do difficult, dangerous work as bulwarks protecting our communities from devastating explosions, spills, and releases.
  • The U.S. should not be following the lead of Big Oil, but instead should be paving the way for a clean energy future for our children and grandchildren. Instead of exporting pollution and jobs to other countries, we must instead invest in clean energy and ultimately our future.
  • At a time of climate crisis and in the context of recent commitments to decarbonize our society, we should not be relaxing regulations on the fossil fuel industry. Doing so would incentivize increased production in the short term as well as potential lock-in of further hazardous oil production for years to come.

More info (from Politico):

Budget deal could lift oil export ban
By Elana Schor and Burgess Everett 12/03/2015 07:24 PM EDT
Democrats are driving a hard bargain in year-end negotiations to keep the government funded, but a key GOP priority remains on the negotiating table: lifting the decades-old ban on U.S. oil exports.
At a special caucus meeting on Thursday, Senate Democrats solidified a list of asks that Republicans may find overwhelming. But the bright side for the GOP is that Democrats seem serious about striking a bargain on lifting oil exports, despite pressure from greens and resistance from the White House. The challenge for the GOP and its industry allies remains how to craft a deal that lures liberals into backing a pro-oil position without giving away too much for conservatives to swallow.
Repealing the oil export ban is “a very important priority for” Senate Majority Leader Mitch McConnell (R-Ky.), “and we’re hoping he’ll be respectful of our priorities,” Senate Minority Whip Dick Durbin (D-Ill.) said Thursday. House Speaker Paul Ryan (R-Wis.) is also throwing his weight around, hoping his young speakership’s momentum can produce a win in a long-running fight over energy policy that seemed impossible just months ago.
What Durbin called “a long list” of Democratic demands in exchange for any oil exports deal starts with extending clean-energy tax benefits that are anathema to many on the right. But those tax credits are already in line to stay alive this year as part of a separate tax package that’s close to completion, and Koch Industries is already pressing lawmakers to reject any deal that would end oil exports in exchange for helping wind and solar power.
Democratic leader Sen. Patty Murray (D-Wash.) said an end to the export ban is “obviously being pushed very hard by McConnell, and there are a couple in our caucus that agree, but the price is very high.” The American Petroleum Institute and other top oil players have lent their lobbying might to the effort, scrambling to combat a swoon in oil prices that have forced job cuts and belt-tightening in the once-booming U.S. oil patch.
“We hope Congress will still consider lifting the crude export ban on its own merits, but not by burdening society with continuing subsides and corporate welfare,” Koch lobbyist Phillip Ellender wrote to lawmakers last week. The letter is viewed with major skepticism among liberal Democrats, who privately wonder whether Republicans are willing to break with the companies run by the billionaire conservative brothers David and Charles Koch.
However, top Democratic Senate aides said that the party’s leaders and even a number of liberal lawmakers are open to a deal with Republicans, but only if they get a lot out of GOP leadership.
Democrats also want to see a restoration of the now-expired federal Land and Water Conservation Fund that House Republicans are pushing to reform.
“I don’t know if they’ll be able to get a deal on it,” said Sen. Jon Tester (Mont.), chief of the Democratic Senatorial Campaign Committee, who’s been open to a deal on oil exports for months. Tester said “there needs to be things like” full funding of the conservation fund to win him over.
The conservation fund’s top Senate Republican backer, Richard Burr (N.C.), said reviving it in exchange for oil exports “makes a lot of sense.”
“There are a lot of moving pieces, but the closer we get to finalizing” a year-end deal, Burr added, “the more people narrow down their wish list.”
Democrats also want assurances from Republicans that child tax credits are preserved and possibly expanded in the tax extenders bill. And they maintain that if they are going to agree to lifting the oil export ban, Republicans should expect little else in the year-end deal.
Senate Majority Whip John Cornyn (R-Texas) was not impressed by the high price the minority party hopes to extract. “It sounds to me like the Democratic demands are greedy,” he said.
Cornyn’s not the only Republican asking why the party should play ball with Majority Leader Harry Reid (Nev.) as Democrats prepare to score victories in the prospective year-end tax package.
Adding oil exports to the mix as part of a massive government funding and tax deal “strikes me as more theater than reality,” GOP energy lobbyist Michael McKenna said. “I’m not exactly sure what else Democrats want. Harry Reid is in the process of a getaway from a fairly successful armed robbery.”
Still, Democrats have more leverage than Republicans like to admit: They are likely to carry the voting load on the spending bill due byDec. 11, so they believe they have a strong hand that could trump tough talk from the GOP.
And the Democrats’ biggest environmental stalwarts sounded just as wary of an oil exports deal that they acknowledged is in the mix.
“It’s out there,” Sen. Ed Markey (D-Mass.) said seconds after complaining the deal would amount for a $500 billion windfall for the oil industry.
Sen. Tom Carper (D-Del.), a centrist dealmaker, raised concerns about northeastern refineries that currently get U.S. crude oil at a discounted price. “The arguments that we should treat oil much the same as we treat natural gas,” which the U.S. is gearing up to begin exporting, “I think flunk,” he said.
Given that a spending bill is due within days, the fact that Democrats are keeping the oil concession on the table is being viewed on Capitol Hill as a major development among senators, one of whom said a major, “substantive” deal hinges on the provision.
Yet there’s also skepticism about what, exactly, Republicans are asking for. Is the GOP willing to shut the government down if Democrats don’t bend to McConnell and Ryan?
“People are wanting to hold the whole budget process hostage on oil exports,” lamented Sen. Maria Cantwell (Wash.), the Senate Energy Committee’s top Democrat.
Separately on Thursday, the House passed energy reform legislation that would lift the oil export ban, but it faces a certain presidential veto as a standalone measure.

New York AG calls on PHMSA to close crude-by-rail safety loophole

Repost from Progressive Railroading
[Editor:  See also New York Wants Oil Companies to Treat Oil Shipped on Trains – Wall Street Journal, and NYS attorney general pushes federal limit on crude oil train explosion risk – Albany Times Union.  – RS]

New York AG calls on PHMSA to close crude-by-rail safety loophole

December 4, 2015

New York Attorney General Eric Schneiderman has called on the U.S. Pipeline and Hazardous Materials Safety Administration (PHMSA) to limit the vapor pressure of crude oil shipped by rail.

In a petition for rulemaking, Schneiderman asked the agency to require all crude transported by rail in the United States to achieve a vapor pressure of less than 9 pounds per square inch (psi). Vapor pressure is a key driver of the oil’s explosiveness and flammability, according to a press release issued by Schneiderman’s office.

In his petition, the attorney general argues that reducing crude oil vapor pressures is practical and necessary for minimizing the risk and severity of accidents involving tank cars.

Crude oils with the highest vapor pressures — including crude produced from the Bakken Shale formations in North Dakota — have the highest concentrations of propane, butane, ethane and other highly volatile gases, Schneiderman noted. 

While the vapor pressure of crude involved in train accidents is often undisclosed, the vapor pressure in such accidents in which the levels were disclosed have exceeded 9 psi, including the crude train accident in Lac Megantic, Quebec, that caused 47 fatalities.

“Recent catastrophic rail accidents send a clear warning that we need to do whatever we can to reduce the dangers that crude oil shipments pose to communities across New York State,” Schneiderman said in a prepared statement. “In New York, trains carrying millions of gallons of crude oil routinely travel through our cities and towns without any limit on its explosiveness or flammability — which makes crude oil more likely to catch fire and explode in train accidents. … The federal government needs to close this extremely dangerous loophole, and ensure that residents of the communities in harm’s way of oil trains receive the greatest possible protection.”

For safe and healthy communities…