Tag Archives: Seattle WA

AP EXCLUSIVE: DOT predicts fuel-hauling trains will derail 10 times a year; cost $4 billion; 100’s killed

Repost from Associated Press News
[Editor: Download the July, 2014 Department of Transportation analysis here.  A word of caution: a reputable source writes, “On a closer inspection, PHMSA conceded that the numbers it used for the analysis are flawed and that the scenarios lined out in the AP story are assuming no new regulations are enacted.”  That said, my source also wrote, “We didn’t need a study to tell us there was a problem.”- RS]

AP Exclusive: Fuel-hauling trains could derail at 10 a year

By Matthew Brown and Josh Funk, Feb. 22, 2015 12:00 PM ET

BILLINGS, Mont. (AP) – The federal government predicts that trains hauling crude oil or ethanol will derail an average of 10 times a year over the next two decades, causing more than $4 billion in damage and possibly killing hundreds of people if an accident happens in a densely populated part of the U.S.

The projection comes from a previously unreported analysis by the Department of Transportation that reviewed the risks of moving vast quantities of both fuels across the nation and through major cities. The study completed last July took on new relevance this week after a train loaded with crude derailed in West Virginia, sparked a spectacular fire and forced the evacuation of hundreds of families.

Monday’s accident was the latest in a spate of fiery derailments, and senior federal officials said it drives home the need for stronger tank cars, more effective braking systems and other safety improvements.

“This underscores why we need to move as quickly as possible getting these regulations in place,” said Tim Butters, acting administrator for the Transportation Department’s Pipeline and Hazardous Materials Safety Administration.

The volume of flammable liquids transported by rail has risen dramatically over the last decade, driven mostly by the oil shale boom in North Dakota and Montana. This year, rails are expected to move nearly 900,000 car loads of oil and ethanol in tankers. Each can hold 30,000 gallons of fuel.

Based on past accident trends, anticipated shipping volumes and known ethanol and crude rail routes, the analysis predicted about 15 derailments in 2015, declining to about five a year by 2034.

The 207 total derailments over the two-decade period would cause $4.5 billion in damage, according to the analysis, which predicts 10 “higher consequence events” causing more extensive damage and potential fatalities.

If just one of those more severe accidents occurred in a high-population area, it could kill more than 200 people and cause roughly $6 billion in damage.

“Such an event is unlikely, but such damages could occur when a substantial number of people are harmed or a particularly vulnerable environmental area is affected,” the analysis concluded.

The two fuels travel through communities with an average population density of 283 people per square kilometer, according to the federal analysis. That means about 16 million Americans live within a half-kilometer of one of the lines.

Such proximity is equivalent to the zone of destruction left by a July 2013 oil train explosion that killed 47 people and leveled much of downtown Lac-Megantic, Quebec, the analysis said.

Damage at Lac-Megantic has been estimated at $1.2 billion or higher.

A spokesman for the Association of American Railroads said the group was aware of the Department of Transportation analysis but had no comment on its derailment projections.

“Our focus is to continue looking at ways to enhance the safe movement of rail transportation,” AAR spokesman Ed Greenberg said.

Both the railroad group and the Railway Supply Institute, which represents tank car owners and manufacturers, said federal officials had inflated damage estimates and exaggerated risk by assuming an accident even worse than Lac-Megantic, which was already an outlier because it involved a runaway train traveling 65 mph, far faster than others that had accidents.

To get to refineries on the East and West coasts and the Gulf of Mexico, oil shipments travel through more than 400 counties, including major metropolitan areas such as Philadelphia, Seattle, Chicago, Newark and dozens of other cities, according to routing information obtained by The Associated Press through public record requests filed with more than two dozen states.

Since 2006, the U.S. and Canada have seen at least 21 oil-train accidents and 33 ethanol train accidents involving a fire, derailment or significant amount of fuel spilled, according to federal accident records reviewed by the AP.

At least nine of the trains, including the CSX train that derailed in West Virginia, were hauling oil from the Northern Plains’ Bakken region that is known for being highly volatile. Of those, seven resulted in fires.

Both the West Virginia accident and a Jan. 14 oil train derailment and fire in Ontario involved recently built tank cars that were supposed to be an improvement to a decades-old model in wide use that has proven susceptible to spills, fires and explosions.

Safety officials are pushing to make the tanker-car fleet even stronger and confronting opposition from energy companies and other tank car owners.

Industry representatives say it could take a decade to retrofit and modify more than 50,000 tank cars, not the three years anticipated by federal officials, who assumed many cars would be put to new use hauling less-volatile Canadian tar-sands oil.

The rail industry’s overall safety record steadily improved over the past decade, dropping from more than 3,000 accidents annually to fewer than 2,000 in 2013, the most recent year available, according to the Federal Railroad Administration.

But the historical record masks a spike in crude and ethanol accidents over the same time frame. Federal officials also say the sheer volume of ethanol and crude that is being transported – often in trains more than a mile long – sets the two fuels apart.

Most of the proposed rules that regulators are expected to release this spring are designed to prevent a spill, rupture or other failure during a derailment. But they will not affect the likelihood of a crash, said Allan Zarembski, who leads the railroad engineering and safety program at the University of Delaware.

Derailments can happen in many ways. A rail can break underneath a train. An axle can fail. A vehicle can block a crossing. Having a better tank car will not change that, but it should reduce the odds of a tank car leaking or rupturing, he said.

Railroads last year voluntarily agreed to reduce oil train speeds to 40 mph in urban areas. Regulators said they are considering lowering the speed limit to 30 mph for trains not equipped with advanced braking systems. Oil and rail industries say it could cost $21 billion to develop and install the brakes, with minimal benefits.

As Casualties Mount, Scientists Say Global Warming Has Been “Hugely Underestimated”

Repost from TruthOut
[Editor: a good summation of the latest evidence that runaway anthropogenic climate disruption continues to escalate.  A new study reports that climate change is ”worse than we thought” because it is happening ”faster than we realized.”  – RS]

As Casualties Mount, Scientists Say Global Warming Has Been “Hugely Underestimated”

October 20, 2014, By Dahr Jamail
Climate change
(Image: High altitude, air pollution via Shutterstock)

As we look across the globe this month, the signs of a continued escalation of the impacts of runaway anthropogenic climate disruption (ACD) continue to increase, alongside a drumbeat of fresh scientific studies confirming their connection to the ongoing human geo-engineering project of emitting carbon dioxide at ever-increasing rates into the atmosphere.

A major study recently published in New Scientist found that “scientists may have hugely underestimated the extent of global warming because temperature readings from southern hemisphere seas were inaccurate,” and said that ACD is “worse than we thought” because it is happening “faster than we realized.”

As has become predictable now, as evidence of increasing ACD continues to mount, denial and corporate exploitation are accelerating right along with it.

Climate Disruption Dispatches

The famed Northwest Passage is now being exploited by luxury cruise companies. Given the ongoing melting of the Arctic ice cap, a company recently announced a 900-mile, 32-day luxury cruise there, with fares starting at $20,000, so people can luxuriate while viewing the demise of the planetary ecosystem.

This, while even mainstream scientists now no longer view ACD in the future tense, but as a reality that is already well underway and severely impacting the planet.

It is good that even the more conservative scientists have come aboard the reality train, because a recent National Oceanic and Atmospheric Administration-led (NOAA) study published by the Bulletin of the American Meteorological Society has provided yet more evidence linking ACD with extreme heat events.

To provide perspective on how far along we are regarding runaway ACD, another recent study shows that the planet’s wildlife population is less than half the size it was four decades ago. The culprits are both ACD and unsustainable human consumption, coupling to destroy habitats faster than previously thought, as biodiversity loss has now reached “critical levels,” according to the report. More than half of the vertebrate population on the planet has been annihilated in just four decades.

Let that sink in for a moment before reading further.

Meanwhile, the situation only continues to grow grimmer.

NASA announced that this August was the hottest globally since records began in 1880. Days later, NOAA confirmed this and added that 2014 is on track to become the hottest year on record.

Shortly thereafter, NASA announced that this September was the hottest since 1880.

And emissions only continue to increase.

Global greenhouse gas emissions rose this last year to record levels, increasing 2.3 percent.

The effects of all these developments are especially evident in the Arctic, where sea ice coverage reached its annual minimum on September 17, continuing a trend of below-average years. According to the NASA-supported National Snow and Ice Data Center, Arctic sea ice coverage this year is the sixth lowest recorded since 1978.

Equally disconcerting and symptomatic of the aforementioned, 35,000 walruses crowded onto land near the Northwest Alaska village of Point Lay late last month, when they couldn’t find their preferred resting grounds of summer sea ice.

Earth

The European Space Agency announced that, due to billions of tons of ice loss, a dip in the gravity field over the Western Antarctic region has occurred, making even gravity itself the latest casualty of ACD.

A recent analysis of 56 studies on ACD-related health problems revealed that increasing global temperatures and extreme weather events will continue to deleteriously impact human health on a global scale.

On a micro-scale, another report showed how Minnesota’s warming (and increasingly wetter) climate is escalating the risk of new diseases in the area, according to the Minnesota Climate Change Vulnerability Assessment.

Further north, warming temperatures continue to disrupt the fragile ecological balance in the Canadian Arctic, which is warming faster than most of the rest of the planet. Canada’s minister for natural resources provided a new report detailing the impact ACD is having on that country’s forests, which are being impacted “faster than the global average.”

In neighboring Alaska, summer heat and invasive insects are taking a similar toll on interior Alaska birch trees, according to experts there.

Wildlife populations continue to struggle to adapt to the dramatic changes wrought by ACD. In California, one of the largest populations of state-protected Western pond turtles in the southern part of that state is struggling to survive as its habitat, a natural two-mile long lake, has become a smelly, severely alkaline death trap due to drought and fires there.

Of course it isn’t just wildlife that is struggling to adapt and cope with ACD.

Members of the Swinomish tribe, located north of Seattle, were recently awarded a large grant from the federal government in order to deal with rising seas and flooding, as they live near the mouth of the Skagit River.

Water

The extremes of water, flooding and drought continue to persist and escalate as ACD continues.

In California, where record-breaking drought is becoming a way of life for much of the state, at least 14 communities are on the brink of waterlessness and are trucking in water while trying to find a solution.

In East Porterville, a small rural community in Tulare County, California, the situation has become so desperate that residents are no longer able to flush toilets, fill a glass with water or wash their hands without using bottled water.

Dairy farmers in that state are struggling to survive the drought, as the cost for feed and water is being driven up by the lack of water.

The US Energy Information Administration announced that California’s ability to produce electricity from hydroelectric dams is being significantly hampered by the drought, which covers 100 percent of the state now. This is because the reservoirs, which create power when the water in them is released into turbines, are drying up, thus providing less pressure to spin the turbines. The first six months of this year have seen the state’s hydropower generation decrease by half.

And it’s not just California that is experiencing drought. The better part of the entire Western Hemisphere has experienced some form of drought in recent years, according to another recent report published in the journal Science which states: “A dry spell has killed cattle and wiped out crops in Central America, parts of Colombia have seen rioting over scarce water, and southern Brazil is facing its worst dry spell in 50 years.”

Across the Atlantic, at a recent international conference that was held to discuss the growing global water crisis, experts warned that Britain must prepare for the “worst droughts in modern times.”

In Iran, worshippers have sought divine intervention and they’re being urged to literally pray for rain.

An excellent report by National Geographic asked a critical question: What will happen to the American West, which has been built upon the back of snowmelt, when the snows fail?

On the other end of the water spectrum – melting and flooding – we continue to see global evidence of the impact of ACD. The aforementioned recent satellite observations from the US National Snow and Ice Data Center revealed in October that the Arctic ice cap has melted so much that open water is now a mere 350 miles from the North Pole, which is the shortest distance ever recorded, according to scientists.

This coincides with predictions from leading British and American polar researchers that Truthout has previously interviewed who predict the ice cap will melt completely during the summer as early as next year.

A recent report by the Union for Concerned Scientists warned that several major US cities will see at least 10 times more coastal flooding by 2045, in addition to at least 11 inches of sea level rise by the same year.

In Delaware, they aren’t waiting. There, millions of dollars have been spent to pump sand in to build up dunes along the beaches in order to create a buffer from future storms and sea level rise.

Down in Miami, hundreds of millions of dollars are being spent to install new storm pumps and storm drains in order to combat sea level rise at Miami Beach. Near the Cape Canaveral area, a low-lying barrier island is getting even lower as sea levels continue to rise, so communities there are investigating ways to keep the water at bay, or to plan a retreat.

Edmonton, Canada, is pushing forward with a $2.4 billion bill for flood prevention, as that city is seeing increasingly severe downpours.

Southern France experienced a deluge of 10 inches of rain in just three hours, which amounted to half a year’s worth of rain in one day in Montpellier.

In Norway, massive amounts of melt-water from streams and blue ice on mountains indicated that the ice fields and glaciers on central Norway’s highest peaks were in full retreat, and exposed rock and ice that had not been seen for 6,000 years. On that note, recent studies also show that sea-level rise over the last century (20 centimeters) has been unmatched in 6,000 years.

Recent reports indicate that the Gulf of Alaska has become unusually warm, warmer in fact than since researchers began tracking surface water temperatures in the 1980s, according to NOAA.

In the Atlantic, lobsters off the coast of southern New England are moving up into Canada due to warming waters. The exotic lionfish, native to the Indo-Pacific, is also heading north up the Atlantic coast, as warming waters are changing ocean habitats.

In Greenland, “dark” snow atop the ice sheet is now being called a “positive feedback loop” by an expert there, as the increasing trend is reducing the Arctic’s ability to reflect sunlight, further contributing to runaway ACD.

Recent analysis indicates that scientists could have underestimated the size of the heat sink across the upper ocean, according to a recent report. The study, published in Nature Climate Change, found that the upper 700 meters of the ocean have been warming 24 to 55 percent faster since 1970 than previously thought. This means that the pace and scale of planetary warming is much faster than previously believed.

Lastly in this section, and possibly the most distressing, a recent report revealed that fish are failing to adapt to increasing carbon dioxide levels in the oceans. This means that within just a few generations of fish, a mass die-off could occur due to lack of adaptation. More carbon dioxide in the oceans is adversely changing the behavior of fish through generations, which means that marine species may never fully adapt to their changing environment.

Air

A study published in Geophysical Research Letters showed that tornado activity in “Tornado Alley” in the Midwestern United States is peaking two weeks earlier than it did 50 years ago, and ACD is the culprit.

Erratic jet stream behavior is now believed to be caused by the rapid retreating of Arctic sea ice as a result of ACD. The increasingly unpredictable jet stream is being blamed for more frequent, prolonged spells of extreme weather in Europe, North America and Asia. This includes more and longer freezing temperatures, storms and heat waves.

In October, California found itself in yet another heat wave, with record-breaking temperatures reported in several cities and hotter-than-usual temperatures across the state. The National Weather Service put the San Francisco Bay area and San Diego under a heat advisory and issued a hazardous weather outlook for the Los Angeles area. The Los Angeles Unified School District (LAUSD) cancelled outside activities and sports for the better part of a week due to the extreme heat, which was the second time this school year that LAUSD has had to cancel activities because of high temperatures.

On one day, downtown Los Angeles reached 92 degrees by noon, whereas the average October temperature for that city is 79 degrees. Several cities in Southern California broke record temperatures. Oxnard reached 98 degrees, breaking an almost 70-year-old record.

Fire

As wildfires continued to burn across parts of drought-stricken California, a record-breaking amount of fire retardant was used (203,000 gallons in one day alone) while combatting a massive wildfire in Northern California. The fire was burning so hotly and expanding so explosively, due to the prolonged drought, that firefighters found that normal amounts of retardant weren’t stopping the flames.

It is now well known that fire season in California, as well as across all the other Western US states, is extending due to ACD.

Denial and Reality

The person who runs the American Legislative Exchange Council (ALEC), a free-market lobbying group that opposes policies to mitigate ACD, is not sure whether humans actually cause ACD, according to an interview recently published in National Journal.

When asked specifically whether or not she thought human carbon emissions are causing climate change, ALEC CEO Lisa Nelson said, “I don’t know the science on that.”

The denial-based antics of Gov. Chris Christie are ongoing as well. He recently said that a regional cap-and-trade program from which his state of New Jersey withdrew in 2011 was “a completely useless plan” and added that he “would not think of rejoining it.”

Louisiana’s Gov. Bobby Jindal, a potential Republican presidential candidate for 2016, is taking a “soft denial” approach by admitting that ACD is real, while saying the extent to which humans have a role is still in “doubt.”

The denial project’s success is evidenced by large numbers of Americans racing to buy and develop seashore properties in areas well known to be at high-risk for rising seas and increasingly intense storms. Mike Huckabee, now apparently a chronic presidential candidate, is among those racing to build on shores that will be submerged in the not-so-distant future.

It’s no coincidence that merely 3 percent of current Congressional Republicans have even gone on record to accept the fact that climate disruption is anthropogenic, according to PolitiFact, which also found that there is a grand total of eight Republican non-deniers, total, in the House and Senate.

Another interesting turn of events shows companies like GE and Google operating as large companies do in advance of elections – funding both sides to safeguard their interests. In this case, these companies, along with others, are making campaign contributions to Congressional ACD-deniers – while simultaneously professing to be pro-sustainability companies.

Meanwhile the media blitz continues, as the Rupert Murdoch-owned and ACD-denying Wall Street Journal recently ran an article titled “Climate Science Is Not Settled,” which was chock full of the usual ACD-denier talking points. The article provides us with a prime example of how the doubt narrative is consistently slipped in as a meme: “Any serious discussion of the changing climate must begin by acknowledging not only the scientific certainties but also the uncertainties, especially in projecting the future.”

In stark contrast to the “doubters” and “deniers,” the Pentagon recently announced that ACD poses an “immediate risk” to national security, according to the Department of Defense’s 2014 Climate Change Adaptation Roadmap.

Shaun Donovan, the new US director of the Office of Management and Budget, used his first speech to talk about the dangers of inaction on climate change, in regards to the federal budget. “From where I sit, climate action is a must do; climate inaction is a can’t do; and climate denial scores – and I don’t mean scoring points on the board,” he said. “I mean that it scores in the budget. Climate denial will cost us billions of dollars.”

Google CEO Eric Schmidt recently admitted that funding ALEC was a “mistake,” and said that the group’s spreading of disinformation and lies about ACD was “making the world a much worse place.” During an NPR interview, Schmidt said, “Everyone understands climate change is occurring and the people who oppose it are really hurting our children and our grandchildren. . . . And so we should not be aligned with such people – they’re just, they’re just literally lying.”

The Endangered Species Coalition recently released a list of things people should take their children to go see outdoors, because if they wait too long, their kids might not get a chance to see them before they become extinct. The list includes monarch butterflies, polar bears, great white sharks, white bark pine trees and Snake River sockeye salmon.

A study published in Environmental Research Letters showed that switching to natural gas will not reduce carbon emissions very much, and could in fact increase them slightly, due to the fact that it would discourage the use of carbon-free renewable energy sources. This is significant because there are many lawmakers who are ACD “realists,” including President Obama, who advocate that natural gas is a “solution” to ACD.

A remarkable electronic dashboard created by The Guardian shows some of the key indicators of planetary health, where you can view updated snapshots of the impacts your country, as well as humans, are having on the environment.

Lastly, possibly the most disturbing reality check of all comes from MIT’s 2014 Climate and Energy Outlook. The recently released report revealed that global energy use and carbon dioxide emissions will likely double by 2100.

Seattle emergency planners: Oil train hazard in 100-year-old tunnel

Repost from The Columbian
[Editor: An important local study, calling for better disaster preparedness.  Significant quote – “…oil trains travel through three significant zones in Seattle: passing within blocks of two stadiums, through the downtown tunnel, and along the north end, which has limited access because of high banks along the waterfront.”  – RS]

Oil trains called hazard in old Seattle tunnel

Report says railroad, city must prepare to limit a catastrophe
By PHUONG LE, Associated Press, September 16, 2014
A long line of rail tanker cars sits on tracks south of Seattle, Tuesday, Sept. 16, 2014. In a report to the Seattle City Council, city emergency planners say more must be done to lower the risk of a possible oil train accident and improve the city’s ability to respond. (AP Photo/Ted S. Warren) (Ted S. Warren/AP)

SEATTLE — With increasing numbers of trains carrying volatile crude oil through Seattle’s “antiquated” downtown rail tunnel, city emergency planners say more must be done to lower the risk of an oil train accident and improve the city’s ability to respond.

In a report to the Seattle City Council, emergency managers warned that an oil train accident resulting in fire, explosion or spill “would be a catastrophe for our community in terms of risk to life, property and environment.”

BNSF Railway can make immediate safety improvements in the mile-long 100-year-old rail tunnel that runs under downtown Seattle, including installing radio communication, a fire suppression system to release water and foam, and a permanent ventilation system, according to the report written by Barb Graff, who directs the city’s office of emergency management, and Seattle assistant fire chief A.D. Vickery.

About one or two mile-long trains a day carrying shipments of crude oil from the Bakken region of North Dakota, Montana and Canada through the city of about 630,000 residents.

Several refineries in the state are receiving shipments of crude oil, and the others are upgrading facilities to accept oil trains. Once refineries are able to accommodate additional shipments, three or more trains could pass through Seattle each day, the city report said.

Oil trains currently enter Washington state near Spokane, and travel through the Tri-Cities and along the Columbia River before traversing Seattle to refineries to the north. In the state, as many as 17 trains carry about 1 million gallons of crude oil a week through several counties, including Spokane, Benton and Clark, BNSF reported to the state in July.

“We know they can explode. We’ve seen the tragedy in Canada. We know they can derail. That happened two months ago in our own city,” said Councilor Mike O’Brien, whose committee scheduled a special meeting Tuesday night to discuss the report. “We have to treat this as a real threat.”

Oil-train derailments have caused explosions in North Dakota, Virginia, Alabama and Oklahoma, as well as in Quebec, where 47 people were killed when a runaway train exploded in Lac-Megantic in July 2013.

Two months ago in Seattle, three tanker cars derailed as an oil train bound for a refinery in Anacortes pulled out of a rail yard in Seattle. BNSF officials noted at the time that nothing spilled, and a hazardous materials crew was on the scene in 5 minutes, but the incident raised new concerns.

BNSF spokesman Gus Melonas said the railway has improved tracks and roadbed to ensure that trains travel the tunnel safely. He said the concrete-lined tunnel is inspected regularly and is “structurally safe.”

“We’ll review the (city) report further,” he said. “We take safety extremely seriously and the operation of trains is a top priority, and we’ll continue to enhance our safety process.”

The railway plans to locate a safety trailer with foam equipment and extinguishers in the Seattle area, and plans to continue to train Seattle firefighters and responders.

Seattle’s report notes that oil trains travel through three significant zones in Seattle: passing within blocks of two stadiums, through the downtown tunnel, and along the north end, which has limited access because of high banks along the waterfront.

“The tunnel runs under all of downtown. What happens if something goes wrong there?” O’Brien said. “We’ve heard the fire department say we aren’t sure we can send firefighters to fight if it’s too dangerous.”

Oil trains typically move at about 10 mph through the tunnel, less than the maximum speed of 20 mph, and do not operate in the tunnel at the same time as a passenger train, BNSF’s Melonas said.

A derailment and fire involving Bakken oil tank cars could stress fire department resources, the report said. It recommends limiting track speeds in high-density urban areas, and that the railroad company help pay for specialized training, sponsor annual drills to respond to tank car emergencies and provide a foam response vehicle to use in case of an oil train accident.

Eric de Place, policy director for Sightline Institute, an environmental think tank, said other local governments should be doing similar reviews.

“Railroads don’t carry near the rail insurance they need,” he said. “If there’s a meaningful risk, the railroads should have to be insured against it and they should have to find private insurance.”