CCTimes editorial: Officials must oversee dangerous crude oil trains

Repost from a  Contra Costa Times Editorial

Despite unknown risks, highly volatile crude shipments suddenly routing through the East Bay

Contra Costa Times editorial © 2014 Bay Area News Group
Posted:   03/21/2014

Crude oil is not normally considered explosive. But lighter crude from the Bakken Shale formation of North Dakota, suddenly being shipped through the East Bay, is entirely different.

It contains several times the combustible gases as oil from elsewhere, according to a recent Wall Street Journal analysis. Randy Sawyer, Contra Costa County’s hazardous materials chief, considers it as explosive as gasoline.

In Quebec last summer, a train carrying Bakken crude derailed, exploded and killed 47 people. Subsequently, derailed trains in Alabama and North Dakota exploded.

“Given the recent derailments and subsequent reaction of the Bakken crude in those incidents, not enough is known about this crude,” Sarah Feinberg, chief of staff at the U.S. Transportation Department, told the Journal.

Yet, long trains carrying the volatile cargo started traveling through the East Bay last year. This calls for aggressive oversight from Martinez to Sacramento to Washington — before we have a disaster on our hands.

According to the governor’s office, rail shipments of oil into the state, including Bakken crude, are expected to increase from 3 million barrels to approximately 150 million barrels per year by 2016.

Kinder Morgan is unloading some of that cargo in Richmond, just blocks from an elementary school and the Point Richmond and Atchison Village neighborhoods, and transferring it to tanker trucks.

At least some of it is going to Tesoro Refinery near Martinez, according to Sawyer and a report by KPIX Channel 5. Tesoro — which recently demonstrated its lack of candor after two acid spills that sent four workers to hospitals — refuses to say whether it’s processing Bakken crude.

The implications are profound. The notion of transporting massive quantities of highly combustible crude through local neighborhoods should alarm the federal Department of Transportation, which regulates rail shipping.

The long trains are going right through the districts of Reps. George Miller, D-Martinez, and Mike Thompson, D-Napa. They must demand answers from the administration about why it allows this to proceed when so little is known.

At the local level, the Contra Costa Board of Supervisors must examine the adequacy of the county’s Industrial Safety Ordinance to make sure it can ensure that Tesoro and any other refinery that uses Bakken crude has taken adequate precautions.

Sawyer, the county’s environmental hazards chief, didn’t even know Bakken fuel was coming into the county until he saw recent press reports. Clearly the system is broken.


Roseville Firefighter: increased risk. Senator Wolk: no unified response

Repost from KCRA Sacramento

State lawmakers worried about oil trains

More crude arriving by rail from fracking fields

Mar 20, 2014

KCRA report 2014-03-20

ROSEVILLE, Calif. (KCRA) —California lawmakers have expressed concern about a growing influx of freight trains loaded with oil and the state’s ability to handle a major rail disaster.

“Right now we’re seeing approximately 30 to 40 (cars) a day,” said Peter Hnat, of the Roseville Fire Department.

Hnat said the tanker cars are passing through Roseville’s busy Union Pacific railyard on their way from North Dakota to oil refineries in the Bay Area.

He said railroad companies have told the city that the number of cars is eventually expected to reach 120 a day.

“The increased volume coming through town obviously increases the risk,” Hnat said.

Hnat said the risk also comes from the fact that these tankers are not carrying typical crude, but rather oil produced from the drilling process known as fracking.

Fracking, also known as hydraulic fracturing, is the fracturing of rock by a pressurized liquid to extract oil and natural gas.

Hnat said the oil produced by fracking is more volatile than typical crude.

Last summer, a train loaded with fracked oil derailed and exploded in Lac-Mégantic, Québec, and killed 47 people.

A similar accident happened last December in Casselton, N.D.

Kim Zagaris, fire chief for the state emergency management department, said he is most concerned about specific rural areas where derailments have been more frequent.

Zagaris pointed to a map that included such areas near the foothills town of Colfax, east of Chico and through a stretch of Plumas County.

He said these areas were also more likely to be hours away from specially trained hazardous materials crews.

“We have gaps in our system,” Zagaris said. “And like I said, the more rural the area, the longer the response will take.”

Zagaris said Gov. Jerry Brown’s budget proposal includes a plan to charge a tax on oil transported by rail, similar to a tax that already applies to maritime shipments.

He said the money would be dedicated to purchasing equipment and providing training for vulnerable areas.

According to the California Energy Commission, the amount of oil imported to the state by rail increased from more than 155,000 barrels in January 2013 to nearly 1.2 million barrels in December 2013 — a more than sevenfold increase.

State lawmakers held a hearing Thursday to discuss the issue of oil train safety.

“I’m not at all convinced that there’s a unified response by the state to this new challenge,” said Sen. Lois Wolk, D-Davis.

How Media Coverage Misses the Big Story

Repost from

Ending the World the Human Way

Climate Change as the Anti-News

By Tom Engelhardt, February 2, 2014

Here’s the scoop: When it comes to climate change, there is no “story,” not in the normal news sense anyway.

The fact that 97% of scientists who have weighed in on the issue believe that climate change is a human-caused phenomenon is not a story.  That only one of 9,137 peer-reviewed papers on climate change published between  November 2012 and December 2013 rejected human causation is not a story  either, nor is the fact that only 24 out of 13,950 such articles did so  over 21 years.  That the anything-but-extreme Intergovernmental Panel on  Climate Change (IPCC) offers an at least 95% guarantee of human causation for global warming is not a story, nor is  the recent revelation that IPCC experts believe we only have 15 years left to rein in carbon emissions or we’ll need new technologies not yet  in existence which may never be effective.  Nor is the recent poll showing that only 47% of Americans believe climate change is human-caused (a  drop of 7% since 2012) or that the percentage who believe climate change  is occurring for any reason has also declined since 2012 from 70% to  63%.  Nor is the fact that, as the effects of climate change came ever  closer to home, media coverage of the subject dropped between 2010 and  2012 and, though rising in 2013, was still well below coverage levels for 2007 to 2009.  Nor is it a story that European nations, already light years ahead of the United States on phasing out fossil fuels, recently began considering cutbacks on some of their climate change goals, nor that U.S. carbon emissions actually rose in 2013, nor that the southern part of the much disputed Keystone XL pipeline, which is to bring particularly carbon-dirty tar sands from Alberta, Canada, to the U.S. Gulf Coast, is now in operation, nor that 2013 will have been either the fourth or seventh hottest year on record, depending on how you do the numbers.

Don’t misunderstand me.  Each of the above was reported somewhere and  climate change itself is an enormous story, if what you mean is Story  with a capital S.  It could even be considered the story of all  stories.  It’s just that climate change and its component parts are  unlike every other story from the Syrian slaughter and the problems of  Obamacare to Bridgegate and Justin Bieber’s arrest.  The future of all  other stories, of the news and storytelling itself, rests on just how  climate change manifests itself over the coming decades or even  century.  What happens in the 2014 midterms or the 2016 presidential  elections, in our wars, politics, and culture, who is celebrated and who  ignored — none of it will matter if climate change devastates the  planet.

Climate change isn’t the news and it isn’t a set of news stories.   It’s the prospective end of all news.  Think of it as the anti-news.

All the rest is part of the annals of human history: the rise and  fall of empires, of movements, of dictatorships and democracies, of just  about anything you want to mention.  The most crucial stories, like the  most faddish ones, are — every one of them — passing phenomena, which  is of course what makes them the news.

Climate change isn’t.  New as that human-caused phenomenon may be —  having its origins in the industrial revolution — it’s nonetheless on a  different scale from everything else, which is why journalists and  environmentalists often have so much trouble figuring out how to write  about it in a way that leaves it continually in the news.  While no one  who, for instance, lived through “Frankenstorm” Sandy on the East Coast in 2012 could call the experience “boring” — winds  roaring through urban canyons like freight trains, lights going out  across lower Manhattan, subway tunnels flooding, a great financial  capital brought to its proverbial knees — in news terms, much of global  warming is boring and repetitive.  I mean, drip, drip, drip.  How many times can you write about the melting Arctic sea ice or shrinking glaciers and call it news?  How often are you likely to put that in your headlines?

We’re so used to the phrase “the news” that we often forget its essence: what’s “new” multiplied by that “s.”  It’s true that the “new” can be repetitively so.  How many times have you seen essentially the same story about Republicans and Democrats fighting on Capitol Hill?  But the momentousness of climate change, which isn’t hard to discern, is difficult to regularly turn into meaningful “new” headlines (“Humanity Doomed If…”), to repeatedly and successfully translate into a form oriented to the present and the passing moment, to what happened yesterday, today, and possibly tomorrow.

If the carbon emissions from fossil fuels are allowed to continue to accumulate in the atmosphere, the science of what will happen sooner or later is relatively clear, even if its exact timetable remains in question: this world will be destabilized as will humanity (along with countless other species).  We could, at the worst, essentially burn ourselves off Planet Earth.  This would prove a passing event for the planet itself, but not for us, nor for any fragment of humanity that managed to survive in some degraded form, nor for the civilizations we’ve developed over thousands of years.

In other words, unlike “the news,” climate change and its potential devastations exist on a time scale not congenial either to media time or to the individual lifetimes of our short-lived species.  Great devastations and die-offs have happened before.  Give the planet a few million years and life of many sorts will regenerate and undoubtedly thrive.  But possibly not us.

Nuclear Dress Rehearsal

Here’s the strange thing: we went through a dress rehearsal for this in the twentieth century when dealing (or not dealing) with nuclear weapons, aka the Bomb — often capitalized in my youth as a sign of how nuclear disaster was felt to be looming over life itself.  With the dropping of that “victory weapon” on two Japanese cities in 1945, a new era opened.  For the first time, we humans — initially in Washington, then in Moscow, then in other national capitals — took the power to end all life on this planet out of God’s hands.  You could think of it as the single greatest, if also grimmest, act of secularization in history.  From 1945 on, at least prospectively, we could do what only God had previously been imagined capable of: create an End Time on this planet.

In itself, that was a remarkable development.  And there was nothing figurative about it.  The U.S. military was involved in what, in retrospect, can only be considered operational planning for world’s end.  In its first “Single Integrated Operational Plan,” or SIOP, in 1960, for instance, it prepared to deliver more than 3,200 nuclear weapons to 1,060 targets in the Communist world, including at least 130 cities which would then, if all went well, cease to exist. Official estimates of casualties ran to 285 million dead and 40 million injured.  (Those figures undoubtedly underestimated radiation and other effects, and today we also know that the exploding of so many nuclear weapons would have ended life as we know it on this planet.)  In those years, in the most secret councils of government, American officials also began to prepare for the possibility that 100 Russian missiles might someday land on U.S. targets, killing or injuring 22 million Americans.  Not so many years later, the weaponry of either of the superpowers had the capability of destroying the planet many times over.

The U.S. and the USSR were by then locked in a struggle that gained a remarkably appropriate acronym: MAD (for “mutually assured destruction”).  During the Cold War, the U.S. built an estimated 70,000 nuclear warheads and bombs of every size and shape, the Soviet Union 55,000, and with them went a complex semi-secret nuclear geography of missile silos, plutonium plants, and the like that shadowed the everyday landscape we knew.

In 1980, scientists discovered a layer of particularly iridium-rich clay in sediments 65 million years old, evidence that a vast asteroid impact had put such a cloud of particulates into the atmosphere as to deprive the planet of sunshine, turning it into a wintry vista, and in the process contributing to the demise of the dinosaurs.  In the years that followed, it became ever clearer that nuclear weapons, dispatched in the quantities both the U.S. and USSR had been planning for, would have a similar effect.  This prospective phenomenon was dubbed “nuclear winter.”

In this way, nuclear extermination would also prove to be an apocalyptic weather event, giving it an affinity with what, in the decades to come, would be called “global warming” and then “climate change.”  The nuclear story, the first (and at the time the only imaginable) tale of our extinction by our own hands, rose into the news periodically  and even into front-page headlines, as during the Cuban Missile Crisis, as well as into the movies and popular culture.  Unlike climate change, it was a global catastrophe that could happen at any moment and be carried to its disastrous conclusion in a relatively short period of time, bringing it closer to the today and tomorrow of the news.

Nonetheless, nuclear arsenals, too, were potential life-enders and so news-enders.  As a result, most of the time their existence and development managed to translate poorly into daily headlines.  For so many of those years in that now long-gone world of the Cold War stand-off, the nuclear issue was somehow everywhere, a kind of exterminationist grid over life itself, and yet, like climate change, nowhere at all.  Except for a few brief stretches in those decades, antinuclear activists struggled desperately to bring the nuclear issue out of the shadows.

The main arsenals on the planet, still enormous, are now in a kind of nuclear hibernation and are only “news” when, for instance, their very backwater status becomes an issue.  This was the case recently with a spate of headlines about test cheating and drug use scandals involving U.S. Air Force “missileers” who feel that in their present posts they are career losers.  Most of the major national arsenals are almost never mentioned in the news.  They are essentially no-news zones.  These would include the gigantic Russian one, the perhaps 200 weapons in the Israeli arsenal, and those of the British, French, Indians, and Pakistanis (except when it comes to stories about fears of future loose nukes from that country’s stock of weapons).

The only exceptions in the twenty-first century have been Iran, a country in the spotlight for a decade, even though its nuclear program lies somewhere between prospective and imaginary, and North Korea, which continues to develop a modest (but dangerous) arsenal.  On the other hand, even though a full-scale nuclear war between Pakistan and India, each of which may now have about 100 weapons in their expanding arsenals, would be a global catastrophe with nuclear-winter effects that would engulf the planet causing widespread famine, most of the time you simply wouldn’t know it.  These days, it turns out we have other problems.

The End of History?

If the end of the world doesn’t fit well with “the news,” neither does denial.  The idea of a futureless humanity is difficult to take in and that has undoubtedly played a role in suppressing the newsiness of both the nuclear situation and climate change.  Each is now woven into our lives in essential, if little acknowledged, ways and yet both remain remarkably recessive.  Add to that a fatalistic feeling among many that these are issues beyond our capacity to deal with, and you have a potent brew not just for the repression of news but also for the failure to weave what news we do get into a larger picture that we could keep before us as we live our lives.  Who, after all, wants to live life like that?

And yet nuclear weapons and climate change are human creations, which means that the problems they represent have human solutions.  They are quite literally in our hands.  In the case of climate change, we can even point to an example of what can be done about a human-caused global environmental disaster-in-the-making: the “hole” in the ozone layer over Antarctica.  Discovered in 1985, it continued to grow for years threatening a prospective health catastrophe.  It was found to be due to the effects of CFC (chlorofluorocarbon) compounds used in air-conditioning units, refrigerators, and aerosol propellants, and then released into the atmosphere.  In fact, the nations of the world did come together around CFCs, most of which have now been replaced, while that hole has been reduced, though it isn’t expected to heal entirely until much later this century.

Of course, compared with the burning of fossil fuels, the economic and political interests involved in CFCs were minor.  Still, the Montreal Protocol on Substances That Deplete the Ozone Layer is evidence that solutions can be reached, however imperfectly, on a global scale when it comes to human-caused environmental problems.

What makes climate change so challenging is that the carbon dioxide (and methane) being generated by the extraction, production, and burning of fossil fuels supports the most profitable corporations in history, as well as energy states like Saudi Arabia and Russia that are, in essence, national versions of such corporations.  The drive for profits has so far proven unstoppable.  Those who run the big oil companies, like the tobacco companies before them, undoubtedly know what potential harm they are doing to us.  They know what it will mean for humanity if resources (and profits) aren’t poured into alternative energy research and development.  And like those cigarette companies, they go right on.  They are indeed intent, for instance, on turning North America into “Saudi America,” and hunting down and extracting the last major reserves of fossil fuel in the most difficult spots on the planet.  Their response to climate change has, in fact, been to put some of their vast profits into the funding of a campaign of climate-change denialism (and obfuscation) and into the coffers of chosen politicians and think tanks willing to lend a hand.

In fact, one of the grim wonders of climate change has been the ability of Big Energy and its lobbyists to politicize an issue that wouldn’t normally have a “left” or “right,” and to make bad science into an ongoing news story.  In other words, an achievement that couldn’t be more criminal in nature has also been their great coup de théâtre.

In a world heading toward the brink, here’s the strange thing: most of the time that brink is nowhere in sight.  And how can you get people together to solve a human-caused problem when it’s so seldom meaningfully in the news (and so regularly challenged by energy interests when it is)?

This is the road to hell and it has not been paved with good intentions.  If we stay on it, we won’t even be able to say that future historians considered us both a wonder (for our ability to create world-ending scenarios and put them into effect) and a disgrace (for our inability to face what we had done).  By then, humanity might have arrived at the end of history, and so of historians.

Tom Engelhardt, a co-founder of the American Empire Project and author of The United States of Fear as well as a history of the Cold War, The End of Victory Culture, runs the Nation Institute’s His latest book, co-authored with Nick Turse, is Terminator Planet: The First History of Drone Warfare, 2001-2050.

[Note: I would like to thank Jonathan Schell for loaning me the term “anti-news” in relation to climate change.]

Follow TomDispatch on Twitter and join us on Facebook or Tumblr. Check out the newest Dispatch Book, Ann Jones’s They Were Soldiers: How the Wounded Return From America’s Wars — The Untold Story.

Copyright 2014 Tom Engelhardt


Berkeley Vice Mayor: more crude oil trains to cross Benicia Bridge enroute to Southern California

[The Berkeley resolution: “Opposing transportation of hazardous materials along California waterways through densely populated areas, through the East Bay, and Berkeley]

Several times over recent months, I have been urged to pay attention to a Santa Maria Refinery rail project in San Luis Obispo County.  Phillips 66 wants to import Bakken and tar-sands crude oil into their Santa Maria Refinery on trains with up to 80 tank cars per day.  Community activists there are organizing to oppose that project just as we are here in Benicia.  Until now, I have resisted paying much attention to their efforts.  I have been intentionally Valero-Benicia-focused, given my limited time and resources.

But I was very interested to learn today that Berkeley Vice Mayor Linda Maio has crafted a resolution for the Berkeley City Council “Opposing transportation of hazardous materials along California waterways through densely populated areas, through the East Bay, and Berkeley.”  Vice Mayor Maio acknowledges that local regulation will not be easy: “Mitigating the impacts of transporting crude and other commodities by rail has been a challenge, as the railroads claim they are subject to federal law but not to California law.  They are asserting federal pre-emption and arguing that other agencies have no authority to mitigate the impacts.  However, this is not correct.  Every permitting agency — cities, counties, and air districts — has the authority to deny land use and other permits if the applicant refuses to mitigate impacts.”  She goes on to offer a number of steps the Berkeley Council can take, including the resolution mentioned above.

An impressive effort.  We should take similar action here in Benicia.

Downloading the Maio/Berkeley materials, I noticed maps and text describing Union Pacific tank cars traveling along the Capitol Corridor and right through Benicia to Berkeley and beyond: “The crude oil trains would enter northern California via Donner Pass, through Auburn, Rocklin, and Roseville, proceed along the Sacramento River through Sacramento and Davis to Benicia and along the San Francisco Bay through Martinez, Richmond, Berkeley, Emeryville, and Oakland.  From Oakland the trains would use the Coast Line via Hayward, Santa Clara, San José, Salinas and continue along the Pacific Coast into San Luis Obispo County.  The same tracks are used by Amtrak for passenger transport.”  (see p. 2 of 8)

Capitol Corridor Route MapI really hope Vice Mayor Maio is NOT right about the route of these trains – in a brief search, I could not verify the route on the San Luis Obispo County website.  I am not certain, but it seems there might also be routes that pass southward through Stockton and then westward to Pittsburg and beyond, avoiding the Suisun Marsh and the Benicia Bridge.  But if Maio is right, Benicia is not only preparing for Valero’s 100 cars/day to stop and unload, but another 80 cars/day that would pass right through and over the Benicia Bridge, along the Carquinez Strait to the East Bay and beyond.  This is game-changing and highly significant to those of us who are primarily Benicia-focused.  The cumulative impacts of the crude by rail boom will be huge and many-faceted if we don’t band together statewide.

Stay tuned.  I’ll keep you informed if I can get clear on the route the Santa Maria trains will travel.

Roger Straw
Editor, The Benicia Independent

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