Repost from Oregon Public Broadcasting [Editor: Would someone please get California candidates to talk about the pollution and derailment dangers of oil trains?? – RS]
Inslee, Bryant Agree To Disagree Over Oil Trains In Washington
By Emily Schwing Northwest News Network | Aug. 18, 2016 2:58 p.m. | Updated: Aug. 19, 2016 8:57 a.m.
Chris Hooper, right, of White Salmon watches the fire caused by a derailed oil train in Mosier, Oregon, near Hood River in the Columbia River Gorge on Friday, June 3, 2016. John Sepulvado/OPB
Washington gubernatorial candidates touched on the topic of oil trains during their first debate of the season in Spokane Wednesday.
Republican challenger Bill Bryant said oil trains are something he and incumbent Democratic Gov. Jay Inslee agree on.
“If they are going to be bringing in highly flammable material and bringing in oil, they better be bringing it in on cars that meet safety standards and on rails that are safe enough to transport that commodity,” Bryant said.
If elected, Bryant said he’d put a moratorium on any new state regulations. That’s why Inslee said he disagrees with his opponent.
“The very first thing I heard my opponent say today is ‘all regulations are bad.’ This is the only way we are going to get more safety on railroads,” Inslee said. “These sound bites can come back to prevent us from making progress.”
Inslee called for reduced train speeds, improved track inspections and support for electronic braking systems.
Spokane’s city council has spent the last month wrestling with whether local government can regulate the shipment of volatile crude oil within city limits. Debate over that question has grown since an oil train derailed in Oregon’s Columbia River Gorge in June.
The candidates also debated over an economic development project west of Spokane that includes a casino. Inslee signed off on the project in June. He said the Spokane County project is part of his larger effort to bolster rural economies.
“It’s gonna be decades of work, there’s gonna be tons of economic development associated with this,” Inslee said.
The Spokane Indian Tribe expects to break ground next month on the casino, as well as shops, restaurants, a cultural center — and it’s happening a mile from Fairchild Air Force Base.
Inslee said he had meetings with high-ranking officials before he signed off.
“I was not going to build a casino and lose Fairchild. I was not going to do that,” Inslee said. “The guy in the Pentagon told me that and I’m taking that to the bank.”
Fairchild is the largest employer in Spokane County. Inslee’s Republican Challenger Bill Bryant expressed concerns about base expansion in the future.
“One thing I learned from the apple industry is you better make sure what you’re planting today, is what you want to harvest in four or seven years,” he said.
If elected, Bryant suggested he might develop a 10-year plan to work with the military.
Phillips 66 seeks six-month delay in rail spur hearing
By Chris McGuinness, August 18, 2016
The oil company proposing one of SLO County’s most controversial projects is asking the SLO County Planning Commission to wait six months before taking up the issue again.
After months of lengthy hearings, Phillips 66 requested that a planned commission meeting on its proposed rail spur extension project scheduled for Sept. 22 be pushed back until March 2017.
The move comes as the company waits for a decision by federal regulators on another controversial proposal also involving oil-carrying trains in the Northern California city of Benicia.
Hearings for Phillips 66’s project, which would allow the company to bring in crude oil by train to its Santa Maria Refinery on the Nipomo Mesa, began in February. In a July 10 letter to county planning staff, the company said it wanted to wait until the Federal Surface Transportation Board ruled on a petition involving an oil train-related project in Benicia. The company in charge of that project, Valero, is seeking declaratory relief from the three-person federal board after the oil company’s proposal to transport 50 trains per-day carrying crude oil through the city was denied by the Benicia Planning Commission and appealed to its City Council.
At the heart of the Benicia case is the issue of pre-emption, or the extent of a local government’s authority over interstate rail transportation, which is the purview of federal government.
The same issue is at play in SLO. The hearings on the Phillips 66 project featured discussions over the county’s ability to set limits or conditions on the project.
“In the interest of efficiency of the commission as well as the planning staff, we believe it would be prudent to further continue the hearing on Phillips 66’s Rail Spur Extension Project until March 2017, so that all parties can benefit from the direction expected from the Surface Transportation Board,” the letter from Phillips read.
Andres Soto is a member of Benicians for a Safe and Healthy Community, an organization of residents who oppose Valero’s proposed project. Soto told New Times he was concerned that the impact of a decision that favored Valero would have far-reaching consequences.
“It would gut local land-use authority across the country,” he said.
Whether Phillips 66 gets the delay will be up to the SLO County Planning Commission. The commission will take up the request at the Sept. 22 meeting.
North Dakota pipeline construction halted until court date
Business Associated Press · Bismarck, N.D. · Aug 18, 2016
Native Americans protest Dakota Access pipeline. James MacPherson | AP Photo File
Developers of a four-state oil pipeline have agreed to halt construction of the project in southern North Dakota until a federal court hearing next week in Washington, D.C.
The temporary construction shutdown comes amid growing protests and increased tension over the Dakota Access Pipeline that is intended to cross the Missouri River near the Standing Rock Sioux reservation that straddles the North Dakota-South Dakota border.
Some things to know about the pipeline and the protest:
What is the Dakota Access Pipeline?
Dallas-based Energy Transfer Partners’ Dakota Access Pipeline is a $3.8 billion, 1,172-mile project that would carry nearly a half-million barrels of crude oil daily from North Dakota’s oil fields through South Dakota and Iowa to an existing pipeline in Patoka, Illinois, where shippers can access Midwest and Gulf Coast markets.
Why the protest?
The Standing Rock Sioux Tribe is suing federal regulators for approving the oil pipeline that would be the largest-capacity one carrying crude out of western North Dakota’s oil patch.
The tribes’ lawsuit filed last month in federal court in Washington challenges the U.S. Army Corps of Engineers’ decision to grant permits at more than 200 water crossings in four states for the pipeline.
The tribe argues the pipeline that would be placed less than a mile upstream of the reservation could impact drinking water for the more than 8,000 tribal members and the millions who rely on it further downstream.
The lawsuit, filed on behalf of the tribe by environmental group Earthjustice, said the project violates several federal laws, including the National Historic Preservation Act.
The tribe worries the project will disturb ancient sacred sites outside of the 2.3-million acre reservation. The hearing on the tribe’s request for a temporary injunction is slated for Wednesday.
Who are the protesters?
Mostly members of the Standing Rock Sioux tribe, but they’ve been joined by other American Indians and non-Native Americans from across the country. “Divergent” actress Shailene Woodley was part of the protests last week.
Arrests
American Indians have for months been staging a nonviolent protest at a “spirit camp” at the confluence of the Cannonball and Missouri rivers in the path of the pipeline.
More than a dozen young people from the reservation also ran from North Dakota to Washington to deliver 140,000 petition signatures to the Corps to protest the pipeline.
The protest took a turn last week when law enforcement was called to keep the peace between protesters and armed security guards hired by the company.
Twenty-eight people have been arrested since then and charged with interfering with the pipeline construction, including Standing Rock Sioux Tribal Chairman David Archambault II.
Developers on Monday sued in federal court to stop protesters, alleging the safety of workers and law enforcement is at risk.
Is the pipeline safe?
The company said the pipeline would include safeguards such as leak detection equipment, and workers monitoring the pipeline remotely in Texas could close block valves on it within three minutes if a breach is detected.
Why the need
Energy Transfer Partners announced the Dakota Access pipeline in 2014, a few days after North Dakota Gov. Jack Dalrymple urged industry and government officials to build more pipelines to keep pace with the state’s oil production, which is second only to Texas’.
Supporters said the pipeline would create more markets for the state’s oil and gas, and reduce truck and oil train traffic, the latter of which has been a growing concern after a spate of fiery derailments of trains carrying North Dakota crude, including one near Dalrymple’s hometown of Casselton in 2013, and an explosion in Quebec that same year that killed 47 people.
Repost from the Recorder, Greenfield, MA [Editor: Important for Benicia as we consider permitting Valero Crude by Rail: “Progress varies considerably by railroad. For example, BNSF has equipped 4,309 of its 5,000 locomotives, but Union Pacific has equipped only 13 of its 5,656 locomotives.” If permitted, Valero would be served by Union Pacific trains. – RS]
Railroads show little progress on key safety technology
By Joan Lowy, Associated Press, Wednesday, August 17, 2016
In this Wednesday, May 13, 2015 photo, emergency personnel work at the scene of a derailment in Philadelphia of an Amtrak train headed to New York. Many commuter and freight railroads have made little progress installing safety technology designed to prevent deadly collisions and derailments despite a mandate from Congress, according to a government report released Wednesday. AP Photo/Patrick Semansky, File
WASHINGTON — Many commuter and freight railroads have made little progress installing safety technology designed to prevent deadly collisions and derailments despite a mandate from Congress, according to a government report released Wednesday.
The technology, called positive train control or PTC, uses digital radio communications, GPS and signals alongside tracks to monitor train positions. It can automatically stop or slow trains to prevent them from disobeying signals, derailing due to excessive speed, colliding with another train or entering track that is off-limits.
The Federal Railroad Administration report shows that while some railroads have made substantial progress, others have yet to equip a single locomotive or track segment with the technology, or install a single radio tower.
Congress passed a law in 2008 giving railroads seven years to put the technology in place, and last year extended that deadline for three more years after railroads said they were unable to meet the first deadline. The law extending the deadline to Dec. 31, 2018, also allows the railroad administration to grant additional extensions for two more years to railroads that have installed PTC but are still testing the systems.
Railroads shouldn’t wait for the deadline to complete their work on PTC, said Sarah Feinberg, head of the railroad administration.
“Every day that passes without PTC, we risk adding another preventable accident to a list that is already too long,” she said in a statement.
So far, PTC is in operation on nine percent of freight route miles and 22 percent of passenger train miles, the report said.
Freight railroads have equipped 34 percent of their locomotives, installed 73 percent of their radio towers and completed 11 percent of their track segments. Passenger railroads have equipped 29 percent of their locomotives, installed 46 percent of their radio towers, and completed 12 percent of their track segments.
But progress varies considerably by railroad. For example, BNSF has equipped 4,309 of its 5,000 locomotives, but Union Pacific has equipped only 13 of its 5,656 locomotives.
The Southeastern Pennsylvania Transportation Authority, which operates commuter trains in the Philadelphia region, has equipped all its locomotives, installed all its radio towers and completed all its track segments. But nearby New Jersey Transit Rail, which carries an average of 308,000 passengers on weekdays, hasn’t equipped any locomotives, installed any radio towers or completed any track segments.
The report also gave zeros in each of those categories to New York’s largest commuter railroads, the Metro-North and the Long Island railroads, which each carry about 300,000 passengers on weekdays. In 2013, a speeding Metro-North train derailed while going around a curve in the Bronx. Four people were killed and more than 60 injured. The National Transportation Safety Board said the accident could have been prevented if PTC had been in operation.
The report is based on information supplied by the railroads.
The report “is an overall summary that does not convey the progress we have achieved,” said Nancy Snyder, a spokeswoman for New Jersey Transit. She noted that the railroad has acquired spectrum rights, equipped four “prototype vehicles” for testing and installed five antennas in a demonstration area, among other actions.
Beth DeFalco, a spokeswoman for the Metro-North and Long Island railroads, said the railroads have done extensive work on PTC and hope to see benefits from the technology as soon as next year.
The NTSB has urged railroads to install positive train control or earlier train control technologies for more than four decades. The board says that over that time it has investigated at least 145 PTC-preventable accidents in which about 300 people were killed and 6,700 injured.
More recently, the board has said PTC could have prevented the head-on collision of two BNSF trains in June near Panhandle, Texas. Three railroad employees were killed in the crash. The technology also could have prevented the derailment of a speeding Amtrak train in Philadelphia last year. Eight people were killed and over 200 injured in the crash.
Commuter railroads have spent $950 million on PTC so far, but the total cost is estimated to be at least $3.48 billion, said Richard A. White, acting president of the American Public Transportation Association. The White House requested Congress provide $1.25 billion in the coming 2017 federal budget year to help commuter railroads with PTC; House and Senate spending bills allocate only $199 million.
“Despite this funding dilemma, the industry is moving forward with this top safety priority,” White said in a statement.
