Marilaine Savard speaks out against the proposed Phillips 66 oil train project in San Luis Obispo today — as testimony for the SLO Planning Commission’s continued public hearing process. They’ll be making their decision on the proposed Phillips 66 project in the coming weeks.
“Lac-Megantic was a beautiful and peaceful community just like San Luis Obispo. I think that’s all you need to know before making a decision.”
Marilaine is from Lac-Mégantic, Québec, and unintentionally became a spokesperson to stop oil trains across the country. That’s because she lived through the deadliest oil train disaster in history. In July 2013, Lac-Megantic was changed forever, when an unattended 74-car crude oil train derailed and exploded in their small town, killing 47 people. Since then, she has advocated for rail safety and climate justice – to make sure no community becomes another Lac-Mégantic.
Local officials tout alliances to push for stronger oil train regs
By Daniel Moore / November 14, 2015 12:00 AM
What Marilaine Savard remembers most is hearing the blast, seeing the flames out her window and a plume of black smoke dimming the sky — but being unable to do anything about it.
It was July 2013 and Ms. Savard was visiting a friend in Lac-Mégantic, a town in rural eastern Quebec that serves as the central hub for about a dozen small communities. It had banks, post offices and bars. Now, she said, the downtown is a desert with all the buildings demolished and the soil contaminated.
The town is now eponymous with the worst rail disaster since a boom in North American oil production put more of the commodity on the rails.
Ms. Savard, who said she now lives and works in Lac-Mégantic to help the community rebuild, was one of dozens of people who gathered in Pittsburgh on Friday to hear from panels of elected officials and academics on what is being done to prevent and respond to derailments of trains carrying crude oil.
The Heinz Endowments organized the daylong conference in a packed hotel ballroom in Oakland. Roughly 60 to 70 trains carrying crude oil — mainly extracted from the Bakken Shale formation in North Dakota and destined for refineries on the East Coast — travel through Pennsylvania each week.
In February, a train carrying crude oil derailed and displaced 100 people near Charleston, W.Va.
The two main carriers, Norfolk Southern Corp. and CSX Corp., were not present as organizers wanted to focus the conversation on community engagement with elected officials.
“Individual communities are largely powerless,” said Grant Oliphant, president of the Heinz Endowments, in an interview. “I think what you are beginning to see is momentum building nationally to address the issue.”
Local officials who flew in from places like New York and Washington state stressed the importance of forming partnerships to put pressure on the U.S. Department of Transportation — the sole regulatory authority over the railroad industry — to enact stricter rules.
Ben Stuckart, chair of the city council in Spokane, Wash., said he helped start the Safe Energy Leadership Alliance, a coalition of local, state and tribal leaders across the Pacific Northwest united by concerns over traffic from coal and oil trains.
“So then, when I go to D.C. and sit with Transportation Secretary (Anthony) Foxx, I’m not just representing citizens of Spokane. I say I’m representing SELA,” Mr. Stuckart said.
“By us all acting together, we make a stronger case for it,” he said.
The conversation was at times testy, as local and state emergency management officials sought to assure the audience they were prepared for a range of disasters.
Environmental groups and others have demanded railroads publicly release specific information on what hazardous materials are being transported on what lines. Local emergency officials have insisted railroads provide them with enough information to respond to incidents, but that information has never been divulged publicly.
Raymond DeMichiei, deputy coordinator for the city’s Office of Emergency Management and Homeland Security, defended keeping the information private, citing the potential for acts of terrorism.
“We have an obligation to make sure the bad guys don’t get the information,” Mr. DeMichiei said.
During a later question-and-answer session, members of the crowd raised the question of secrecy again. “What advantage does it provide for you to know in Downtown Pittsburgh how many day care centers are within a mile on either side of the railroad tracks?” Mr. DeMichiei countered to a question about why such information is private.
“Because this is a democracy,” responded one audience member.
Ms. Savard, who was not on a panel, said most residents who haven’t been forced to relocate away from Lac-Mégantic, she said, are still in a state of shock. Without a downtown hub, the entire region is coping with where to go for basic services.
She hopes, by sharing the struggles of residents two and half years after the explosion, that a movement can begin to influence real change.
“They are not able to see the big picture right now,” she said. “They are trying to survive.”
This story was updated on November 18, 2015 with the correct number of crude oil trains that travel through Pennsylvania.
Future Blast Zones? How Crude-By-Rail Puts U.S. Communities At Risk
By Steve Early, March 23, 2015
The transport of petroleum via rail is now a well-known and unwelcome sight in many other U.S. communities. Its long distance rail transport has resulted in five major train fires and explosions in the last 16 months alone.
Richmond, California began life more than a century ago as a sleepy little railroad town. It was the second place on the eastern shore of San Francisco Bay where a transcontinental rail line connected with ferries, to transport freight and passengers to San Francisco. Now a diverse industrial city of 100,000, Richmond is still crisscrossed with tracks, both main lines and shorter ones, serving its deep-water port, huge Chevron oil refinery, and other local businesses.
Trains just arriving or being readied for their next trip, move in and out of a sprawling Burlington Northern Santa Fe (BNSF) rail yard located right next to the oldest part of town. Some train formations are more than 100 cars long. The traffic stalls they create on nearby streets and related use of loud horns, both day and night, have long been a source of neighborhood complaints. Persistent city hall pressure has succeeded in cutting horn blasts by about 1,000 a day, through the creation of several dozen much appreciated “quiet zones.” No other municipality in California has established so many, but only after many years of wrestling with the industry.
Despite progress on the noise front, many trackside residents continue to experience “quality of life” problems related to the air they breath. Some of their complaints arise from Richmond’s role as a transfer point for coal and petroleum coke (aka “pet coke”) being exported to Asia. As one Richmond official explained at a community meeting in March, these “climate wrecking materials” wend their way through the city in open cars—leaving, in their wake, houses, backyards, and even parked cars covered with a thick film of grimy, coal dust. Coal train fall-out has become so noisome in Richmond that its seven-member city council—now dominated by environmental activists— wants the Bay Area Air Quality Management District (BAAQMD) to mandate the use of enclosed cars.
This would seem to be a no-brainer, public health-wise. But the track record of this particular governmental agency—in any area related to public health and safety—has not been confidence inspiring lately. The BAAQMD is already complicit with the creation of Richmond’s most troubling new fossil fuel hazard in recent memory. For the last year, that threat has been on display, as far as the eye can see, at BNSF, which is owned by Nebraska billionaire Warren Buffett. Buffett’s rail yard has been filled with hundreds of black, tubular metal tank cars containing a particularly volatile form of crude oil that’s come all the way to Richmond from the new energy boomtowns of North Dakota.
Buffett’s Bomb Trains
The arrival of this highly volatile petroleum product is now a well-known and unwelcome sight in many other U.S. communities. Its long distance rail transport has resulted in five major train fires and explosions in the last 16 months alone. In addition to these spectacular non-fatal accidents, mostly occurring in uninhabited areas, North America’s most infamous crude-by-rail disaster took the lives of 47 people in July, 2013. That’s when a runaway train—improperly braked by its single-man crew—barreled into Lac-Megantic, Quebec, leveling all of its downtown.
Despite this alarming safety record, the BAAQMD has allowed Kinder Morgan, a major energy firm, to store up to 72,000 barrels per day at a Richmond facility leased from the BNSF; from there, it’s loaded tank trucks bound for the Tesoro Golden Eagle Refinery in Martinez, CA., (which has been shutdown recently due to a nationwide strike by the United Steel Workers). Before issuing the necessary permit for bringing Bakken crude into Richmond, the BAAQMD gave no prior notice, held no public hearings, and conducted no review of any possible environmental or health impacts.
Aided and abetted by regulatory lapses at multiple levels of government, this stealth approach has served the oil industry well. The precipitous drop in petroleum prices has recently made rail transport of Bakken crude less cost effective (leading to a curtailment of Bay Area shipments). But, prior to that temporary reprieve, the number of rail cars commandeered nationally for this purpose jumped from 9,500 six years ago to 500,000 last year. As labor and environmental critics have pointed out, the Achilles Heel of crude-by-rail everywhere is the aging condition and structural weakness of most tank cars, designed and used, in the past, for hauling less hazardous rail cargo.
Even newer, supposedly safer tank cars have failed to protect the public from the consequences of oil train collisions, rollovers, tank car ruptures, and spills. The total amount of oil spilled in 2013, due to derailments, was greater in volume than all the spills occurring in the U.S. during the previous forty years. On February 17, a major accident in West Virginia triggered a fire that burned for five days, forced the evacuation of two nearby towns, and seriously threatened local water supplies.
Trackside communities like Richmond lack sufficient legal tools to avert such disasters in the future, because rail safety enforcement rests with the federal government. Among its other foot-dragging, the U.S. Department of Transportation has failed to mandate tank car modernization and upgrading in timely fashion. As for the BAAQMD, according to Communities for a Better Environment (CBE) organizer Andres Soto, that agency may be “legally responsible for protecting Bay Area air quality but it really just acts as a tool of industry.”
A Contested Permit
CBE, the Sierra Club, and Asian Pacific Environmental Network filed suit last year to block Kinder-Morgan’s operation in Richmond. A superior court judge in San Francisco ruled that their challenge to the BAAQMD’s permit-granting authority wasn’t timely, a decision still under appeal. The Richmond City Council supported the permit revocation and urged Congress to halt all Bakken crude transportation by rail until tougher federal safety rules were developed and implemented
In the meantime, concerned citizens of Contra Costa County began fighting back, first by educating themselves about the dangers of crude by rail and then mobilizing their friends and neighbors to attend informational meetings and protests. Last March, Richmond’s then mayor, Gayle McLaughlin, a California Green, hosted a community forum that featured Marilaine Savard from the Citizens Committee of Lac-Megantic, and Antonia Juhasz, a leading writer and researcher about oil-related hazards. “The oil industry is far too powerful,” Savard told 150 people packed into the storefront headquarters of the Richmond Progressive Alliance. “The first duty of government should be to protect citizens, not shareholders.”
Since that event, CBE organizer Soto has been on the road, sounding the alarm before audiences throughout the county. In his power-point presentation, he highlights maps illustrating how big the “blast zones” would be in Richmond and other refinery towns if crude-by-rail triggered a fire and explosion on the scale of Lac-Megantic’s. Last September, direct actionists from the Sunflower Alliance and other groups took the fight directly to Kinder Morgan’s front door. Eight activists locked themselves to a gate leading to the facility; along with other supporters, they succeeded in disrupting truck traffic for three hours. After negotiations between Richmond police and BNSF security personnel, the protestors were allowed to leave without being arrested for trespassing.
Rail Labor And Environmentalists Meet
In the wake of recent high-profile oil train wrecks in West Virginia and Illinois, Richmond played host last weekend to more than 100 railroad and refinery workers, other trade unionists, community organizers, and environmentalists. They were attending the first of two regional strategy conferences sponsored by Railroad Workers United (RWU) and allied groups. RWU is national rank-and-file organization that seeks to build greater unity among rail industry craft unions long prone to bickering, back stabbing, and estrangement from potential non-labor allies.
“As railroaders,” the RWU declares, “we know that the safest means of transport is the railroad—far safer than roads and highways, inland waterways, and even pipelines. But the rail industry has taken advantage of a lax regulatory environment, conservative pro-business governments and weakened unions across North America to roll the dice on safety. It’s time for railroad workers, community, and environmental activists to come together and take a stand.”
One joint project discussed at the March 15 conference is the fight against single employee train crews. After Lac-Megantic was destroyed, the Canadian government banned one-person crews on trains hauling hazardous materials. In the U.S, carriers, big like BNSF continued to seek union approval for staffing reductions (while insisting that transport of crude oil, ethanol, or other flammable cargo would still require two person crews). To stop any further rail labor slide down this slippery slope, RWU rallied conductors to reject a deal their union negotiated with BNSF last year that would have permitted one-person crews.
Other safety concerns raised at the Richmond meeting included crew fatigue and railway attempts to cut labor costs by operating trains that are longer, heavier, and harder to stop in emergency situations. “Recent oil train derailments are directly linked to the length and weights of trains,” argued Jeff Kurtz, a railroad engineer from Iowa who spoke at the Richmond meeting. “The railroads know how dangerous it is to have 150-ton tank cars running on a 8,000 foot train.” Kurtz expressed confidence that “we can address these problems in a way that would improve the economy and the environment for everyone, “ if labor and climate change activists continue to find common ground.
RWU organizers are holding a second educational conference on March 21 in Olympia, Washington. According to Seattle switchman-conductor Jen Wallis, this kind of “blue-green” exchange, around rail safety issues, has never been attempted before in the Pacific Northwest. “Rail labor hasn’t worked with environmentalists to the degree that steelworkers and longshoreman and teamsters have, “ Wallis says. “It’s all very new.”
Steve Early is a former union organizer who lives in Richmond, California. He is the author, most recently, of Save Our Unions from Monthly Review Press. He is currently working on a new book about labor and environmental issues in Richmond.
Repost from The Huffington Post [Editor: Our friend here in Benicia, Ed Ruszel, has been featured in numerous online blogs and news outlets in this story by Tara Lohan. This is an abbreviated version. The article mistakenly gives a link to The Benicia Independent rather than Benicians for a Safe and Healthy Community. BSHC can be found at SafeBenicia.org. – RS]
The Fight to Stop a Boom in California’s Crude by Rail
By Tara Lohan, 01/08/2015
Ed Ruszel’s workday is a soundtrack of whirling, banging, screeching — the percussion of wood being cut, sanded and finished. He’s the facility manager for the family business, Ruszel Woodworks. But one sound each day roars above the cacophony of the woodshop: the blast of the train horn as cars cough down the Union Pacific rail line that runs just a few feet from the front of his shop in an industrial park in Benicia, California.
Most days the train cargo is beer, cars, steel, propane or petroleum coke. But soon, two trains of 50 cars each may pass by every day carrying crude oil to a refinery owned by neighboring Valero Energy, which is hoping to build a new rail terminal at the refinery that would bring 70,000 barrels a day by train — or nearly 3 million gallons.
And it’s a sign of the times.
Crude-by-rail has increased 4,000 percent across the country since 2008 and California is feeling the effects. By 2016 the amount of crude by rail entering the state is expected to increase by a factor of 25. That’s assuming the industry gets its way in creating more crude-by-rail stations at refineries and oil terminals. And that’s no longer looking like a sure thing.
Valero’s proposed project in Benicia is just one of many in the area underway or under consideration. All the projects are now facing public pushback–and not just from individuals in communities, but from a united front spanning hundreds of miles. Benicia sits on the Carquinez Strait in the northeastern reaches of the San Francisco Bay Area. Here, about 20 miles south of Napa’s wine country and 40 miles north of San Francisco, the oil industry may have found a considerable foe.
Photo by Sarah Craig
A recent boom in “unconventional fuels” has triggered an increase in North American sources in the last few years. This has meant more fracked crude from North Dakota’s Bakken shale and diluted bitumen from Alberta’s tar sands.
Unit trains are becoming a favored way to help move this cargo. These are trains in which the entire cargo — every single car — is one product. And in this case that product happens to be highly flammable.
This is one of the things that has Ed Ruszel concerned. He doesn’t think the tank cars are safe enough to transport crude oil in the advent of a serious derailment. If a derailment occurs on a train and every single car (up to 100 cars long) is carrying volatile crude, the dangers increase exponentially. In 2013, more crude was spilled in train derailments than in the prior three decades combined, and there were four fiery explosions in North America in a year’s span, the worst being the derailment that killed 47 people and incinerated half the downtown in Lac Megantic, Quebec in July 2013.
One of the biggest omissions in Valero’s DEIR was Union Pacific not being named as an official partner in the project. With the trains arriving via its rail lines, all logistics will come down to the railroad. Not only that, but the federal power granted to railroad companies preempts local and regional authority.This preemption is one of the biggest hurdles for communities that don’t want to see crude-by-rail come through their neighborhoods or want better safeguards.
The DEIR also doesn’t identify exactly what kind of North American crude would be arriving and from where. Different kinds of crude have different health and safety risks. Diluted bitumen can be nearly impossible to clean up in the event of a spill and Bakken crude has proved more explosive than other crude because of its chemical composition. It’s likely that some of the crude coming to Valero’s refinery would be from either or both sources.
Public comments on the DEIR closed on Sept. 15, and now all eyes are on the planning department to see what happens next in Benicia.
But the Valero project is just the tip of the iceberg in California.
In nearby Pittsburgh, 20 miles east of Benicia, residents pushed back against plans from WestPac Energy. The company had planned to lease land from BNSF Railway and build a new terminal to bring in a 100-car unit train of crude each day. The project is currently stalled.
But Phillips 66 has plans for a new rail unloading facility at a refinery in Nipomo, 200 miles south of the Bay Area in San Luis Obispo County, that would bring in five unit trains of crude a week, with 50,000 barrels per train.
Further south in Kern County in the heart of oil country, Plains All American just opened a crude by rail terminal that is permitted for a 100-car unit train each day. Another nearby project, Alon USA, received permission from the county for twice as much but is being challenged by lawsuits from environmental groups.
Closer to home, unit trains of Bakken crude are already arriving to a rail terminal owned by Kinder Morgan in Richmond. Kinder Morgan had been transporting ethanol, but the Bay Area Air Quality Management District allowed Kinder Morgan to offload unit trains of Bakken crude into tanker trucks.
Photo by Sarah Craig
With all this crude-by-rail activity, some big picture thinking would be helpful. As Attorney General Kamala Harris wrote about the Benicia project, “There’s no consideration of cumulative impacts that could affect public safety and the environment by the proliferation of crude-by-rail projects proposed in California.”