Richest nations fail to agree on deadline to phase out fossil fuel subsidies

Repost from the Washington Post, via Bowling Green News

Richest nations fail to agree on deadline to phase out fossil fuel subsidies

By Simon Denyer Washington Post, Jul 1, 2016
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BEIJING – Energy ministers from the world’s major economies have failed to reach agreement on a deadline to phase out hundreds of billions of dollars in government subsidies for fossil fuels – subsidies that campaigners say are helping to propel the globe towards potentially devastating climate change.

Ministers from the Group of 20 major economies met in Beijing on Wednesday and Thursday, but failed to reach agreement on a deadline, despite Chinese and American efforts and a joint appeal from 200 non-governmental organizations.

The Group of Seven richest economies last month urged all countries to eliminate “inefficient” fossil fuel subsidies by 2025. At a separate annual meeting in June, the United States and China agreed to push for a firm target date to be set at a summit of G20 leaders in Hangzhou in September.

Non-governmental groups are urging a “full and equitable phase-out by of all fossil fuel subsidies by 2020, starting with the elimination of all subsidies for fossil fuel exploration and coal production.”

But energy ministers from the G20 failed to reach agreement on a deadline this week.

“The communique repeats the importance of moving towards a subsidy reduction,” U.S. Energy Secretary Ernesto Moniz told reporters in Beijing. “But within the G20 there are different views on how fast and how aggressive on can be on that.”

The communique itself was not immediately available, although Chinese state news agency Xinhua reported that it stressed the need to boost renewable energy investment and consumption.

Moniz said the G20 had not agreed a specific timeline to eliminate subsidies, but said the United States believed that by 2025 or 2030, “we’d like to see very substantial progress.”

A 2015 report by the British think thank Overseas Development Institute, along with Oil Change International, calculated that the G20 major economies subsidize fossil fuel production to the tune of $444 billion a year, marrying “bad economics with potentially disastrous effects on the environment.”

Russia spends some $23 billion in annual subsidies, and the United States $20 billion – despite President Obama’s calls to end tax breaks on the fossil fuel industry, the report said. China spends $3 billion, while the United Kingdom is one of the few G20 countries increasing fossil fuel subsidies and cutting back on investment in renewable energy. Total G20 subsidies for fossil fuels was four times the total global investment in renewable energy, it estimated.

“It is tantamount to G20 governments allowing fossil fuel producers to undermine national climate commitments, while paying them for the privilege,” the report said.

A promise to cut subsidies was first made at a G20 meeting in Pittsburgh in 2009, but since then very little progress has been made – until the G7 finally set a target date last month, said Li Shuo, a climate energy campaigner at Greenpeace.

“We think that it is critical that the G20 follows this approach and the timeline should be even earlier,” he said.

Saudi Arabia has been the major blocker of a deal at the G20, Li said, while the United States and China want to take advantage of low oil prices by making progress this year.

“It’s not clear how long this window will last, so it’s important to take maximum advantage of it,” he said.

Moniz said the Saudis had already lowered fuel subsidies as part of an economic restructuring package, and were promising a second phase of subsidy cuts. “They are realizing, just as the other fuel producing countries are realizing, that promoting inefficient use of this valuable resource has to end,” he said. “Now they have to look at how they are going to structure their safety net programs.”

But he played down expectations that a firm date for eliminating subsidies could be agreed.

“We think the middle of the next decade would be a good time, but it’s not going to be one magic date for everybody.”

At United Nations talks last year, countries agreed to take action to curb emissions in an effort to keep temperature rises to 2 degrees Celsius (3.6 degrees Fahrenheit). But officials and experts agree much more needs to be done to reach that goal.

In an interview, Moniz said the Paris accord was a “major first step.” But he underlined the urgency of action to curb global greenhouse gas emissions, especially given the risk of “extremely disruptive” events, such as a significant rise in sea levels caused by a rapid melting of the Arctic ice cap.

“If anything, what’s been disturbing is that many things are happening more quickly than the various models have predicted,” he said.

“It’s not only the target in terms of carbon emissions, it’s when you get there – and you have to get there quickly.”

Moniz said the United States would eventually have to the legislative action in Congress to reach longer-term emissions goals, but he said that he believed public pressure for Congress to act would mount as sea-levels rise and “Mother Nature’s voice” continues to get louder.

 

63 hours of “unscheduled flaring” at Valero Benicia; 3 bay area refinery flaring problems investigated

Repost from KQED News
[Editor:  Significant quote for Benicia: “Last Friday afternoon there was a problem at the Valero refinery in Benicia, prompting the facility to send out flares for at least the next 63 hours.  The “unscheduled flaring” released more than 500 pounds of sulfur dioxide into the air…The company will not answer any questions about the incident.”

Local Air Regulators Investigating Three Separate Recent Refinery Problems

By Ted Goldberg, June 30, 2016 (Updated 8:30 a.m., Friday to include more details of Tuesday’s upset at the Phillips 66 refinery in Rodeo.)

Bay Area air regulators are looking into several recent malfunctions at Chevron’s Richmond refinery, Valero’s Benicia facility and the Phillips 66 plant in Rodeo that led each facility to send flares into the sky.

All three companies, though, are releasing little information about what caused the problems.

The most recent plant upset took place at the Phillips 66 refinery on Tuesday evening.

One of the facility’s cooling devices shut down at 6:20 p.m., prompting flaring that sent sulfur dioxide into the air, according to Randy Sawyer, Contra Costa County’s chief environmental health and hazardous materials officer.

Sawyer said that one of the water pumps that cools gases as they travel through part of the refinery malfunctioned. Initially, it was thought that one of the plant’s entire units had shut down.

The county determined that the incident did not have an “adverse acute impact on the health and safety of the community,” said Sawyer.

The flaring lasted for more than three hours, according to Ralph Borrmann, a spokesman at the Bay Area Air Quality Management District.

Paul Adler, a Phillips spokesman, confirmed that refinery operations were back to normal but offered no other details.

Last Friday afternoon there was a problem at the Valero refinery in Benicia, prompting the facility to send out flares for at least the next 63 hours.

The “unscheduled flaring” released more than 500 pounds of sulfur dioxide into the air, according to a report the company filed with the Governor’s Office of Emergency Services.

The company will not answer any questions about the incident.

“It is Valero’s policy to not comment on operations or possible outages beyond what is already publicly reported,” said Lillian Riojas, a company representative.

Flaring is a practice that allows the refinery to relieve stress from inside the facility.

In the recent Valero incident, it’s unclear how long it lasted.

Josh Chadwick, division chief at the Benicia Fire Department, says the flames stopped shooting out from the refinery at 7 a.m. on Monday.

But Borrmann, the air district spokesman, says flares continued intermittently until just before midnight on Wednesday.

That afternoon, Solano County’s Department of Human Resources learned that the operation ended, said Matthew Geisert, a hazardous materials specialist with the agency.

Geisert says his department has no other details about the incident.

That lack of information frustrates local activists who have called for tighter emissions regulations for the region’s refineries.

“What we don’t know is killing us,” said Andres Soto with Communities for a Better Environment. “It’s a deliberate policy strategy to keep the media and the public ignorant of what is going on with these dangerous chemical processes at the refinery.”

A malfunction at a processing unit at Chevron’s Richmond refinery led to flaring for several hours on June 19.

Contra Costa County health officials say the county’s dispatch center got lots of calls from concerned residents, but they didn’t feel the incident was severe enough to issue any serious warnings about it.

Contra Costa , unlike neighboring Solano County, does require more information from a refinery after certain flaring operations.

Chevron filed a 72-hour report with the county’s hazardous materials program that revealed the incident was prompted by a compressor in a processing unit tripping offline. The chemicals released during that operation did not rise above state standards, the report found.

But the company will not release more information.

“I can’t share any more detail than what we’ve provided in the county report,” said Chevron spokeswoman Leah Casey.

On March 29, Chevron’s Richmond refinery had a similar issue that caused flaring. In that incident, residents throughout the region complained of a bad odor. The upset sent sulfur dioxide and hydrogen sulfide into the air.

In the hours after the flaring took place, Chevron did not admit its refinery had a malfunction, other than to say that flaring is an important part of keeping the refinery running safely.

That prompted Sawyer to call on the company to do a better job of telling the public about problems at its local refinery.

“Chevron should be open and say they did have a problem and they’re looking at it and they’re going to investigate it and see what the problem was,” Sawyer said then.

The company said it shared with the public what it felt was important information at the time and eventually filed a report that showed one of the refinery’s monitoring devices had failed.

The air district is investigating all four incidents.

LATEST DERAILMENTS: 2 in Selkirk NY in a week, another same day in Selkirk, Manitoba

Repost from the Times-Union, Albany, NY
[Editor:  This June 29 derailment in the Selkirk Railroad Yard, Selkirk, NY (just south of Albany) should not be confused with derailment on the same day in Selkirk, Manitoba.  MORE IMPORTANTLY, this derailment should not be confused with another more serious derailment in the same Selkirk NY rail yard less than a week earlier, on June 24, involving six tanker cars — three of them filled with liquid propane . See also TWCnews, “SecondTrain Derailment in a Week.”  – RS]

Selkirk yard derailment minor, but concerns linger

Cars remain upright, but County Executive McCoy concerned about repeated incidents
Staff reports, June 30, 2016, 9:00 pm

TWC_Selkirk2ndDerailment2016-06-29No major problems resulted from a derailment of cars carrying petroleum gas Wednesday, but that didn’t appear to settle Albany County Executive Dan McCoy’s queasiness over such incidents.

“Those cars remained upright, but I have said it is just a matter of time before something serious, even deadly, could happen, due to the volume of trains transporting crude oil and other flammable and hazardous materials through our backyards, neighborhoods and right along the Hudson River,” he said in a statement.

McCoy renewed his call for stricter standards on rail lines and equipment in a press release sent out Wednesday evening — one that also included a list of several safety actions and recommendations he called for in 2014 and 2015.

Two cars containing the gas left the tracks at the Selkirk Rail Yard on Wednesday afternoon, according to McCoy’s office.

No leaks or spills were reported, and the cars remained upright. There also were no injuries, according to officials with CSX Corp., which owns the rail yard.

“The exact cause of the incident is still under review,” said Rob Doolittle, communications director for CSX’s Northeast Region. “I can say that CSX takes every derailment seriously. We review the cause to see if there are lessons we can learn to apply to prevent them from happening in the future.”

It took about five hours for rail crews to put the tankers back on the tracks, but since they derailed in the area where trains are assembled, it didn’t affect freight traffic, Doolittle said

Six cars, three carrying liquefied petroleum gas, derailed at the rail yard last week, though none leaked. The cars remained upright. Doolittle said the cause of that derailment also is under review. Investigations typically take several weeks to complete, he said.

HUFFINGTON POST: Top 5 Reasons To Ban Oil Trains Immediately

Repost from the Huffington Post

Top 5 Reasons To Ban Oil Trains Immediately

By Todd Paglia, Executive Director, Stand.Earth (formerly ForestEthics), 06/29/2016 01:32 pm ET

On Friday, June 3rd, a crude oil train traveled through the scenic Columbia River Gorge, a national treasure and one of the most beautiful spots in a country blessed with some of the most stunning places on Earth. It went slowly through the small town of Mosier, Ore. Children sat in class, no doubt looking forward to the weekend, people stopped by the post office, enjoying the rituals of small town life. Then the ground shook. Explosions rocked the area and a plume of thick black smoke snaked its way into the sky. The oil train had derailed a few hundred yards from that school, a few hundred yards from the city center. Four railcars spilled and caught fire — and tens of thousands of gallons of burning North Dakota Bakken crude created an inferno.

This disaster occurred as Stand and our many allies in the Crude Awakening Network were preparing for the third annual Stop Oil Trains Week of Action, planning dozens of events across the US and Canada between July 6-12 to mark the solemn anniversary of the tragic Lac Megantic oil train disaster on July 6, 2013. The Mosier derailment drove home, once again, why oil trains are too dangerous for the rails. And why Stand is asking President Obama for an immediate ban on oil trains.

Here are the top five reasons Stand, joined by hundreds of groups, community leaders, and elected officials, are calling for a ban on deadly oil trains.

1. 25 million Americans live in the oil train “blast zone”.
The US rail system was built to connect population centers, not move millions of gallons of toxic, flammable crude oil. But the oil industry is doing exactly that, sending explosive crude down the tracks right through our cities and by the homes of 25 million Americans. At Stand, we have mapped oil train routes with our Blast Zone map. You can use the map to see if your home, school, or office is inside the dangerous one-mile evacuation area. One clear finding from analyzing America’s blast zone: vulnerable populations like environmental justice communities and school children are clearly in harm’s way.

2. Oil trains can’t be operated safely.
Federal safety standards won’t improve oil train safety. Federal legislation, promises by the railroads, and federal regulations- weakened by years of interagency battles between the Federal Railroad Administration and the National Transportation Safety Board — have all come to very little. Former chairman of the National Transportation Safety Board Jim Hall, in a June 2016 op-ed advocating a ban on crude oil trains, put it simply: “Carrying crude oil by rail is just not a good idea.” That’s because it cannot be done safely. Period.

Thorough reporting by DeSmog Blog on the weak existing federal regulatory standards and the oil and rail industry’s failure to meet them demonstrates there have been no improvements on the safety of the 100,000 unsafe tank cars in the US fleet. Only a few hundred of these 100,000 dangerous tank cars have been retrofitted, and cars updated to the newest tank car standard will still puncture at just a few miles an hour faster than the current tank cars.

After 2025, there may be marginal improvements in the tank cars and procedures associated with oil trains. But trains will still derail, and crude will still leak and ignite.

3. Oil train fires can’t be controlled.
When an oil train derails at any speed over the puncture velocity of roughly 10 miles an hour a dozen or so cars typically come off the tracks, decouple and are thrown from their wheels. Tank cars are easily punctured, and the crude (either Bakken or diluted tar sands, both highly volatile) can either self-ignite or be sparked by a nearby ignition source.

Once the spilled oil from an oil train disaster ignites, the primary task of emergency responders is to evacuate the area due to toxic plumes, fire, and potential explosions. We write more about the difficulties here, but Bruce Goetsch, a county emergency manager in Iowa, had this advice: “Make sure your tennis shoes are on and start running.” Or listen to the Washington State Council of Fire Fighters, which delivered a letter to Washington Governor Inslee on June 8 demanding an immediate halt to crude rail movement and stating that, “these fires are exceedingly difficult to extinguish, even under unusually ideal circumstances.”

4. We don’t need the oil these dangerous trains carry.
Oil trains in North America carry extreme fracked crude oil from the Bakken formation in North Dakota and Saskatchewan, or diluted bitumen from tar sands deposits in Alberta. We don’t need any of this crude oil. According to the most recent information from the US Energy Information Administration, shipments of crude by rail represent only 2.5 percent of the 19 million barrel daily US oil demand. At the same time, the US exports more than five million barrels of oil per day. So the US is exporting ten times more than the 513,000 barrels of crude that is moving by rail each day. The crude moving by train contributes nothing to our energy supply. If we stopped all oil trains tomorrow Americans would never notice the difference at the gas pumps – but we would all be safer, especially the 25 million Americans living in the blast-zone.

5. Oil trains are taking us in the wrong direction.
The dangerous, unnecessary, carbon-intensive crude oil moving by train through North American cities and towns is a new phenomenon. Before 2008, crude oil rarely, if ever, moved by train. Oil companies see this oil as the future. We see a future where we leave extreme crude oil in the ground and use decreasing amounts of conventional oil as we transition to 100 percent clean energy.

The climate accords in Paris followed by the April 2016 United Nations resolution put the United States and the rest of the world on a clear, inevitable path toward reducing fossil fuels from our energy supply. These dangerous oil trains carrying extreme oil are, quite simply, not part of that future: they fail the public safety test, the energy security test, and the climate test.

Forty-seven people died in the Lac Megantic oil train disaster three years ago. Only incredible luck prevented Mosier, OR from being another Lac Megantic. It was a dead-calm day in one of the windiest part of the US, otherwise the fire could have spread quickly to more derailed cars, to surrounding forests, homes, and even to the nearby school. This was another close call, one of more than a dozen major oil train disasters over the last three years that could have been much worse. We need to end this unnecessary and unacceptable threat before our luck runs out.

This is not a radical request. In fact, the Governors of Oregon and Washington have asked for a moratorium on oil trains. Join them — and Stand: Please join us in asking President Obama for an immediate ban on oil trains.

For safe and healthy communities…