Bakken Crude, Crude By Rail, Derailment, Explosion, Pacific Northwest, Tar sands crude

Pacific Northwest ports wary of crude by rail – Association to issue position paper

Repost from The Columbian, Vancouver, WA
[Editor: Detailed background and history on successful opposition to crude by rail in Oregon and Washington state.  – RS}

Portland port passes on oil-by-rail terminal

While Vancouver pursues project, other Northwest ports aren’t so sure

By Aaron Corvin, January 18, 2015

At one point, the Port of Portland considered a vacant swath of land (pictured above between the rail tracks and water) near its Terminal 6 as a potential site for an oil-by-rail terminal. Instead, the undeveloped tract is now under consideration for a propane export terminal. (Bruce Forester/Port of Portland)

photoThe nation’s public ports, focused on attracting industry and jobs, are largely known as agnostics when it comes to pursuing the commodities they handle.

It doesn’t matter if the shipments are toxic or nontoxic. Ports move cargoes, the story goes. They don’t pronounce moral judgments about them.

However, at least one line of business is no longer necessarily a lock, at least in the Northwest: the transportation of crude oil by rail.

Public concerns about everything from explosive oil-train derailments and crude spills to greenhouse gas emissions and the future of life on the planet are part of the reason why.

In at least two cases in Oregon and Washington, ports decided safety and environmental concerns loomed large enough for them to step back from oil transport. The Port of Portland, for example, eyed as much as $6 million in new annual revenue when it mulled siting an oil-train export terminal, documents obtained by The Columbian show. Ultimately, Oregon’s largest port scrapped the idea because of rail safety and other worries. At one point, it also reckoned that “the public does not readily differentiate between our direct contribution to climate change and actions we enable.”

In Washington, the Port of Olympia adopted a resolution raising multiple safety, environmental and economic concerns. It noted the July 6, 2013, fiery oil-train accident in Lac Megantic, Quebec, which killed 47 people. And the resolution called on the Port of Grays Harbor to rethink opening its doors to three proposed oil-by-rail transfer terminals.

To be sure, there doesn’t appear to be a groundswell of Northwest ports swearing off oil or other energy projects. Yet public concerns aren’t lost on the port industry. Eric Johnson, executive director of the Washington Public Ports Association, said he worries that putting certain commodities such as coal under “cradle-to-grave” environmental analyses sets a bad precedent that could gum up the quest for other port cargoes.

Nevertheless, he said, “we’re concerned about oil-by-rail transportation.” So much so, the association, which represents some 64 ports in Washington, will soon issue a position paper, Johnson said. It will include calls on the federal government to boost the safety of tank cars, and to upgrade oil-spill prevention and response measures. Last week, the National Transportation Safety Board said that assuring the safety of oil shipments by rail would be one of its top priorities for the year.

In Vancouver, meanwhile, critics pressure port commissioners to cancel a lease to build what would be the nation’s largest oil-by-rail transfer operation. Under the contract, Tesoro Corp., a petroleum refiner, and Savage Companies, a transportation company, want to build a terminal capable of receiving an average of 360,000 barrels of crude per day.

In addition to the political pressure, legal challenges dog the project, too. One lawsuit goes to the heart of how ports relate to their constituencies: It accuses Vancouver port commissioners of using multiple closed-door meetings to illegally exclude people from their discussions of the lease proposal.

The port denies the allegations. It has repeatedly said public safety remains its top concern. And it has said the oil terminal won’t get built unless the companies’ proposal wins state-level safety and environmental approvals.

Yet opponents see increased public attention to the safety and environmental impacts of proposed oil and coal terminals as reason to believe ports can no longer easily don the robes of an agnostic. “People are paying attention,” said Brett VandenHeuvel, executive director of Columbia Riverkeeper, one of three environmental groups pressing legal complaints against the Port of Vancouver. “It’s no longer simply the bottom line and the most revenue.”

In the Northwest, the Port of Portland’s decision to temporarily back off oil transport sharply contrasts with the Port of Vancouver’s choice to pursue it. Oil terminal critics use Portland’s decision to hammer the Port of Vancouver.

“I don’t see how an oil terminal is unsafe on the Oregon side of the Columbia (River) and safe on the Washington side,” VandenHeuvel said. “The striking thing is how close in proximity the ports of Portland and Vancouver are and the different approach they’ve taken on oil.”

In an email to The Columbian, Abbi Russell, a spokeswoman for the Port of Vancouver, said the port moves “forward on projects we think have merit and will bring benefit to the port and our community.” She also said the port understands that “every port needs to make decisions that make sense for them.”

‘Protests may occur’

Initially, an oil-train operation made sense to the Port of Portland, too.

It considered three sites: Terminals 4, 5 and 6. It analyzed the production of crude from the Bakken shale formation in the Midwest and from oil sands in Canada. It assessed business risks, including Kinder Morgan’s plan to repurpose an existing natural gas pipeline to connect West Texas crude to Southern California. And it contemplated the “primary specific concern among governments and community groups” over the potential for “oil spills, whether from unit trains, pipelines from the unit trains to the storage tanks to the dock, and barges.”

In May 2013 — about a month after Tesoro and Savage announced their oil terminal proposal in Vancouver — the Port of Portland signed a nondisclosure agreement with an unspecified company (the port redacted its identity in documents) to explore locating an oil export facility near Terminal 6.

Just shy of a year later, however, the port backed away.

In March 2014, it publicly announced that while it was “interested in being part of an American energy renaissance brought on by this remarkable domestic oil transformation” it did not “believe that we have sufficient answers to the important questions regarding environmental and physical safety to proceed with any type of development at this time.”

In an email to The Columbian, Kama Simonds, a spokeswoman for the Port of Portland, said “rail car safety was the primary issue” that led the port to temporarily halt its pursuit of an oil-train terminal.

But the port also worried about damaging “our hard-won positive environmental reputation,” documents show, and noted “other relationships will be affected,” including “other governments, neighborhood associations and civic groups …”

“National environmental groups will be involved — Sierra Club, Bill McKibben’s 350.org, Greenpeace,” it also noted. “Protests may occur.”

And the Port of Portland was aware of the controversy that engulfed its neighbor, remarking that “as seen with the Tesoro project at the Port of Vancouver and other energy-related projects at several other ports on the river system and along the coastline, these kinds of announcements can quickly create opposition, controversy and protests.”

Unlike the Port of Vancouver, whose three commissioners are elected by Clark County voters, the Port of Portland’s nine commissioners are appointed by Oregon’s governor and ratified by the state Senate.

The Port of Portland’s Simonds said Gov. John Kitzhaber wasn’t kept informed of the port’s initial pursuit of an oil-by-rail facility and that “we are not aware of any formal statement issued to the port from the governor’s office.”

Nowadays, she said, the port pursues “other energy-related projects” and focuses on Canadian company Pembina Pipeline’s plan to build a propane export facility near Terminal 6. Propane would be brought to the facility by train and eventually shipped overseas. The propane terminal would use the same property that the Port of Portland had considered for an oil-by-rail transfer operation. That project is also expected to face opposition from environmental groups.

Josh Thomas, a spokesman for the Port of Portland, said the port is “extremely discerning” when thinking about energy-sector opportunities. After rejecting coal and temporarily halting oil, he said, the port is now working with Pembina. “Propane has an excellent track record as a clean and safe alternative fuel,” Thomas said, “with a good climate story, displacing many dirtier traditional fuels.”

‘We are not alone’

If the Port of Portland only temporarily dropped the idea of an oil-train venture, the Port of Olympia in Washington went further.

In August 2014, the Olympia port commission voted 2-1 to approve a resolution expressing “deep concern” about the threat to “life, safety, the environment and economic development” of hauling Bakken crude by train “through our county.”

The resolution urged the Port of Grays Harbor — some 50 miles west of the Port of Olympia — to reconsider allowing three proposed oil-transfer terminals. It also called on the city of Hoquiam to reject construction permits for the projects.

The Olympia port’s resolution didn’t sit well with the executive committee of the Washington Public Ports Association. The committee shot a letter — signed by five port commissioners, including Port of Vancouver Commissioner Jerry Oliver — to Port of Olympia Commissioner George Barner. The letter chastised the resolution as meddling in another port’s lawful business. “We can only presume that if another port were to do this to the Port of Olympia that you would be rightly, and deeply, offended,” according to the letter, signed by Oliver, Port of Seattle Commissioner Tom Albro, Port of Benton Commissioner Roy Keck, Port of Everett Commissioner Troy McClelland and Port of Chelan County Commissioner JC Baldwin.

Barner and his colleague, Port of Olympia Commissioner Sue Gunn, who cast the other “yes” vote for the resolution, returned fire with a letter of their own. “As public officials, we have a responsibility to protect our citizenry and our natural resources,” they wrote in their letter addressed to Albro. “We are not alone in our concern over the passage of crude oil by rail through our community, as no less than sixteen other jurisdictions have passed similar resolutions, including the cities of Anacortes, Aberdeen, Auburn, Bellingham, Chehalis, Edmonds, Hoquiam, Kent, Mukilteo, Seattle, Spokane, Vancouver, and Westport; King and Whatcom Counties, and the Columbia River Gorge Commission.”

The jousting letters illustrate that not all ports think alike when it comes to how they do business.

Although the Port of Portland didn’t join the Port of Vancouver in seeking a share of the vast quantity of crude coming onto the nation’s rails, there appears to be no acrimony between them.

Shortly before the Port of Portland said last March that it wasn’t going after an oil-by-rail project, it gave the Port of Vancouver a heads-up about it.

“We wanted to make sure you had visibility to it prior to its release as the port is effectively making and taking a public position on crude-by-rail,” Sam Ruda, chief commercial officer for the Port of Portland, wrote in an email to Port of Vancouver CEO Todd Coleman and Chief Marketing/Sales Officer Alastair Smith.

Ruda offered to discuss the matter with them.

“I am doing this on behalf of Bill Wyatt (the Port of Portland’s executive director) who is traveling in Vietnam,” Ruda wrote in his Feb. 28, 2014 email. “At the same time, I have been very involved in this matter and am prepared to offer you perspectives and context as to why we are doing this at this time.”

Russell, the spokeswoman for the Port of Vancouver, said Coleman and Smith thanked Ruda for the heads-up when they later spoke with him. “These types of courtesy communications are common,” she said. “There was no additional discussion related to the statement.”

Oil Industry, Oil prices, Oil producers

Gravy Train Derails for Oil Workers Laid Off in Slump

Repost from Bloomberg News

Gravy Train Derails for Oil Workers Laid Off in Slump

By David Wethe, Jan 15, 2015
A Halliburton Co. worker walks through an Anadarko Petroleum Corp. hydraulic fracturing (fracking) site north of Dacono, Colorado. Halliburton said last month it was laying off 1,000 staff in the Eastern Hemisphere alone as it adapted to a shrinking business. | Photographer: Jamie Schwaberow/Bloomberg

The first thing oilfield geophysicist Emmanuel Osakwe noticed when he arrived back at work before 8 a.m. last month after a short vacation was all the darkened offices.

By that time of morning, the West Houston building of his oilfield services company was usually bustling with workers. A couple hours later, after a surprise call from Human Resources, Osakwe was adding to the emptiness: one of thousands of energy industry workers getting their pink slips as crude prices have plunged to less than $50 a barrel.

“For the oil and gas industry, it’s scary,” Osakwe said in an interview after he was laid off last month from a unit of Halliburton Co. (HAL), which he joined in September 2013. “I was blind to the ups and downs associated with the industry.”

It’s hard to blame him. The oil industry has been on a tear for most of the past decade, with just a brief timeout for the financial crisis. As of November, oil and gas companies employed 543,000 people across the U.S., a number that’s more than doubled from a decade ago, according to data kept by Rigzone, an employment company servicing the energy industry.

Oil Prices

Stunned by the sudden plunge in the price of oil, energy companies have increasingly resorted to layoffs to cut costs since Christmas, shocking a new generation of workers, like Osakwe, unfamiliar with the industry’s historic boom and bust cycles.

Workers who entered the holiday season confident they had secure employment in one of the country’s safest havens now find themselves in shrinking workplaces with dimming prospects.

Short-lived Salvation

Sean Gross, 35, was over the moon when he secured a job in March last year at Schlumberger Ltd. (SLB), the world’s largest oilfield service company. He’d been laid off from a technology company and saw the oil business as his salvation.

“I was happy. My life was starting to take shape. Life was really, really, really, really good,” he said.

Oil prices started drifting down after hitting a high of $107 a barrel on June 20, but were still at $91 at the end of September. In the next few weeks the market buckled, falling to $80 by the end of October, to $66 by the end of November, and to $53 at the end of the year.

After hitting an intraday low of $44.20 on Jan. 13, oil traded higher today, rising to $49.62 at 9:15 a.m.

By December, Gross said talk was spreading through his Houston office about people losing their jobs “left and right.” Old-timers were suddenly retiring. Yet Gross still thought he’d be okay working in information technology far from the oilfield.

Not Again

As a newcomer to the energy industry, he didn’t realize how crashing oil prices would ripple through the company. He’d made it through another unsettling day and was in the parking lot, buckling on his motorcycle helmet for the ride home, when he looked up to see his boss running after him. “Hey Sean, I need to talk to you in my office.”

“Oh God, here I go again,” Gross recalled thinking as his boss delivered the news that he was getting laid off.

There’s no firm number yet on how many oil industry workers are losing their jobs, or how many more cuts might be coming. Halliburton said last month it was laying off 1,000 staff in the Eastern Hemisphere alone as it adapted to a shrinking business. Suncor Energy Inc., a Canadian oil company, said this week it will cut 1,000 jobs in 2015, a day after Royal Dutch Shell Plc (RDSA) said it would cut 300 in the region. Other companies have announced layoffs, but many are making the cuts without public fanfare.

The effects are being felt beyond the oil companies as cutbacks trickle down to suppliers and other companies that thrived along with $100 oil. The biggest drilling states — Texas, North Dakota, Louisiana, Oklahoma, Colorado — are expected to feel the most pain. The Dallas Federal Reserve bank estimates 140,000 jobs directly and indirectly tied to energy will be lost in Texas in 2015 because of low oil prices.

More Coming

Halliburton said it will continue to make adjustments to its workforce “based on current business conditions,” according to an e-mailed statement from Emily Mir, a spokeswoman. “While these reductions are difficult, we believe they are necessary to work through this challenging market,” she wrote.

Joao Felix, a spokesman for Schlumberger, declined to comment on the company’s layoff plans.

The job-hunting website Indeed.com has filled up with thousands of newly posted resumes from oil industry workers over the past six weeks. Among them is Scott Brewer, another industry transplant who had been working for big-box retailer Home Depot Inc. (HD) before jumping into the Texas oilfield four years ago with plans to bulk up his savings.

Burning Money

Brewer felt sure the boom times would churn along for at least another decade. “It was just consistently getting better,” he said.

His confidence was boosted by watching all the money the oil companies threw around. “They’d spend $20,000 like you and I spend $10 at McDonald’s,” he said, recalling catered meals at the drilling site featuring catfish, shrimp and lobster. “It was insane.”

The downturn hit everyone by surprise, said Brewer, who worked on wells mostly in South Texas for a small, private drilling technology company called Leam Drilling Systems LLC. After sitting at home a month waiting to be called to his next job, Brewer got a phone call at the end of December telling him he was no longer needed.

Jean Chapin, director of human resources, declined to say how many jobs Leam has had to cut.

‘Right Sizing’

“We are constantly in the process of trying to right-size our company,” Chapin said in a phone interview. “We do anticipate a continued downturn in domestic drilling activity.”

Like many in the industry, the oil business runs in the family for Svetlana Mazitova, 39, compounding her anxiety. A third-generation oil veteran, her Russian roots and two masters degrees in science and business helped her secure a job in June with a Houston-area company selling drilling equipment around the world.

Her husband, a native Texan, works for a company that sells the material drilling companies use to prop open the cracks in rock that allow oil and gas to flow. Her son is planning to start college in August to study engineering.

Mazitova’s company was hit first by U.S. and European economic sanctions against Russia, related to the nation’s conflict with Ukraine. The sanctions eliminated an important market, and when oil prices fell, the company had to lay off workers, including Mazitova. Now she’s worried for her husband’s job, too, and wondering how they’ll put her son through school if both are out of work.

Shrinking Future

“It’s terrifying,” said Mazitova. “I’m upset. I don’t know what to do for a future.”

For 31-year-old Australian engineer Adam Beaton, the oil crash has dashed hopes of returning to work in the U.S., where he lost his non-energy job — and his work visa — during the 2009 recession.

Beaton has been working back at home in Australia helping develop huge offshore oil and natural gas projects, hoping to transfer to the U.S. when his current project ended. Instead, he was laid off, with no prospects for getting more work.

“When the oil price goes down, everything happens quickly,” Beaton said.

As industry analysts and consultants increasingly predict that low oil prices could linger for years, laid off workers face a workplace where their chances of getting rehired by an energy company are remote. Many don’t plan to even try.

“I’m pretty much decided I’m not gonna do this oil thing again,” Brewer said.

New Reality

Osakwe is thinking of going back to school to broaden his physics training with an eye toward looking for “something that’s hard to do without.”

Scott Richardson, 47, of Longview, Texas, is still trying to get an energy job back. It’s what he knows best after 10 years in the oilfield, spending 300 days a year on the road bouncing from drilling site to drilling site. He drives a $120,000 Jaguar XFR-S, bought with the bounty of his well-paying job as a supervisor of an oilfield equipment operator.

That decade of prosperity made Richardson so complacent that he hadn’t been paying attention to the price of oil in early December when he quit his job in frustration over equipment problems.

“I honestly didn’t give it any thought,” he said. “The oilfield’s been good to me for 10 years.” When he cooled off and asked for his job back, his boss told him the position had been eliminated. Now he’s pounding the pavement looking for anything he can get, resigned to making a third of his old salary just to sign on somewhere.

“That car payment still comes around,” said Richardson, who now checks oil prices more than four times a day.

Derailment, Freight trains

Latest derailment: Grain train in Cheney, Washington

Repost from The Spokesman-Review, Spokane, WA

Train derailment near Cheney may block road until Saturday

By Mike Prager , January 16, 2015
Cars derailed where the tracks cross Cheney- Spokane Road in Cheney on Thursday. Jesse Tinsley photo

The rail line where a grain train jumped the tracks early Thursday has been targeted for major upgrades so it can safely handle today’s heavier locomotives and longer trains.

The derailment at Cheney-Spokane Road on the northeast side of Cheney left at least six cars off the track, including one that was tilting at a 20-degree angle.

The train was traveling slowly – no more than 10 mph – a crew worker said. No injuries were reported and no wheat was spilled.

Cheney-Spokane Road likely will be blocked until Saturday. After a contractor lifts the fully loaded grain hoppers back onto the rails, crews will fix damage to the rail line and crossing.

A detour is in place on a gravel section of Betz Road east of state Highway 904 and on a short section of Andrus Road.

The 30-car train derailed as it entered Cheney from Almira just before 1:30 a.m. Thursday on the state-owned short line.

Bob Westby, the state’s manager of the Palouse River & Coulee City Railroad line, said the state has been seeking funding to upgrade the track, ties and roadbed in the location where the derailment occurred.

Last year, the state asked the federal government for a $6 million TIGER grant (Transportation Investment Generating Economic Recovery) to upgrade the line from Cheney to the Geiger spur, a distance of just over 6 miles.

The grant was rejected, but it had to compete with nearly 800 other TIGER requests nationwide. It was one of three submitted by the state Department of Transportation.

“This project is one of our priorities,” Westby said.

The project is included in a $30 million budget request to the Legislature this session for rail needs. If approved, work on the line could begin later this year or next year.

The derailment underscores concerns about more frequent rail shipments, including potentially volatile crude oil traveling on mainline tracks.

John Taves, a Cheney city councilman, said the blockage of Cheney-Spokane Road would delay emergency vehicles and shows the risks facing the public from train accidents.

“People need to realize railroad traffic is increasing,” he said. “There has been a lot of concern.”

Bill Wolff, director of maintenance for the short line’s operator, said it was not clear what caused the derailment. He said cold weather puts stress on the track, making it vulnerable to fracture under a bad wheel, for example.

Once the line is cleared, inspectors can examine the track to determine a cause, Wolff said.

The state bought the line in 2004 to preserve rail access for rural communities in Eastern and Central Washington and to keep more truck traffic off state highways. At the time, state officials said $22 million in upgrades were needed.

The upgrades north of Cheney are requested in part so heavier BNSF Railway locomotives and 110-car trains can serve a new grain loader under construction north of Four Lakes. The new loader facility will have an “eight pack” concrete grain elevator, high-speed loading and a large circular staging track for filling the units. The elevator will be 190 feet tall.

The line, which dates to the late 1800s, is part of the former BNSF network in the region. The railroad sold the line in the mid-1990s to a private company, which then sold it to the state.

It’s operated under lease by the Eastern Washington Gateway Railroad.

The short line serves farm communities by hauling grain at favorable rates and industrial companies at Airway Heights. The 108-mile segment north and west of Cheney passes through Medical Lake, Reardan, Davenport, Creston, Wilbur, Almira, Hartline and Coulee City, the terminus.

Companion lines run south of Cheney and serve Rosalia, Oakesdale and points south, including a network of rail in the Palouse. The total track is 296 miles.

The derailment did not block access to shopping areas at Highway 904 and Cheney-Spokane Road. Roadblocks were set up ahead of the crossing in both directions.

Bakken Crude, Crude By Rail, Derailment, Emergency Readiness & Response, Explosion, Fire, First responder training, Oil spill, Tar sands crude, U.S. Department of Transportation

KFBK News Radio: How safe is Sacramento?

Repost from KFBK News Radio, Sacramento CA
[Editor: Two part series, both shown below.  Of particular interest: a link to 2014 California Crude Imports by Rail.  Also, at the end of the article an amazing Globe and Mail video animation detailing the moments leading up to the devastating explosion in Lac-Megantic Quebec.  – RS]

Part 1: How Safe is Sacramento When it Comes to Crude-by-Rail?

By Kaitlin Lewis, January 16, 2015


Two different railroad companies transport volatile crude oil to or through Sacramento a few times a month. The trains pass through Truckee, Colfax, Roseville, Sacramento and Davis before reaching a stop in Benicia. Last week, a train carrying the chemical Toluene derailed in Antelope.

KFBK’s Tim Lantz reported that three cars overturned in the derailment. There was initially some concern about a possible Hazmat leak.

Union Pacific Railroad insists over 99 percent of hazardous rail shipments are handled safely.

Most of the oil shipped in California is extremely toxic and heavy Canadian tar sands oil, but an increasing portion of shipments are Bakken crude, which has been responsible for major explosions and fires in derailments.

Firefighters around the region are being trained on how to respond to crude oil spills.

However, Kelly Huston with the California Office of Emergency Services says 40 percent of the state’s firefighters are volunteers.

“They’re challenged right from the get-go of being able to respond to a catastrophic event like a derailment, explosion or spill of a highly volatile compound like crude oil,” Huston said.

Since 2008, crude by rail has increased by 4000 percent across the country.

By 2016, crude-by-rail shipments in California are supposed to rise by a factor of 25.

Union Pacific Railroad hosted a training session in November 2014.

Six out of the eight state fire departments listed as having completed the course confirm they were there.

“We were trained in November,” Jerry Apodaca, Captain of Sac City Fire, said.

When asked when he received the first notification of crude oil coming through, he said he didn’t have an exact date, but that it was probably a month or two prior to the training — in September or October.

Apodaca says the U.S. Department of Transportation requires railroads to notify state officials about Bakken oil shipments.

“Basically it just says in this month’s time, there should be 100,000 gallons going through your community. So it didn’t really specify when, or where, or how many cars or what it looks like,” Apodaca said.

And Paul King, rail safety chief of the California Public Utilities Commission, says it’s not easier to distinguish which lines transport Bakken oil through an online map.

“It was hard to interpret and it was too gross. Basically, the whole state of California on an 8 1/2 by 11 piece of paper with what appears to be a highlighter pen just running through the counties,” King said.

See a map of North American crude by rail.
California rail risk and response.
2014 Crude Imports by Rail

PART 2: How Sacramento’s First Responders Will Deal with Oil Spill


KFBK told you Sacramento’s firefighters were being trained on how to respond to a crude-by-rail derailment after shipments had already been going through the region in Part 1.

In Part 2, KFBK’s Kaitlin Lewis will tell you how Sacramento’s first responders will handle a possible oil spill, and what caused that train derailment along the Feather River Canyon.

It’s called a bomb train.

On July 6, 2013, 47 people were killed in Canada when a 73-car train carrying crude oil derailed.

About 30 buildings in the  Lac-Mégantic downtown district were destroyed. The fire burned for 36 hours.

“If we have a derailment and fire of crude oil, fire departments are going to throw large quantities of water and foam to cool the tanks and to put a blanket on the liquid that’s on the ground to help smother that fire,” Mike Richwine, assistant state fire marshal for Cal Fire, said.

Richwine says that’s the only operation for a spill/fire.

In December, 11 cars carrying corn derailed along the Feather River Canyon.

Paul King, rail safety chief of the California Public Utilities Commission reveals the cause was a rail line break.

“That was probably the most concerning accident because that just as well could have been one of the Bakken oil trains, the corn, you know, ran down the bank. It was heavy, and it consequently does put more force on the rail, but it’s about the same weight as an oil train,” King said.

Aaron Hunt, a spokesman for Union Pacific says California has more than 40 track inspectors and 470 track maintenance employees.

“In addition to that, cutting edge technology that we put in to use for track inspection. One of those technologies is our geometry car. It measures using lasers and ultrasonic waves, the space between the two rails — makes sure that space is accurate,” Hunt said.

But Kelly Huston, deputy director of California’s Office of Emergency Services says the real challenge is preparedness in remote areas like the Feather River Canyon, which is designated as a High Hazard Area due to historic derailments.

“In some more metropolitan areas, your response may be quicker and they’ll have that gear and the training and knowledge of, like, how do we fight this kind of fire? And in some areas, like in the more remote areas like we talked about in the Feather River Canyon there’s going to be perhaps maybe volunteer firefighters that have the basic equipment,” Huston said.

The Feather River feeds the California Water Project, which provides drinking water for millions of Californians. The nearest first responder is Butte County Fire Department, which is approximately 31 miles away.

For safe and healthy communities…