Tag Archives: Bakken crude

Farmers Union Calls Ability to Deliver Grain Shipments by Rail at Harvest ‘Substantially Inadequate’

Repost from National Farmers Union
[Editor: This media alert does not name the massive expansion of crude by rail shipments in the upper Midwest as the cause for lack of rail cars for shipping farm commodities, but there is little doubt this is the problem.  – RS]

August 6, 2014
Contact: David Thews, 202-554-1600,  dthews@nfudc.org
NFU Calls Ability to Deliver Grain Shipments by Rail at Harvest ‘Substantially Inadequate’
Warns Surface Transportation Board Farmers May Be Forced to Dump Grain

WASHINGTON (August 6, 2014) – National Farmers Union (NFU) President Roger Johnson warned the Surface Transportation Board (STB) that BNSF Railway (BNSF) and Canadian Pacific (CP)’s ability to deliver grain and ethanol at harvest are “substantially inadequate” and are resulting in farmers piling grain on the ground because of lack of transportation options.

“We are especially concerned regarding wheat, since harvest has already started and grain remains in the bin from last year’s harvest,” noted Johnson in a letter today to the STB chairman and vice chairman.  “While BNSF claims that the total number of late shipments of wheat has declined nationwide, 95.42 percent of all past due cars are concentrated in Montana, North Dakota, South Dakota and Minnesota. BNSF has promised to improve their performance, but we are still subject to delays and Average Train Speed at year-long lows,” the letter notes.

“Grain shipments in North Dakota are critical,” said Johnson.   BNSF reported in its latest weekly update that there have been 2,399 delayed rail cars with an average delay of 23.6 days. CP reported 22,457 open requests with an average of 11.71 weeks.   The letter cites anecdotal evidence from four different grain elevators indicating that their oldest orders are from early March and shuttle orders are up to 2,000 cars behind. “These numbers are staggering and simply unacceptable,” he said.

Johnson notes that in South Dakota, NFU members are hearing about significant delays directly from local grain elevators across the state. At one particular elevator that handles 15 million bushels of grain per year, 3 million of those bushels will not move before this year’s harvest.  “Due to the backlog, farmers are now dumping wheat on the ground because the elevators will not take on the increased liability,” he said.

Johnson also voiced his concern about the ethanol industry, which relies heavily on rail for transportation.  “While the June 20 decision rightfully addressed grain shipments, we encourage STB to consider shipments of ethanol as a priority as well,” he said.  “Failure to bring ethanol to market will hurt consumers because of higher gasoline prices, and will work against our efforts to offset imports of foreign oil.”

A full copy of the letter is here.

National Farmers Union has been working since 1902 to protect and enhance the economic well-being and quality of life for family farmers, ranchers and rural communities through advocating grassroots-driven policy positions adopted by its membership.

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Oil trains to pass through Stockton

Repost from The Record, Stockton, CA
[Editor: Significant quote: “‘These aren’t rail cars filled with rubber duckies. They’re filled with dangerous crude oil,’ said Diane Bailey, a senior scientist with the Natural Resources Defense Council in San Francisco.”  – RS]

Crude oil transport danger for Stockton?

Deadly 2013 explosion in Quebec among incidents fueling concerns
By Alex Breitler, Record Staff Writer, August 03, 2014
Top Photo
A train passes through Stockton carrying crude oil and other flammable liquids Friday morning. | CRAIG SANDERS/The Record

It’s no misprint: Explosive crude oil shipments into California last year increased 506 percent.

And a series of high-profile derailments and fiery explosions across North America has fueled fears that those seemingly ubiquitous tanker cars could someday spell disaster here, too.

The surge has really just begun. In a few years the quantity of oil rolling down our railways will be “huge,” said Michael Cockrell, director of the San Joaquin County Office of Emergency Services.

“You’re looking at some really major transportation of oil, and it’s everywhere,” Cockrell said. “It’s going to be all up and down the state.”

The spike is tied to increased domestic drilling in North Dakota, where the Bakken shale formation produces especially valuable and especially volatile crude oil. Trains provide a fast and flexible way to transport that oil to West Coast refineries.

Stockton’s a bit off the beaten path for at least some of these shipments, which often enter the state via Donner Pass or the Feather River Canyon, traveling through Sacramento on the way to Bay Area refineries.

Still, with Stockton serviced by two major railroad companies and with tracks stretching through urban areas to the north, west and south, advocacy groups argue there is a risk here.

“These aren’t rail cars filled with rubber duckies. They’re filled with dangerous crude oil,” said Diane Bailey, a senior scientist with the Natural Resources Defense Council in San Francisco.

It’s impossible to say how many oil trains already roll through town. Railroads don’t divulge that information, citing security concerns. Only recently did they begin notifying local emergency response officials about incoming shipments.

But there are indications Stockton may have a part to play in the oil transportation boom.

Documents describing a controversial proposed terminal in Pittsburg show that trains carrying oil would come from the east, from Stockton. Plans call for up to one train per day, five days a week to arrive at the Pittsburg terminal. From there, the oil would be shipped through pipelines to refineries.

Plans are also in the works for a $320 million terminal at the Port of Stockton. Commissioners in 2012 approved a lease for the petroleum terminal and storage facility on 33 acres near Washington Street and Navy Drive, said Port Director Richard Aschieris.

It hasn’t been built yet. But Reuters reported last month that trains would deliver 70,000 barrels of oil per day to the port’s Targa Resources Partners terminal. The Houston-based company would then load the oil onto ships to be delivered to refineries.

Aschieris said that in addition to petroleum, Stockton’s terminal will also handle ethanol, natural gas, propane and other materials. He said it will generate $1.2 million a year in taxes for the city and county combined, along with 20 full-time, high-paying jobs.

Aschieris said the project makes sense from a safety perspective.

“No matter what they’re moving, if they move it onto a barge or ship, I would contend that is safer than putting it on trucks and taking it right in through the Bay Area,” he said.

As for the trains that would deliver the oil, Stockton’s flat terrain decreases the odds of a derailment, said Aschieris, who added that private railroads have made “huge investments” in improving local tracks.

The debate over the transportation of crude oil spreads far beyond Stockton and California.

In Quebec, 63 tanks cars of crude oil exploded in July 2013, killing 47 people. Eight other major accidents have been reported in the past two years.

Tellingly, train accidents involving crude oil have increased even while the overall number of train accidents and hazardous material spills has declined.

In late July, acknowledging that the growing reliance on trains “poses a significant risk to life, property and the environment,” the federal government announced plans to phase out older tank cars within two years. They also took action to improve notifications about oil shipments, to reduce the speeds at which oil trains travel through towns, and to encourage railroads to choose the safest routes.

Most crude oil is still transported by marine vessels. But the quantity sent by train has skyrocketed from 1 million barrels in 2012 to 6.3 million barrels last year, and experts say the number could climb as high as 150 million barrels by 2016, according to a report by a working group convened by Gov. Jerry Brown.

For Cockrell, with county Emergency Services, the oil shipments are yet another potential disaster to worry about.

Since railroads are regulated by the federal government, he said he’s concerned that local governments may have difficulty seeking assistance responding to a derailment, and that it might be difficult to seek reimbursement from the private railroads.

Many people could be affected by a large spill in an urban area, Cockrell said.

One advocacy group, San Francisco-based ForestEthics, recently issued “blast zone” maps showing the half-mile evacuation zones overlaid on rail routes that could conceivably carry shipments of crude oil. And the Natural Resources Defense Council has estimated that almost 4 million Californians could be at risk.

Opposition has grown to the proposed new oil terminal in Pittsburg. Other projects are in the works in Bakersfield, Benicia, Santa Maria and Wilmington (Los Angeles).

Mike Parissi, with San Joaquin County’s Environmental Health Department, said the county’s multi-agency hazardous materials team trains for potential railroad disasters – though not specifically for crude oil spills.

“The big thing with the crude oil is it’s very flammable,” he said. “But we can deal with any kind of flammable liquid incident that might come.”

Back at the port, Aschieris said crews there are used to handling hazardous materials. So are the railroads, said a spokeswoman for Burlington Northern Santa Fe, whose tracks pass through Stockton.

“We’ve actually handled hazardous material for many, many years, and we’ve done so safely,” said spokeswoman Lena Kent. “Unfortunately there have been a few high-profile incidents.”

She would not say how much crude oil her company sends through Stockton. She did say two crude oil trains per month enter the state, a tiny fraction of the 1,600 all-purpose trains that Burlington Northern operates throughout the country on any given day.

Union Pacific did not respond to a request for information about its shipments.

Bailey, the scientist with the Natural Resources Defense Council, says the trains should be rerouted, adding that they have a “stranglehold” on the cities through which they pass.

“I haven’t really seen anyone entertain this conversation,” she said. “Does it make sense to bring mass quantities of really dangerous crude oil through people’s cities, so close to their homes?”

 

Bridge wake-up call

Repost from Philipstown.info, Philipstown, NY
[Editor: This story out of New York is a wake-up call for us all.  Bridge safety in Northern California is a serious issue, and  we have heard little discussion on the subject as Valero  proposes to bring oil trains over the Sierra, through the Sacramento River Valley and  across the protected Yolo  Basin and Suisun Marsh.  Another refinery proposes to send these trains over the 85-year old Benicia Bridge, then alongside our beautiful Carquinez Strait and down through the heavily populated communities on the east shore of the San Francisco Bay.  – RS]

CSX Says Bridge Safe

Crude oil trains make daily crossings

By Michael Turton, August 1, 2014

A railway bridge located on the Hudson River across from Cold Spring has visibly deteriorated however its owner says it remains fit for daily use by freight trains. The bridge is located at milepost 51 on the River Line, a 132-mile stretch of track that runs from northern New Jersey to Selkirk, New York, just south of Albany. The bridge and the tracks are owned by the Florida-based CSX Corporation. At the bridge, the tracks are located just a few feet from the riverbank.

Concrete has crumbled beneath one of the bridge's vertical supports.

The span in question, along with a second bridge a few hundred yards to the south, crosses over a pair of narrow channels that enable waters from a wetland located west of the tracks to flow in and out freely as river levels change due to tides, wind and rain. Concrete that forms a part of the bridge’s structure has crumbled beneath a vertical support directly under the tracks.

In an email to The Paper, CSX Spokesperson Kristin Seay, said that the bridge is “current” with regard to its annual inspection. “It was last inspected on Feb. 6, 2014, and was determined to be safe for railroad operations.” Seay said that all CSX bridges are inspected annually.

The bridge to the south also shows signs of deterioration but to a lesser extent. On that structure, concrete has fallen away, exposing the reinforcing metal bar.

Oil transport by rail on the rise

The condition of tracks and bridges along the Hudson River has become more significant locally as part of a national trend which has seen an exponential increase in the transport of crude oil and other hazardous materials by rail in recent years. On July 23, 2014, USA Today reported that “The number of oil-carrying cars run by seven major U.S. railroads jumped from 9,500 in 2008 to 407,761 in 2013…” Closer to home, Seay told The Paper that “CSX operates an average of two to three loaded crude oil trains per day over (the River Line) route…” That adds up to between 700 and 1,000 crude-oil trains that pass directly across from Philipstown each year.

An average of two or three trains carrying crude oil cross over the bridge daily.

Two high profile, rail-related tragedies that occurred in recent months no doubt add to local concern. Last July, in Lac-Megantic, Quebec, a train loaded with oil exploded, killing 47 people. Local insurance claims were estimated at $50 million. And in May of this year, a train derailed in Lynchburg, Virginia, dumping some 50,000 gallons of crude oil into the James River.

A July 23 editorial in the Albany Times Union underscored what it called “failure of government to adequately ensure rail safety” as evidenced by such accidents.

Federally regulated

Freight rail lines in the U.S. are regulated almost entirely at the federal level by the Federal Railroad Administration (FRA). Federal law requires that all railroad companies inspect their own bridges on an annual basis — regardless of the size of the bridge. Companies must determine the load capacity of each bridge, certifying to the state where it is located that it is capable of bearing the daily load it must handle.

On July 23, the Federal Department of Transportation proposed comprehensive rules to improve crude oil transportation safety. Recommendations include an immediate phasing out of older tank cars, new standards for tanker cars that carry highly hazardous materials, reduced operating speeds, and required notification of first responders.

At the state level, the New York State Department of Transportation’s (DOT) Rail Safety Inspection Section participates in FRA safety programs — mainly for staff training and certification. Beau Duffy, DOT Director of Communications, told The Paper that the agency also conducts random inspections or “blitzes” of rail facilities, focusing on track conditions and mechanical equipment such as brakes and wheels. He said that DOT does not however inspect bridges.

National issue … local focus

The deteriorating bridge across from Cold Spring brings what has become a significant national issue into very local focus.

Commenting on the CSX bridge, a Federal Railroad Administration official told The Paper that the FRA would work with CSX to ensure it is in compliance with all federal safety standards noting that FRA inspectors regularly evaluate railroad companies’ bridge safety practices to identify potential weaknesses.

Local senior-elected officials also commented on the River Line bridge. “Like many of my neighbors, I’m extremely concerned about the integrity of this bridge,” said Rep. Sean Patrick Maloney (D-18th District, NY), when notified of the issue by The Paper. “I immediately brought this to the … attention of CSX, and I’ll work closely with officials to ensure inspections are conducted and any necessary repairs are done promptly. With billions of gallons of oil barreling down the Hudson, we must be vigilant that issues like this are addressed quickly — the safety of our neighbors, environment and communities is far too important.”

Maloney is a member of the House Transportation and Infrastructure Committee, and has been working with the chairman of that committee to examine the environmental and economic impact of shipments of crude oil along the Hudson River.

New York State Sen. Terry Gipson (D-Dutchess, Putnam) also commented. “The impact of an oil train incident along the shore of the Hudson River would be devastating to our communities who rely on the river for their drinking water and our local economy,” Gipson said via email. “That is why I … have expressed strong concerns to our federal government about the need for safety improvements relating to the interstate transportation of crude oil along the Hudson River. This effort includes ensuring necessary track maintenance and infrastructure investments that will allow businesses to operate more effectively and safely.”

Photos by M. Turton

Soil Contamination in Lac-Mégantic: new study

Repost from The Montreal Gazette

Contamination in Lac-Mégantic may be less than original estimate: study

By Michelle Lalonde, THE GAZETTE – July 31, 2014

Estimates of soil contamination at Lac-Mégantic after last summer’s deadly train derailment may have been exaggerated, according to a new study commissioned by the provincial environment department.

Envisol Canada Inc., a Montreal-based engineering firm that specializes in geostatistical studies of contaminated sites, re-examined data collected in Lac-Mégantic in 2013. The firm used 3D mapping to visualize contamination dispersion to re-estimate contaminated soil volumes.

An earlier estimate of contaminated soil in the worst-hit area of downtown Lac-Mégantic — using the traditional method, known as the Thyssen Polygons method — was 126,300 cubic metres. The geostatistical method found between 64,000 and 92,000 cubic metres of contaminated soil in the same area.

“With this method we can look at the migration of contamination in specific topology and geology,” said Sara Godoy, a contaminated site consultant with Envisol who worked on the study.

She explained that the geostatistical method, which is used widely by mining companies to analyze the commercial viability of sites and has been evolving since the 1950s, is more scientific and considers more variables than the Polygons method.

It is more expensive because of the equipment and expertise required, but she said it can save money in the long run by pinpointing contaminated areas with more accuracy and avoiding unnecessary decontamination work.

An estimated 6 million litres of crude oil spilled out of the runaway freight train that rolled into downtown Lac-Mégantic on July 6 and burst into flames. The fire killed 47 people, destroyed the downtown area of the tourist town and caused extensive environmental damage to soil and waterways.

Two other reports released last year by the Environment Department indicated a total of 558,000 tonnes of contaminated soil will have to be removed and replaced in downtown Lac-Mégantic.

By the end of October, 75,000 cubic metres of soil had been excavated from the town and moved to a storage and treatment site. The Environment Department has said soil decontamination work could cost between $75 million and $100 million.

The Envisol study recommends the Environment Department conduct further research into whether the province should be using the geostatistical method to characterize soil contamination in the event of significant oil spills in the future.