Tag Archives: Benicia CA

Grant Cooke: Big Oil’s endgame: What it all means for Benicia

Repost from The Benicia Herald
[Editor: Benicia’s own Grant Cooke has written a highly significant three-part series for The Benicia Herald, outlining the impending fall of the fossil fuel industry and concluding with good advice for the City of Benicia and other cities dependent on refineries for a major portion of their local revenue stream.  This is the last of three parts.  Read part one by CLICKING HERE and part two by CLICKING HERE.  – RS]

Big Oil’s endgame: What it all means for Benicia

October 12, 2014, by Grant Cooke

P1010301IN APRIL 2014, THE HIGHLY RESPECTED Paris-based financial company Kepler Chevreux released a research report that has rippled through the fossil fuel industries. In it, Kepler Chevreux describes what is at stake for the fossil fuel industry as world governments’ push for cleaner fuels and reduced greenhouse gas emissions gathers momentum.

The firm argues that the global oil, gas and coal industries are set to lose a combined $28 trillion in revenues over the next two decades as governments take action to address climate change, clean up pollution and move to decarbonize the global energy system. The report helps to explain the enormous pressure that the industries are exerting on governments not to regulate GHGs.

Kepler Chevreux used International Energy Agency forecasts for global energy trends to 2035 as the basis for its research, and it concluded that as carbonless energy becomes more available, and as government policies make steep cuts in carbon emissions, demand for oil, natural gas and coal will fall, which will lower prices.

The report said oil industry revenues could fall by $19.3 trillion over the period 2013-35, coal industry revenues could fall by $4.9 trillion and gas revenues could be $4 trillion lower. High-production-cost extraction such as deep-water wells, oil sands and shale oil will be most affected.

Even under business-as-usual conditions, however, the oil industry will still face risks from increasing costs and more capital-intensive projects, fewer exports, political risks and the declining costs of renewable energy.

The report continues: “The oil industry’s increasingly unsustainable dynamics … mean that stranded asset risk exists even under business-as-usual conditions. High oil prices will encourage the shift away from oil towards renewables (whose costs are falling) while also incentivizing greater energy efficiency.” Eventually, fossil fuel assets will be too expensive to extract, and the oil will be left in the ground.

As far as renewables are concerned, Kepler Chevreux says tremendous cost reductions are occurring and will continue as the upward trajectory of oil costs becomes steeper.

Kepler Chevreux’s report is consistent with others released in 2014. One report from U.S.’s Citigroup, titled “Age of Renewables is Beginning — A Levelized Cost of Energy (LCOE)” and released in March 2014, argues that there will be significant price decreases in solar and wind power that will add to the renewable energy generation boom. Citigroup projects price declines based on Moore’s Law, the same dynamic that drove the boom in information technology.

In brief, Citigroup is looking for cost reductions of as much as 11 percent per year in all phases of photovoltaic development and installation. At the same time, they say the cost of producing wind energy also will significantly decline. During this period, Citigroup says, the price of natural gas will continue to go up and the cost of running coal and nuclear plants will gradually become prohibitive.

When the world’s major financial institutions start to do serious research and quantify the declining costs of renewable energy versus the rising costs of fossil fuels, it becomes easier to understand the monumental impact that the Green Industrial Revolution is having.

Zero marginal cost

Marginal cost, to an economist or businessperson, is the cost of producing one more unit of a good or service after fixed costs have been paid. For example, let’s take a shovel manufacturer. It costs the shovel company $10,000 to create the process and buy the equipment to make a shovel that sells for $15. So the company has recovered its fixed or original costs after 800 to 1,000 are sold. Thereafter, each shovel has a marginal cost of $3, consisting mostly of supplies, labor and distribution.

Companies have used technology to increase the productivity, reduce marginal costs and increase profits from the beginning. However, as Jeremy Rifkin points out in “Zero Marginal Cost Society,” we have entered an era where technology has unleashed “extreme productivity,” driving marginal costs on some items and services to near zero. File sharing technology and subsequent zero marginal cost almost ruined the record business and shook the movie business. The newspaper and magazine industries have been pushed to the wall and are being replaced by the blogosphere and YouTube. The book industry struggles with the e-book phenomenon.

An equally revolutionary change will soon overtake the higher education industry. Much to the annoyance of the universities — and for the first time in world history — knowledge is becoming free. At last count, the free Massive Open Online Courses (MOOCs) had enrolled about six million students. The courses, many of which are for credit and taught by distinguished faculty, operate at almost zero marginal cost. Why pay $10,000 at a private university for the same course that is free over the Internet? The traditional brick-and-mortar, football-driven, ivy-covered universities will soon be scrambling for a new business model.

Airbnb, a room-sharing Internet operation with close to zero marginal cost, is a threat to change the hotel industry in the same way that file sharing changed the record business, especially in the world’s expensive cities. Young out-of-town high-tech workers coming to San Francisco from Europe use Airbnb to rent a condo or an empty room in a house instead of staying at a hotel. They do this because they cannot find a room with the location they need, or because their expense reimbursement cap won’t cover one of the city’s high-end hotel rooms. Industry analysts estimate that Airbnb and similar operations took away more than a million rooms from New York City’s hotels last year.

A powerful technology revolution is evolving that will change all aspects of our lives, including how we access renewable energy. An “Energy Internet” is coming that will seamlessly tie together how we share and interact with electricity. It will greatly increase productivity and drive down the marginal cost of producing and distributing electricity, possibly to nothing beyond our fixed costs.

This is almost the case with the early adopters of solar and wind energy. As they pay off these systems and their fixed costs are covered, additional units of energy are basically free, since we don’t pay the sun to shine or the wind to sweep around our back wall. This is the concept that IKEA, the Swedish furniture manufacturer, is exploiting. IKEA is test marketing residential solar systems in Europe that cost about $11,000 with a payback of three to five years. Eventually, we’ll be able to buy a home solar system at IKEA, Costco or Home Depot, have it installed and recover our costs in less than two years.

All three elements — carbon mitigation costs, grid parity and zero marginal costs — and others like additive manufacturing and nanotechnology are part of the coming Green Industrial Revolution. It will be an era of momentous change in the way we live our lives. It will shake up many familiar and accepted processes like 20th-century capitalism and free-market economics, reductive manufacturing, higher education and health care. More to the point, it will see the passing of the carbon-intensive industries.

Like the centralized utility industry, the fossil fuel industries and the large centralized utilities have business models predicated on continued growth in consumption. Once that nexus of declining prices for renewables and rising costs of extraction and distribution is crossed — and we are already there in several regions of the world — demand will rapidly shift and propel us into “global energy deflation.”

Think about it: No more air pollution strangling our cities, no more coal ash spills in rivers that our kids swim in, no more water tables being poisoned by fracking toxics. Better yet, think of no more utility bills and electricity that is almost free. These are among the unlimited opportunities that extreme productivity can provide.

* * *

SO WHAT DOES ALL THIS MEAN FOR BENICIA? Our lovely town, along with some of our neighbors, has enjoyed a stream of tax revenue from the fossil fuel industries for several decades. This will end as these industries lose the ability to compete in price with renewable energy. After all, if my energy costs drop to near zero, I’m not going to pay $5 for a gallon for gas or 20 cents per kilowatt hour. If Kepler Chevreux, Citigroup and the prescient investment bankers are right — and they usually are — oil company profits will begin a death spiral accompanied by industry constriction and refinery closings. Losing $19.3 trillion over two decades is a staggering amount even for the richest industry in world history.

Benicia should begin a long-range plan to replace Valero’s current tax revenues. Two decades from now this town will be very different — we are headed toward a city of gray-haired pensioners and retired folks too contented with perfect weather and amenities to sell homes to wage earners who, in fact, may not be able to afford big suburban houses and garages full of cars.

Instead, the Millennials are choosing dense urban living that’s close to work, and they prefer getting around by foot or bicycle, with some public transportation and the occasional Zipcar to visit the old folks in ‘burbs. The last thing pensioners want to do is pay extra taxes for schools and services they aren’t using, so raising taxes to meet the tax revenue shortfall is probably out of the question.

A similar revenue shortfall is probably facing the thousands of fossil fuel and utility industry employees who are thinking of retiring in the East Bay. Many plan to live on their stock dividends and pass the stock along to their heirs. This will be difficult as the industry begins the attrition phase of its cycle. They should see a financial planner and diversify.

To gamble Benicia’s safety and expand GHG emissions by approving Valero’s crude-by-rail proposal is illogical given that the oil industry is winding down and fossil-fuel will soon not be competitive with renewables. It would better for the Bay Area if we start to help Valero and the other refineries begin the long slow wind-down process, and gradually close them while the companies are still profitable. If we leave the shutdown process to when the companies start to struggle financially, they will just lock the gates and walk away, leaving the huge environmental cleanup costs to the local communities much the way the military does when they close bases.

There’s no good reason why Benicia residents should be saddled with the burden of a shuttered and vacant Valero refinery. We should begin the process as soon as possible and work with the refinery to not only find a way to replace the lost tax revenue, but to identify who will pay for the hazard waste and environmental cleanup.

At the very least, Benicia City Council should understand the move to a carbonless economy, read the Citigroup and Kepler Chevreux reports and the other emerging research, and accept the fact that Big Oil has begun its endgame. Leadership is about looking forward, not back, and identifying and solving problems at the most opportune time.

Grant Cooke is a long-time Benicia resident and CEO of Sustainable Energy Associates. He is co-author, with Nobel Peace Prize winner Woodrow Clark, of “The Green Industrial Revolution: Energy, Engineering and Economics,” set to be released in October by Elsevier.

Vallejo Times-Herald: Railroads sue California over oil train safety rules

Repost from The Vallejo Times-Herald

Railroads sue California over oil train safety rules

Union Pacific, BNSF Railway argue federal law pre-empts state regulations
By Tony Burchyns, October 9, 2014

California’s two major railroad companies filed a lawsuit this week to argue that the state lacks authority to impose its own safety requirements on federally regulated crude oil train traffic.

The lawsuit follows a new state law imposing regulations on the transportation of crude oil by rail in California. Union Pacific and BNSF Railway filed the case Tuesday in U.S. District Court in Sacramento to argue that federal law pre-empts California and other states from enforcing such regulatory regimes.

“The new state law requires railroads to take a broad range of steps to prevent and respond to oil spills, on top of their myriad federal obligations concerning precisely the same subject matter,” the railroads argue. “UP, BNSF and other members of (the American Association of Railroads) will be barred from operating within California unless a California regulator approves oil spill prevention and response plans that they will have to create, pursuant to a panoply of California-specific requirements.”

The railroads also will be required to obtain a “certificate of financial responsibility” from the state, indicating they are able to cover damages resulting from an oil spill. Failure to comply with the new state rules will expose railroad employees to jail time and fines, according to the lawsuit.

The California Office of Spill Prevention and Response, which was named as a defendant in the lawsuit, has declined to comment on the pending litigation.

The state law was passed in June following a sharp rise in crude-by-rail shipments in California from 2012 to 2013 and several high-profile oil train derailments in other states as well as Canada. In the Bay Area, crude-by-rail projects in Benicia, Richmond, Pittsburg, Martinez and Stockton have drawn local attention to the prospect of mile-long oil trains snaking through neighborhoods, mountain passes and sensitive habitats such as the Suisun Marsh.

Last week, California Attorney General Kamala Harris sent a letter to Benicia challenging plans to ship 70,000 barrels of crude daily by train to the city’s Valero refinery. Valero is seeking city approval to build a rail terminal to receive two 50-car oil trains daily from Roseville. The train shipments would originate in North Dakota or possibly Canada.

Harris, the state’s top law enforcement officer, criticized the city for underestimating the project’s safety and environmental risks. The letter was among hundreds received by the city in response to its initial environmental impact report. City officials say they are in the process of responding to all of the comments, and plan to do so before the project’s next, yet-to-be-scheduled public hearing is held.

Residents and environmental groups sue to stop Kern County crude oil project

Repost from The Sacramento Bee
[Editor: For details and contacts, see the press release by The Center for Biological Diversity.  Here is a link to the full complaint.  – RS]

Environmentalists sue to stop Kern County crude oil project

By Tony Bizjak, Oct. 9, 2014

A coalition of residents and environmental groups has filed a lawsuit challenging Kern County’s approval last month of what would be the largest crude-by-rail project in the state.

Kern officials unanimously gave the OK in September to the Alon USA refining company to transform a mothballed Bakersfield refinery into a combination refinery and receiving station for trains transporting crude oil from out of state.

It would be the largest crude-by-rail transfer station in California, twice the size of a similar facility being planned in the Bay Area city of Benicia by the Valero Refining Co. Potentially, the Bakersfield station could receive trains carrying flammable Bakken oil from North Dakota through Central Valley cities, including Sacramento.

The lawsuit, filed by Earthjustice, contends the county did not fully assess the project’s health risks to state residents. Those risks, Earthjustice says, include the possibility of explosions if trains derail enroute to the refinery. The lawsuit argues that the project will further degrade air quality in the San Joaquin Valley and cited the region’s high levels of pediatric asthma.

“Restarting a shuttered oil refinery is a huge step backwards for cleaning up some of the worst polluted air in the nation. This project will only exacerbate asthma and other respiratory illnesses that already plague Bakersfield residents and children at extraordinarily high rates,” said Gordon Nipp, vice chairman of the local Kern-Kaweah Chapter of the Sierra Club, which is a plaintiff in the case.

Kern County officials could not immediately be reached for comment. The county conducted what it described as a comprehensive environmental review before approving the project, and expressed confidence that the transports would be conducted safely.

Benicia Herald: Attorney General – Valero DEIR ‘inadequate’

Repost from The Benicia Herald

State AG: Valero DEIR ‘inadequate’

October 9, 2014 by Donna Beth Weilenman
■ Kamala Harris letter to city: Crude-by-rail report fails to address multiple key issues
CALIFORNIA Attorney General Kamala Harris. oag.ca.gov/
CALIFORNIA Attorney General Kamala Harris. oag.ca.gov/

In a letter composed Oct. 2, California Attorney General Kamala D. Harris urged Benicia to revise the Draft Environmental Impact Report prepared for the proposed Valero Crude-by-Rail Project.

She and Deputy Attorney General Scott J. Lichtig wrote Benicia Principal Planner Amy Million, saying, “Unfortunately, the DEIR for this project fails to properly account for many of the project’s potentially significant impacts.”

The city released the lengthy DEIR June 17 and extended the public comment period on the document until Sept. 15 at the request of many members of the public as well as such agencies as the Sacramento Area Council of Governments.

Harris, in her letter, said the DEIR underestimates the chances of accidental chemical releases because it looks at “only a fraction of the rail miles traveled when calculating the risk of derailment, by relying on a currently unenforceable assumption that newer, safer tank cars will be used, by failing to adequately describe the potential consequences of an accident resulting in a release of crude oil, and by improperly minimizing the risk to public safety from increased rail-use.”

In fact, she wrote, the DEIR “ignores reasonably foreseeable project impacts” by limiting its scope to the 69 miles of rail between Benicia and Roseville.

She criticized the emissions baseline used to determine whether the project would affect air quality, and wrote that the document also failed to analyze the impacts from “the foreseeable change in the mix of crude oils processed at the refinery.”

The DEIR, moreover, “fails to consider the cumulative impacts on public safety and the environment from the proliferation of crude-by-rail projects proposed in California,” Harris wrote, saying that about a dozen such projects are in various stages of consideration and completion in the state.

She also wrote that the DEIR “employs an overly broad determination of trade secrets,” meaning the document didn’t provide enough information for an adequate analysis of safety risks and air quality impacts from refining the crude oil.

“The DEIR frustrates the purpose of CEQA (the California Environmental Quality Act) by not disclosing information regarding the particular crude oil feedstocks expected to be delivered upon project completion,” Harris wrote.

Missing information includes weight, sulfur content, vapor pressure and acidity of the crude, she wrote, adding that both the Department of Transportation (DOT) and the California Governor’s Office of Emergency Services have said specific characteristics of crude oil transported by train aren’t protected trade secrets, and that such information has been published about other projects.

“Benicia’s nondisclosure of this information deprives both the public and Benicia officials of the informed decision-making process that is the ‘heart’ of CEQA,” Harris wrote.

In her 15-page letter, the attorney general wrote that from 2012 to 2013 deliveries of crude oil into California increased from 1 million barrels to 6.3 million barrels, “a rise of 506 percent.”

That method of delivery is replacing crude oil transported by ship and pipeline, she wrote.

Harris wrote that about a dozen crude-by-rail projects are in various stages of development in California, and if all are approved, billions of gallons of crude oil could be brought into California by train.

“The trend shows no sign of abatement, and the California Energy Commission projects that by 2016, the state will import up to 150 million barrels of crude by rail,” she wrote.

Only recently has crude oil from the North Dakota Bakken shale and Canadian tar sands been arriving in the state, she noted, adding that “Bakken crude is unlike other crude being produced or shipped in this country, and it presents an ‘imminent hazard’ because it is more ignitable and flammable, and thus more likely to cause large, potentially catastrophic impacts from a train crash or derailment.

“On the other end of the spectrum, crude oil extracted from Canadian tar sands is a low-grade, high-sulfur feedstock that is not as volatile as lighter crudes like Bakken but contains chemical properties that make it particularly damaging to the environment when spilled and/or burned.”

Harris called the increase in oil delivery by “high-hazard flammable trains” a “new potential hazard to public safety and the environment.”

High-hazard flammable trains (HHFT) are those with 20 or more carloads of flammable liquids that Harris wrote would experience more frequent and more severe derailments because they are heavier, longer, less stable and harder to control than other rail traffic.

To back her contention, Harris wrote that in 2013 alone trains spilled more than 1.1 million gallons of crude, saying that represented a 72-percent increase in the amount of oil spilled collectively in the previous 40 years.

Of the nine major accidents she wrote were crude-by-rail-related, she listed four often-cited incidents: the July 5, 2013 derailment at Lac-Megantic, Quebec, Canada, in which 47 died when 72 tank cars on a runaway train crashed into the city’s downtown area; the Nov. 8, 2013 accident and fire in Aliceville, Ala., when 30 tank cars derailed; the Dec. 30, 2013 collision in Casselton, N.D., between an oil train and a grain train in which 34 cars derailed and crude exploded and burned for more than 24 hours; and the April 30, 2014 derailment in downtown Lynchburg, Va., in which three cars caught fire and some cars landed in a trackside river.

When Harris turned her attention specifically to the Benicia DEIR, she wrote that it “employs improper standards of significance, unenforceable mitigation measures and inadequate analyses to conclude that the project will not have a significant impact on ‘up-rail’ communities.”

The project needs a use permit to extend Union Pacific Rail into Valero Benicia Refinery property so two 50-car trains can deliver 70,000 barrels of North American crudes daily. According to the proposal, the oil delivered by rail would replace an equal amount currently brought to the refinery by ship.

Other elements of the project would be construction of offloading racks, rail spurs and supply piping, in addition to a few other changes at the plant.

Harris disagreed with the DEIR’s contention that the chances of a crude oil spill from a train is one in 111 years, in part because the document only looks at tracks from the Union Pacific’s Roseville terminal to Benicia.

“The tank cars containing crude oil do not originate in Roseville,” she wrote. “They are delivered by rail from particular sources, including North Dakota and Canada.”

Even if the odds are correct, Harris wrote, she disagreed that it would be “an insignificant impact,” and pointed out the 27 schools near that stretch of rail weren’t given consideration regarding public health and safety risks.

She also wrote that the DEIR assumes Valero only would use the newer 1232 tank cars for its oil transport.

Those cars are considered to be stronger and more reinforced than the DOT-111 models, designed in the 1960s, that have been involved in some of the recent high-profile derailments, but Harris noted the newer cars aren’t required by current federal regulations. The DOT is currently collecting comments on new tank standards, and is proposing to phase out the DOT-111 models by 2017.

The Association of American Railroads (AAR), an industry trade group, said 98,000 of the older DOT-111 cars remain in service and are carrying both crude and ethanol in the U.S. and Canada, and Harris said the DOT still allows their use for that purpose.

Meanwhile, the attorney general wrote, oil companies are asking to delay that change even longer.

However, not all participants in the industry feel that way. BNSF, the largest carrier of Bakken crude, announced in February that it would buy 5,000 new tank cars built with the most modern safety features — an unusual step for a railroad, since most do not own cars, but haul cars owned or leased by customers.

AAR has recommended phasing out or refitting the older model cars with improved valves and handles, thicker tanks and thermal protection.

Some Canadian companies have chosen to charge higher rates for older-model cars in hopes of accelerating the switch to newer cars.

According to the Rail Supply Institute, an organization representing shippers and tank car owners, 55,000 of the newer model cars have been ordered through 2015.

Some observers remain unconvinced that stronger cars are the solution. The Lynchburg, Va., crash involved cars built after 2011.

Harris wrote that the DEIR doesn’t assure that Valero has enough 1232 upgraded tank cars to avoid the use of the DOT-111 cars.

She also criticized the DEIR for considering only spills of more than 100 gallons as “significant.” She wrote that significant impacts could come from smaller spills.

Should a spill occur and ignite in an urban area, contaminate the Suisun Marsh or require a significant hazardous materials cleanup, “the costs borne by the California taxpayer from such a calamity could be substantial,” Harris wrote.

She explained that the DOT recently acknowledged that insurance policies carried by crude-by-rail transporters are often insufficient to cover even minor accidents.

The DEIR indicates risks of release on marine vessels traveling in the ocean would be reduced by the Valero project. Harris wrote that those risks “are fundamentally different than the risks associated with crude by rail traveling long distances through urban communities and environmentally sensitive lands.”

She did not elaborate about hazards to marine life from spills, collisions or equipment use. Some environmental groups have expressed concerns about those impacts, but their representatives have said accumulating data on those impacts can be challenging because whales, dolphins, sea turtles and other animals sink to the ocean bottom after being killed or injured, and thus can’t be documented.

Harris objected to the DEIR’s contention that the project would not have a significant impact on air quality even if emissions increased. The report said those increases wouldn’t exceed the maximum allowed under the refinery’s existing permits.

“Rather than using a baseline describing ‘existing conditions,’ Benicia incorrectly uses the maximum permitted emissions as the baseline, asserting that this is proper,” she wrote.

“There is no evidence, however, that the refinery has ever operated at the maximum permitted emissions level since the VIP (Valero Improvement Project) was completed.”

Harris also contended that the DEIR doesn’t adequately analyze potential air quality impacts from processing the new blended crude.

Million, City Manager Brad Kilger and Valero officials were asked for comment on Harris’s letter, but did not reply by press time Wednesday.

“We urge the city of Benicia to revise the project’s DEIR to address the deficiencies explained in this letter so that the City Council and general public are provided a full and accurate accounting of the project’s environmental impacts,” Harris wrote.