‘Severe… Pervasive… Irreversible”: IPCC’s Devastating Climate Change Conclusions

Repost from Common Dreams
[Editor: The fact of climate change is CRITICAL CONTEXT for any decision on Valero’s grab for inexpensive, dangerous and dirty North American crude oil.  Valero is aware of this, thus the manipulative claim that their project would actually reduce greenhouse gases in the wider Bay Area, while ignoring the truly LOCAL air quality impacts in Benicia, and obfuscating the finding of significant and unavoidable air quality impacts uprail.  – RS]

‘Severe… Pervasive… Irreversible”: IPCC’s Devastating Climate Change Conclusions

A draft of the UN panel’s synthesis report on the global scientific community’s assessment of human-caused global warming offers the starkest and most strongly-worded warning yet of the dangers ahead
August 27, 2014, by Common Dreams, Jon Queally, staff writer

Climate change is here. Climate change is now. Climate change will be significantly more dangerous, deadly, and expensive if nothing is done to correct humanity’s course, but aspects of future shifts are probably already irreversible.

That’s the assessment of the United Nations’ Intergovernmental Panel on Climate Change (IPCC), which has sent world governments a draft of its final “Synthesis Report” which seeks to tie together previous reports the panel has released over the last year and offers a stark assessment of the perilous future the planet and humanity face due to global warming and climate change.

Based on a clear and overwhelming consensus among the world’s leading scientists, the draft says that failure to adequately acknowledge and act on previous warnings has put the planet on a path where “severe, pervasive and irreversible impacts” of human-caused climate change will surely be felt in the decades to come.

In a clear statement regarding the dangers of continued inaction, the draft report declares: “The risk of abrupt and irreversible change increases as the magnitude of the warming increases.”

Obtained by several media outlets—including the Associated Press, the New York Times, and Bloomberg—the draft includes not new information per se, but employs stronger language and contains a more urgent warning than the previous reports from the IPCC which it attempts to synthesize and summarize.

Asked for his reaction to the draft, Pennsylvania State University climate scientist Michael Mann wrote this to the AP in an email: “The report tells us once again what we know with a greater degree of certainty: that climate change is real, it is caused by us, and it is already causing substantial damage to us and our environment. If there is one take home point of this report it is this: We have to act now.”

As IPCC Chairman Rajendra Pachauri explained in a statement, the last report—which still faces a final review, editing, and approval process—is designed to integrate “the findings of the three working group contributions to the IPCC’s Fifth Assessment Report and two special reports” and “provide policymakers with a scientific foundation to tackle the challenge of climate change.” Taken together, the IPCC reports and their recommendations are designed to help governments and other stakeholders work together at various levels, including a new international agreement to limit climate change, he said.

According to the Associated Press, which reviewed the 127-page document, the IPCC draft

paints a harsh warning of what’s causing global warming and what it will do to humans and the environment. It also describes what can be done about it.

“Continued emission of greenhouse gases will cause further warming and long-lasting changes in all components of the climate system, increasing the likelihood of severe, pervasive and irreversible impacts for people and ecosystems,” the report says. The final report will be issued after governments and scientists go over the draft line by line in an October conference in Copenhagen.

Depending on circumstances and values, “currently observed impacts might already be considered dangerous,” the report says. It mentions extreme weather and rising sea levels, such as heat waves, flooding and droughts. It even raises, as an earlier report did, the idea that climate change will worsen violent conflicts and refugee problems and could hinder efforts to grow more food. And ocean acidification, which comes from the added carbon absorbed by oceans, will harm marine life, it says.

Without changes in greenhouse gas emissions, “climate change risks are likely to be high or very high by the end of the 21st century,” the report says.

And the New York Times noted:

Using blunter, more forceful language than the reports that underpin it, the new draft highlights the urgency of the risks that are likely to be intensified by continued emissions of heat-trapping gases, primarily carbon dioxide released by the burning of fossil fuels like coal, oil and natural gas.

The report found that companies and governments had identified reserves of these fuels at least four times larger than could safely be burned if global warming is to be kept to a tolerable level.

That means if society wants to limit the risks to future generations, it must find the discipline to leave a vast majority of these valuable fuels in the ground, the report said.

It cited rising political efforts around the world on climate change, including efforts to limit emissions as well as to adapt to changes that have become inevitable. But the report found that these efforts were being overwhelmed by construction of facilities like new coal-burning power plants that will lock in high emissions for decades.

From 1970 to 2000, global emissions of greenhouse gases grew at 1.3 percent a year. But from 2000 to 2010, that rate jumped to 2.2 percent a year, the report found, and the pace seems to be accelerating further in this decade.

The IPCC draft will not be finalized until after governments have a chance to weigh in on the report and following a meeting in Copenhagen slated for late October.

In September, the United Nations is hosting its next international climate summit in New York City and climate campaigners are hoping to capitalize on the meeting by planning what they are calling the “People’s Climate March” during the same week as a way to apply pressure on world governments to finally act on the issue.

If nothing else, the leaked IPCC draft report will serve to galvanize and add weight to the climate justice movement, which has consistently demanded that world leaders respond to the crisis with action—not words.

As David Turnbull, director of campaigns for the group Oil Change International, which is signed-on to support the New York march, said recently: “Politicians have come together too many times with nothing more than rhetoric and empty promises in tow. Next month, thousands of true leaders will be marching on the streets of New York demanding real action. The question is, will our elected leaders follow.”

Crude oil trains mixing it up with commuter trains

Repost from McClatchy DC
[Editor: Ok, imagine California, think about the single line of tracks between Sacramento and Benicia, envision two 50-car Union Pacific oil trains heading west each day full, and returning empty each day…and then consider taking a ride on Amtrak on that same line.  Oh, and don’t forget that neither the cities nor any refinery has any say about when Union Pacific wants (preemptively) to run those dangerous oil trains.  – RS]

Crude oil crosses paths with two Philadelphia commuter train lines

By Curtis Tate, McClatchy Washington Bureau, August 19, 2014

Philadelphia’s commuter railroad runs alongside at least three crude oil trains every day on two of its lines, and is looking to separate the freight operations in those places to avoid delaying its passenger trains.

Jeff Knueppel, deputy general manager of the Southeastern Pennsylvania Transportation Authority, said that CSX operates an average of two loaded and two empty crude oil trains a day on the West Trenton Line, which the freight railroad owns but the commuter railroad dispatches.

The double-track line, which terminates in West Trenton, N.J., sees 57 commuter trains and more than 20 freights a day, including the crude oil trains. A $38 million project, supported by a $10 million grant from the U.S. Department of Transportation, will build a six-mile-long third track to keep CSX freights out of the way of SEPTA trains.

Knueppel said he hopes the new track will be operational by the end of 2015. The oil trains are going to the Philadelphia Energy Solutions refinery complex in South Philadelphia, which was slated to close until rail deliveries of Bakken crude oil revived it recently.

A stickier problem, Knueppel said, is SEPTA’s line to Philadelphia International Airport. The city owns the track and paid to improve it for high-speed commuter trains. But CSX and Norfolk Southern both can operate a limited number of freight trains on it, including crude oil trains.

“The issue that’s been the most difficult,” he said, “is on the airport high-speed line.”

Norfolk Southern is already operating one roundtrip every night over three miles of the airport line to reach a new crude-oil offloading terminal in Eddystone, Pa. The facility is designed to receive two loaded crude oil trains a day of 120 cars each, but the four-hour overnight window SEPTA imposes on the freight movements presents a challenge.

Knueppel said Norfolk Southern and CSX had approached SEPTA about running crude oil trains over the airport line in daylight, but the commuter railroad made clear that such operations would interfere with its trains. Moreover, the railroads’ agreement with the city requires that passenger trains be given priority.

“I think they were surprised when we stood our ground,” Knueppel said of the freight carriers.

SEPTA trains operate every half hour from Philadelphia’s 30th Street station to the airport, and Knueppel said the agency would like to offer service every 20 minutes.

He said that the railroads could run more crude oil trains over the airport line, provided they pay for a separate track.

“We’ve made it quite clear that they would have to fund the improvements,” he said.

SEPTA and Amtrak have provided information about crude oil trains in Pennsylvania that state officials have refused to release.

The Pennsylvania Emergency Management Agency has declined open records requests from McClatchy and other news organizations, citing a nondisclosure agreement the agency signed with Norfolk Southern and CSX.

DOT required the railroads in May to furnish the information to states after a series of derailments involving trains carrying Bakken crude.

Big debate in North Dakota: stabilize the oil before shipping?

Repost from Prairie Business

 Does ND crude need to be stabilized?

By April Baumgarten, Forum News Service, August 25, 2014 
image
A train carrying crude oil tankers travels on the railroad bridge over the Missouri River on Aug. 16 in Bismarck. Dustin Monke/Forum News Service

DICKINSON, N.D. – What can be done to keep trains from becoming “Bakken bombs?”

It’s a question on the minds of many North Dakota residents and leaders, so much that some are calling on the state Industrial Commission to require oil companies to use technology to reduce the crude’s volatility. The words are less than kind.

“Every public official in America who doesn’t want their citizens incinerated will be invited to Bismarck to chew on the commissioners of the NDIC for failing to regulate the industry they regulate,” Ron Schalow of Fargo wrote in a Facebook message.

A train carrying Bakken crude derailed and exploded July 6, 2013, in Lac-Megantic, Quebec, killing 47 people. Another oil train crashed into a derailed soybean train on Dec. 30 near Casselton, N.D. No one was killed.

Schalow has started a campaign to require oil companies that drill in North Dakota to use stabilizers, a technology used in Texas to take natural gas liquids off crude to make it safer to ship. His online petition demands the Industrial Commission to force oil companies to remove all explosive natural gas liquids from crude before shipping it by rail. More than 340 people have signed the petition as of Saturday.

Schalow declined an interview, referring instead to his petition and Facebook page titled “The Bomb Train Buck Stops With North Dakota.”

Throughout North Dakota, residents have called on the state’s government to prevent future disasters like these, but some leaders say implementing stabilizers could cause more problems.

“Now you have to pipe from every one of these wells or you have to find a way to get it to this centralized location to be refined,” state Agricultural Commissioner Doug Goehring said. “That creates huge problems in itself.”

There is a difference between conditioning and stabilization, said Lynn Helms, the state’s Department of Mineral Resources director.

Oil conditioning is typically done at well sites in North Dakota, he said. The gases are first removed from crude. Then the water and hydrocarbons are removed with a heater treater. The crude oil is then put into a storage tank below atmospheric pressure, which reduces the volatility. Those gases can then be flared or transported to a gas processing plant.

“If crude oil is properly conditioned at the wellsite, it is stable and safe for transportation,” Helms said.

Oil that hasn’t been properly conditioned at the wellsite can be stabilized, Helms said, but that would include an industrial system of pipelines and processing plants.

Valerus, a company based in Houston, manufactures stabilizers for oil companies across the country, including in Texas, West Virginia and Canada. It’s a technology Texas has used at the wellhead for drilling the Eagle Ford shale since the early 2000s, said Bill Bowers, vice president of production equipment at Valerus. Recently, a centralized system with pipelines has been developed to transport the natural gas liquid safely.

“Most of that stabilization takes place at a centralized facility now,” he said. “There could be 100 wells flowing into one facility.”

The Railroad Commission of Texas has one rule that Helms has found regarding stabilization, he said. Rule 3.36 of the Texas Oil and Gas Division states operators shall provide safeguards to protect the general public from the harmful effects of hydrogen sulfide. This can include stabilizing liquid hydrocarbons

.Helms added he could not find any other rule requiring companies to use stabilizers, but the rule had an impact indirectly, Bowers said.

“I think what was happening is these trucking companies, either for regulation or just safety purposes, would not transport the crude if it was not stabilized,” Bowers said.

The process is relatively simple, he added.

“All we are really talking about is heating the crude, getting some of the more volatile compounds to evaporate and leaving the crude less volatile,” Bowers said.

The Industrial Commission has asked for public input on 10 items that could be used to condition oil. Though stabilization is not directly listed, it could be discussed under “other field operation methods to effectively reduce the light hydrocarbons in crude.”

The commission will hear testimony on Tuesday, Sept. 23, at the Department of Mineral Resources’ office in Bismarck. Written comment may be submitted before 5 p.m. Monday, Sept. 22.

New rules in North Dakota would regulate conditioning at well sites.

The hearing was brought on by a study from the North Dakota Petroleum Council and discussions held with U.S. Secretary of Transportation Anthony Foxx and Secretary of Energy Ernest Moniz regarding transportation issues.

Installing equipment at the wellhead for conditioning oil takes several weeks, Helms said. Stabilization, on the other hand, could take more than a year to install equipment – if not longer.

Helms said he couldn’t comment on the economic process.

“I do know that a large-scale industrial process would have a big imprint,” Helms said. “It would really exasperate our transportation problems because tens of thousands of barrels of oil would have to be trucked or piped to (a processing plant) and from it.”

Since there is a centralized system in Texas, companies can make a profit off the natural gas liquids. In North Dakota, companies would have to stabilize at the wellhead before pipelines are put in place.

“Given their preference, they won’t buy this equipment,” Bowers said. “They really don’t want to do it.”

There is no pipeline infrastructure to transport natural gas liquids from wellsites, meaning it would have to be trucked or shipped by rail. That could be more dangerous than shipping oil without stabilizing it, Goehring and Helms said.

“By themselves, they are more volatile and more dangerous than the crude oil with them in it,” Helms said. “The logical thing to do is to properly condition them at the wellsite.”

The crude could also shrink in volume, along with profits, Bowers said.

“It seems to me that in the Bakken people are quite happy with the arrangement,” he added. “They don’t believe necessarily that stabilization will change the safety picture.”

Schalow has criticized the Industrial Commission for not acting sooner, stating officials have had 10 years to address the issue.

Goehring said he was made aware of the process recently.

“I don’t believe anybody is withholding information or is aware of anything, nothing diabolical,” Goehring said.

Officials agreed that the process needs to be dealt with on multiple levels, including oversight on railroad safety. Public Service Commissioner Julie Fedorchak outlined a proposal on Thursday for a state-run rail safety program. If approved, the Public Service Commission would hire three staff members for the program.

The commission has been working on the proposal since before the Casselton derailment.

“I share (Schalow’s) concern about having a safe method of transportation, and I think everyone does,” Fedorchak said. “How we get there is the challenge and I think there is a number of different steps. I don’t think there is one solution.”

Many trains carrying Bakken crude travel through Fargo, where Schalow and Democratic Sen. Tim Mathern live.

Mathern follows Schalow’s Facebook page and said he did so out of his concern for transporting oil safely.

“My perspective is that we must preserve and protect our quality of life today and in the future,” Mathern said. “We must be careful that we don’t do kind of a wholesale of colonization of our resources in sending them out. … It’s almost like how do we make sure that we don’t have an industrial waste site as a state?

“In many of our larger cities, we have a section of town that is kind of an industrial waste site. Eventually, someone has to clean that up. Eventually, that is a cost to society, and I am concerned that we don’t let that happen to North Dakota.”

Mathern said safely transporting oil is no longer a western North Dakota or even a state issue; it’s a national issue that must be taken seriously because the oil is being transported throughout the country.

“There is enough responsibility to go around for everybody, including policy makers,” he said. “It’s not just one industry; it’s many industries. It includes the public sector. It includes governors and legislators, and people that are supposed to be attentive to citizens, and to be attentive to the future. We all have responsibility in this.

“This has worldwide consequences. This is an oil find that even affects the balance of power, even politically.”

Mathern said he doesn’t know what Schalow’s motivation is, but it isn’t just Schalow raising the questions.

“I don’t think this is a matter of blaming oil.” Mathern said. “This is a matter of being respectful for our citizens and being a good steward of this resource and a good steward of our future.”

Public comment

Residents unable to attend the North Dakota Industrial Commission on oil conditioning practices set for 9 a.m. on Tuesday, Sept. 23, in Bismarck may submit written comments to brkadrmas@nd.gov. Comments must be submitted by 5 p.m. CDT on Monday, Sept. 22.