ETHAN BUCKNER: Derailing Big Oil’s Plans for San Luis Obispo and Benicia

Repost from STAND (Stand.earth, formerly ForestEthics)
[Editor:  Apologies for not posting this sooner – great wrap-up of the February Benicia Planning Commission hearings by our friend Ethan Buckner.  – RS]

Derailing Big Oil’s Plans for San Luis Obispo and Benicia

By Ethan Buckner, Extreme Oil Campaigner, February 18, 2016
Andrés Soto of Benicians for a Safe & Healthy Community leads a rally outside the Benicia Planning Commission Hearings on February 8, 2016

In early February, two California planning commissions held hearings and faced decisions on permitting dangerous new oil train projects. In both cases local grassroots groups, supported by people and organizations across the state, spoke loudly and clearly against the projects. The question then became, would commissions listen?

San Luis Obispo is a town of 46,000 on the Central Coast between LA and San Francisco. Three years ago the Phillips 66 refinery, just south of town, proposed a new train terminal to bring in five oil trains a week, about 10 million gallons of crude. Around the same time in Benicia, a town of 27,000 in the Northernmost reaches of San Francisco Bay, Valero proposed an almost identical oil train terminal. Trains traveling to either refinery would travel right through downtown SLO or Benicia, and through the downtowns of cities and towns across California.

So for three years grassroots activists in both cities — as well as in cities all along the rail lines – have built campaigns to stop these dangerous proposals. And in early February the Planning Commissions for Benicia and San Luis Obispo held hearings to allow citizens, industry and others to comment before commissioners made decisions on the permits that would allow or deny the projects.

Staff reviewed roughly similar data in both cases, but came to starkly different conclusions. In Benicia, staff recommended that commissioners approve the Valero oil train plan. In San Luis Obispo, county staff recommended that commissioners deny the Phillips 66 proposal. But the decision, of course, lies with the commissioners.

On February 4 and 5, hundreds of Californians descended from all corners of the state to San Luis Obispo to speak at SLO Planning Commission hearings on the proposed project. During two impassioned days of public testimony, commissioners heard from dozens upon dozens of teachers, nurses, students, firefighters, elected officials, and neighbors. A highlight of the day was testimony from Gabby Davis, a high school student from Paso Robles, who told commissioners, “oil trains are dinosaurs, and dinosaurs belong in museums.”

At noon on Thursday, February 4, 600 rallied behind signs and a 90-foot-long inflatable oil train, making front page news. The rally highlighted the breadth of opposition to oil trains and reflected how communities across the state and the nation are tied together by the rail lines. By the end of February 5, only a fraction of those signed up to speak had delivered public comments. The decision remains pending and hearings will continue February 25.

In Benicia, Planning Commission hearings kicked off on Monday, February 8. For four consecutive nights hundreds of Benicia residents and allies flooded the hearing chambers to urge commissioners to deny Valero’s proposal. After a dramatic final night of hearings on Thursday, February 11, the Benicia Planning Commission voted unanimously to deny the project’s land use permit.

The decision by the Benicia Planning Commission came despite unrelenting pressure from big oil and railroad lobbyists, even city staff. The city attorney reminding the commission over and over again that Valero’s tax contributions constitute a quarter of the city general fund. But late into the night, when the commissions finally got their chance to speak, they spoke with one powerful voice. They tore apart the project’s faulty environmental review and questioned the motives of city staff and their attorney. They expressed gratitude for the tremendous display of public opposition and affirmed the actual charge of their commission: to protect the health and welfare of the community.

In a dramatic moment, Commissioner George Oakes, who had listened intently during the four days of the hearings, said “I don’t want to be complicit with what has become a social nightmare across the country. What we are talking about here is some additional profit for a couple of companies.” Commissioner Susan Cohen Grossman followed up on Oakes’ comment by saying, “I don’t want to be the planning commissioner in the one city that said screw you to up-rail cities.”

The hearing was a beautiful display of democratic and thoughtful local governance. Today, the Benicia Planning Commission released this extraordinary resolution affirming the project’s denial. The denial will most certainly be appealed to the Benicia City Council, so it’s not over yet — but this is a victory worth celebrating.

The heroes here are the tireless and passionate leaders of Benicians for a Safe & Healthy Community, Mesa Refinery Watch Group, the ProtectSLO Coalition, and many, many others. These folks built community power that proves that no matter where big oil tries to go next with their dangerous oil train plans, there will be people power there to stop them.

Light rail doing fine; not so for bigger trains

Repost from the Redding Record Searchlight
[Editor:  Mr. Elias mentions the Phillips 66 San Luis Obispo oil train proposal but fails to takes note of the Valero Crude By Rail proposal in Benicia.  His argument is magnified by the potential addition of two 50-car oil trains traversing the rails every day in Northern California on their way to and from Benicia.  – RS]

Light rail doing fine but high speed train plan may derail

By Opinion Columnist Thomas Elias, March 21, 6:00 pm

A little more than one month from now, the Metro Expo Line’s final portion will open for business, making it possible to take trains from the far eastern portions of Los Angeles County to the often-crowded beach in Santa Monica. This will come barely two months after a new section of Metro’s Gold Line opened, allowing a simple, cheap 31-mile jaunt from downtown Los Angeles to Azusa.

Meanwhile, in Sonoma and Marin counties, test trains are running on another light rail line, between Santa Rosa and San Rafael, with high hopes of relieving some of the heavy traffic on parallel route U.S. 101.

Barely any protests have afflicted any of these projects, which together will have cost many billions of dollars.

Meanwhile, protests are vocal and persistent wherever the state’s High Speed Rail Authority plans to build bullet train tracks, bridges or stations, even where it plans to share rights-of-way with other trains, as on its planned course on the San Francisco Peninsula.

There’s also massive resistance to a plan for running up to five freight trains weekly through the East Bay area and Monterey County to a Phillips 66 oil refinery in Santa Maria, which supplies much of the Central Coast.

These trains would bring crude oil to the refinery, something Houston-based ConocoPhillips insists is needed because of declines in production of California crude oil. Oil trains would run from the Carquinez Strait near Benicia through much of the East Bay, raising fears of derailments and hazardous waste problems in populous areas. So far this year, there have been at least three derailments of oil trains in other parts of the nation, with hundreds of temporary evacuations resulting. Another train derailed only last month in the East Bay.

Loud as those protests are, they lack the potency of the opposition to the plans of the High Speed Rail Authority, headed by former Pacific Gas & Electric executive Dan Richard, who also spent years as an aide to Gov. Jerry Brown.

The most prominent current anti-HSR push is a proposed November ballot initiative sponsored by Republican state Sen. Bob Huff of San Dimas and state Board of Equalization member George Runner, which seeks to switch almost $10 billion in remaining, unsold, bonds from the bullet train to water projects, including new reservoirs and desalination plants.

That initiative, which appears likely to make the ballot, is in large part the result of the High Speed Rail Authority’s insistence on a route that makes no sense — meandering north from Los Angeles through the Antelope Valley, then west through the Mojave Desert to Bakersfield before turning north again for a run past and through farms and towns in the Central Valley. When it’s done with all that, the bullet train’s projected path would turn west again over the Pacheco Pass to Gilroy and then veer north to San Jose before heading up the Peninsula along existing CalTrain routes to San Francisco.

It’s a convoluted route that — if built out — will add at least half an hour of travel time to a much simpler route that was available: Heading almost straight north from the Bakersfield area along the existing Interstate 5 right-of-way, where plenty of median land is available for most of the run. Rather than cutting over the Pacheco Pass, it would be far simpler to continue a little farther north to the windswept Altamont Pass, where a turn west could quickly lead to a link with the Bay Area Rapid Transit System and special BART express trains to San Francisco.

That route would cost untold billions of dollars less and be far more direct and faster. But the illogical High Speed Rail Authority opted for the least sensible, most costly route, inviting the lawsuits and public outcries that have now set its timetable back by at least three years. The Huff-Runner measure might just make it extinct.

The difference between the fates of the light rail projects and this ultra-heavy rail couldn’t be clearer: Because the light rail systems heeded where potential passengers want to go and chose direct, non-controversial routes, they are being completed on time, or close.

Meanwhile, the bullet train and the old train plans might just pay the price for making little or no sense and/or wasting money: Extinction.

 

NY TIMES: Environmental Activists Take to Local Protests for Global Results

Repost from the New York Times

Environmental Activists Take to Local Protests for Global Results

By John Schwartz, March 19, 2016
Bill McKibben was arrested during a protest at Seneca Lake near Reading, N.Y., on March 7. He was protesting the proposed expansion of a natural gas storage facility. Credit Monica Lopossay for The New York Times

READING, N.Y. — They came here to get arrested.

Nearly 60 protesters blocked the driveway of a storage plant for natural gas on March 7. Its owners want to expand the facility, which the opponents say would endanger nearby Seneca Lake. But their concerns were global, as well.

“There’s a climate emergency happening,” one of the protesters, Coby Schultz, said. “It’s a life-or-death struggle.”

The demonstration here was part of a wave of actions across the nation that combines traditional not-in-my-backyard protests against fossil-fuel projects with an overarching concern about climate change.

Activists have been energized by successes on several fronts, including the decision last week by President Obama to block offshore drilling along the Atlantic Seaboard; his decision in November to reject the Keystone XL pipeline; and the Paris climate agreement.

Bound together through social media, networks of far-flung activists are opposing virtually all new oil, gas and coal infrastructure projects — a process that has been called “Keystone-ization.”

As the climate evangelist Bill McKibben put it in a Twitter post after Paris negotiators agreed on a goal of limiting global temperature increases: “We’re damn well going to hold them to it. Every pipeline, every mine.”

Regulators almost always approve such projects, though often with modifications, said Donald F. Santa Jr., chief executive of the Interstate Natural Gas Association of America. Still, the protests are having some impact. The engineering consultants Black and Veatch recently published a report that said the most significant barrier to building new pipeline capacity was “delay from opposition groups.”

Activists regularly protest at the headquarters of the Federal Energy Regulatory Commission in Washington, but there have also been sizable protests in places like St. Paul and across the Northeast.

In Portland, Ore., where protesters conducted a “kayaktivist” blockade in July to keep Shell’s Arctic drilling rigs from leaving port, the City Council passed a resolution opposing the expansion of facilities for the storage and transportation of fossil fuels.

Greg Yost, a math teacher in North Carolina who works with the group NC PowerForward, said the activists emboldened one another.

“When we pick up the ball and run with it here in North Carolina, we’re well aware of what’s going on in Massachusetts, New York and Rhode Island,” he said. “The fight we’re doing here, it bears on what happens elsewhere — we’re all in this together, we feel like.”

The movement extends well beyond the United States. In May, a wave of protests and acts of civil disobedience, under an umbrella campaign called Break Free 2016, is scheduled around the world to urge governments and fossil fuel companies to “keep coal, oil and gas in the ground.”

This approach — think globally, protest locally — is captured in the words of Sandra Steingraber, an ecologist and a scholar in residence at Ithaca College who helped organize the demonstration at the storage plant near Seneca Lake: “This driveway is a battleground, and there are driveways like this all over the world.”

The idea driving the protests is that climate change can be blunted only by moving to renewable energy and capping any growth of fossil fuels.

Speaking to the crowd at Seneca Lake, Mr. McKibben, who had come from his home in Vermont, said, “Our job on behalf of the planet is to slow them down.”

He added, “If we can hold them off for two or three years, there’s no way any of this stuff can be built again.”

The demonstration at Seneca Lake earlier this month. Many protesters cheered when sheriff’s vans arrived. Credit Monica Lopossay for The New York Times

But the issues are not so clear cut. The protests aimed at natural gas pipelines, for example, may conflict with policies intended to fight climate change and pollution by reducing reliance on dirtier fossil fuels.

“The irony is this,” said Phil West, a spokesman for Spectra Energy, whose pipeline projects, including those in New York State, have come under attack. “The shift to additional natural gas use is a key contributor to helping the U.S. reduce energy-related emissions and improve air quality.”

Those who oppose natural gas pipelines say the science is on their side.

They note that methane, the chief component of natural gas, is a powerful greenhouse gas in the short term, with more than 80 times the effect of carbon dioxide in its first 20 years in the atmosphere.

The Obama administration is issuing regulations to reduce leaks, but environmental opposition to fracking, and events like the huge methane plume released at a storage facility in the Porter Ranch neighborhood near Los Angeles, have helped embolden the movement.

Once new natural gas pipelines and plants are in place, opponents argue, they will operate for decades, blocking the shift to solar and wind power.

“It’s not a bridge to renewable energy — it’s a competitor,” said Patrick Robbins, co-director of the Sane Energy Project, which protests pipeline development and is based in New York.

Such logic does not convince Michael A. Levi, an energy expert at the Council on Foreign Relations.

“Saying no to gas doesn’t miraculously lead to the substitution of wind and solar — it may lead to the continued operation of coal-fired plants,” he said, noting that when the price of natural gas is not competitive, owners take the plants, which are relatively cheap to build, out of service.

“There is enormous uncertainty about how quickly you can build out renewable energy systems, about what the cost will be and what the consequences will be for the electricity network,” Mr. Levi said.

Even some who believe that natural gas has a continuing role to play say that not every gas project makes sense.

N. Jonathan Peress, an expert on electricity and natural gas markets at the Environmental Defense Fund, said that while companies push to add capacity, the long-term need might not materialize.

“There is a disconnect between the perception of the need for massive amounts of new pipeline capacity and the reality,” he said.

Market forces, regulatory assumptions and business habits favor the building of new pipelines even though an evolving electrical grid and patterns of power use suggest that the demand for gas will, in many cases, decrease.

Even now, only 6 percent of gas-fired plants run at greater than 80 percent of their capacity, according to the United States Energy Information Administration, and nearly half of such plants run at an average load factor of just 17 percent.

“The electricity grid is evolving in a way that strongly suggests what’s necessary today won’t be necessary in another 20 years, let alone 10 or 15,” Mr. Peress said.

Back at Seneca Lake, the protesters cheered when Schuyler County sheriff’s vans showed up. The group had protested before, and so the arrests had the friendly familiarity of a contra dance. As one deputy, A.W. Yessman, placed zip-tie cuffs on Catherine Rossiter, he asked jovially, “Is this three, or four?”

She beamed. “You remember me!”

Brad Bacon, a spokesman for the owner of the plant at Seneca Lake, Crestwood Equity Partners, acknowledged that it had become more burdensome to get approval to build energy infrastructure in the Northeast even though regulatory experts have tended not to be persuaded by the protesters’ environmental arguments.

The protesters, in turn, disagree with the regulators, and forcefully. As he was being handcuffed, Mr. McKibben called the morning “a good scene.”

The actions against fossil fuels, he said, will continue. “There’s 15 places like this around the world today,” he said. “There will be 15 more tomorrow, and the day after that.”

A version of this article appears in print on March 20, 2016, on page A16 of the New York edition with the headline: Protesters Across U.S. Turn Up Heat on Fossil Fuel. Order Reprints| Today’s Paper|Subscribe

Amtrak derailment raises safety, track replacement concerns

Repost from the Kansas City Star, Editorial Board

Amtrak derailment raises safety, track replacement concerns

By Lee Judge, March 20, 2016 10:00 AM

HIGHLIGHTS
• The National Transportation Safety Board is investigating the accident near Cimarron, Kan.
• A cattle feed truck, which struck the rails, caused unreported damage to the railroad track

An Amtrak train derailed in southwest Kansas early March 14, injuring multiple people who were transferred to hospitals in Garden City and Dodge City, according to a release from Amtrak. The Amtrak train carrying 131 passengers derailed in rural Kansas moments after an engineer noticed a significant bend in a rail and applied the emergency brakes, an official said.
An Amtrak train derailed in southwest Kansas early March 14, injuring multiple people who were transferred to hospitals in Garden City and Dodge City, according to a release from Amtrak. The Amtrak train carrying 131 passengers derailed in rural Kansas moments after an engineer noticed a significant bend in a rail and applied the emergency brakes, an official said. Oliver Morrison The Associated Press

When people step aboard any Amtrak passenger train they should expect to arrive at their destination safely. However, that wasn’t the case last week when the Los Angeles to Chicago Southwest Chief derailed near Cimarron, Kan., injuring more than 30 people.

The National Transportation Safety Board is investigating the condition of the track. An NTSB spokesman said it appeared a cattle feed truck that struck the rails shifted the track about 12 to 14 inches. Why such damage wasn’t reported immediately is mind-boggling. A notification could have prevented the Amtrak accident and what may amount to as much as $3 million in damage to the train.

The train derailed shortly after midnight March 14 after the engineer noticed a significant bend in the rail and applied the emergency brake. Eight cars derailed about 20 miles west of Dodge City.

The train with two locomotives and 10 cars had 131 passengers and 14 crew members. At least 32 people were injured, two critically, in the derailment on a section of BNSF-owned track between Dodge City and Garden City.

The McClatchy Washington Bureau reported that parts of the track in western Kansas had deteriorated so much that Amtrak was close to reducing train speeds in some locations from 60 mph to 30 mph.

Going slower may have been safer for that train and its passengers but far from efficient. Garden City, in a 2014 federal grant application, described the degraded condition of the track, noting that “much of the rail is 30 percent past its normal useful life but still in generally good condition for salvage.”

Garden City applied for a TIGER grant, which stands for Transportation Investment Generating Economic Recovery, begun in 2009 during President Barack Obama’s economic stimulus.

Joe Boardman, president and chief executive officer of Amtrak, said last week that millions of dollars in grant money in 2014, 2015 and 2016 would replace close to 160 miles of older, bolted rail with new, continuously welded track, enabling trains to travel more smoothly and at higher speeds. About 40 percent of the funding comes from state and local governments and BNSF.

Operators of cattle feed trucks and other vehicles must be more careful at train crossings and certainly be compelled to report damage. Beyond that, the condition of tracks all over the country remains a safety concern.

Derailments of trains carrying crude oil gained a lot of attention in the last year with spills damaging the environment and fires forcing the evacuation of area communities. New track standards were put in place along with improved tank cars.

Also, between 2018 and 2020, most railroads expect to start using positive train control, which depends on wireless radio and computers to monitor train positions and automatically slow or stop trains in danger of colliding or derailing.

It’s all to make freight and passenger rail service safer and more efficient. Despite the Kansas derailment and investigation, BNSF restored the track last week, and the Southwest Chief was back running two trains a day.

Ensuring that people and freight move safely, however, has to remain the highest priority.

For safe and healthy communities…