Fish deformities spiked after Lac-Mégantic oil spill, report says
Scientists have recorded an “unprecedented” spike in the fish deformations in the wake of the deadly 2013 train derailment and oil spill in Lac-Mégantic, Que
Workers tend to an absorbent boom on the Chaudiere River near Lac-Megantic, Que. About 100,000 litres of crude oil is estimated to have washed into the river after the 2013 train derailment and settled as contaminated sediment on the riverbed. MICHEL HUNEAULT
By Allan Woods, Wed Feb 10 2016
MONTREAL—Scientists have recorded an “unprecedented” spike in the fish deformities in the wake of the deadly 2013 train derailment and oil spill in Lac-Mégantic, Que., according to a provincial government report.
The report into the effects of the disaster on the 185-km-long Chaudière River, which begins in Lac Mégantic, found that in some parts of the river as many as 47 per cent of the fish they collected had an external deformation.
The rate of deformations greatly surpassed that recorded in a similar fish population study in 1994. The study also found a “marked drop” in the river’s fish biomass, or total weight.
“There is no hypothesis other than the oil spill of July 6, 2013 that can explain these results,” says the report, which got little attention when it was released last November. It was brought to wider attention Wednesday when resurrected by Montreal’s Le Devoir newspaper.
The derailment and ensuing explosion, in which 47 people were killed, decimated the picturesque small town in eastern Quebec and turned its downtown strip and waterfront into an oil-soaked wasteland.
Workers drag an oil boom on Lac-Mégantic Tuesday afternoon following the massive derailment. LUCAS OLENIUK
The 72-car train was carrying nearly 8-million litres of highly combustible crude oil that was bound for a refinery in New Brunswick. An engine fire that occurred when the train was left unattended on the main tracks about 11 km from Lac-Mégantic resulted in the air brakes failing and the unattended train hurtling into town. It derailed near a popular bar, the site where most of the dead were found.
About 100,000 litres of crude oil is estimated to have washed into the Chaudière River and settled as contaminated sediment on the riverbed. The expert committee’s report said there are some encouraging signs that the worst contamination is limited to the first 10 km of the river, whereas traces were found some 80 km away in testing conducted right after the incident.
About 100,000 litres of crude oil is estimated to have washed into the Chaudière River. STEEVE DUGUAY
But a whole ecosystem has been affected. The insects, worms and other organisms that live on the sediment and upon which fish feed were affected by the oil spill but are showing signs of recovery after testing conducted in 2014.
Crude oil coming to rest on the riverbed can prevent fish from accessing food and can result in the death of fish eggs or embryos. The population drop could also be attributable to other factors such as more active predators or lower reproduction rates, the report noted.
But the contaminated sediment is the most likely explanation for the alarmingly high rate of external deformities recorded among the sample of 900 fish collected for study. The most common problems were lesions and infection-induced breakdown of the fins, which can occur when a fish comes into direct contact with the sediment, leaving it vulnerable to bacteria, fungus and parasites that eat away at the tissue.
Among the more common deformities found in fish taken from the Chaudière River was the erosion of the fins, which can occur after a fish comes into direct contact with contaminated sediment.
The widely held standard is that if more than five per cent of fish in the sample show signs of external deformities, the habitat is considered to be contaminated by toxic substances.
Perhaps as a result, fish populations are estimated to be 66 per cent smaller and the biomass — the total weight of the fish stock — is down 48 per cent.
“The weak biomass observed in 2014 is difficult to attribute to anything other than the oil spill,” the report concluded.
Scientists have now set their sights on a longer-term monitoring plan and a fish-population survey they hope to carry out in 2016. One of the things they will be looking for are skeletal malformations — a widely recognized consequence of exposure to petroleum hydrocarbons.
Their interest in this stems from a laboratory study in which the eggs of two types of fish — the fathead minnow and the brown trout — were exposed to contaminated sediment from the oil spill.
The exposure had no effect on mortality rates or the time it took for the eggs to hatch. But the eggs of the brown trout that were exposed to the most contaminated sediment showed a higher rate of scoliosis, an abnormal lateral curvature of the spinal column.
Repost from the Spokane Spokesman-Review [Editor: Oh…this sounds SO familiar…. Benicia sends solidarity and support to our friends in Washington state. – RS]
Critics say oil trains report underestimates risk
By Becky Kramer, December 18, 2015
In this Oct. 1, 2014 file photo, train cars carrying flammable liquids heads west through downtown Spokane, Wash. | Dan Pelle photo
The chance of an oil train derailing and dumping its cargo between Spokane and a new terminal proposed for Vancouver, Washington, is extremely low, according to a risk assessment prepared for state officials.
Such a derailment would probably occur only once every 12 years, and in the most likely scenario, only half a tank car of oil would be spilled, according to the report.
But critics say the risk assessment – which includes work by three Texas consultants who are former BNSF Railway employees and count the railroad as a client – is based on generic accident data, and likely lowballs the risk of a fiery derailment in Spokane and other communities on the trains’ route.
The consultants didn’t use accident data from oil train wrecks when they calculated the low probability of a derailment and spill. The report says that shipping large amounts of oil by rail is such a recent phenomanon that there isn’t enough data to produce a statistically valid risk assessment. Instead, the consultants drew on decades of state and national data about train accidents.
That approach is problematic, said Fred Millar, an expert in hazardous materials shipments.
Probability research is “a shaky science” to begin with, said Millar, who is a consultant for Earthjustice, an environmental law firm opposed to the terminal. “The only way that you can get anything that’s even partly respectable in a quantitative risk assessment is if you have a full set of relevant data.”
To look at accident rates for freight trains, and assume you can draw credible comparisons for oil trains, is “very chancy,” he said. “Unit trains of crude oil are a much different animal…They’re very long and heavy, that makes them hard to handle. They come off the rails.”
And, they’re carrying highly flammable fuel, he said.
Terminal would bring four more oil trains through Spokane daily
The proposed Vancouver Energy terminal would be one of the largest in the nation, accepting about 360,000 barrels of crude oil daily from North Dakota’s Bakken oil fields and Alberta’s tar sands. For Spokane and Sandpoint, the terminal would mean four more 100-car oil trains rumbling through town each day – on top of the two or three per day that currently make the trip.
The proposed $210 million terminal is a joint venture between Tesoro Corp. and Savage Companies. Oil from rail cars would be unloaded at the terminal and barged down the Columbia River en route to West Coast refineries.
A spill risk assessment was part of the project’s draft environmental impact statement, which was released late last month. A public meeting on the draft EIS takes place Jan. 14 in Spokane Valley. State officials are accepting public comments on the document through Jan. 22.
The spill risk work was done by a New York company – Environmental Research Consulting – and MainLine Management of Texas, whose three employees are former BNSF employees, and whose website lists BNSF Railway as a client. The company has also done work for the Port of Vancouver, where the terminal would be located.
The risk analysis assumes the trains would make a 1,000-mile loop through the state. From Spokane, the mile-long oil trains would head south, following the Columbia River to Vancouver. After the trains unloaded the oil, they would head north, crossing the Cascade Range at Stampede Pass before returning through Spokane with empty cars.
Report used data on hazardous materials spills
Oil train derailments have been responsible for a string of fiery explosions across North America in the past three years – including a 2013 accident that killed 47 people in the small town of Lac-Megantic, Quebec. Other oil train derailments have led to evacuations, oil spills into waterways and fires that burned for days.
But since shipping crude oil by train is relatively new, there’s not enough statistical information about oil train accidents to do risk calculations, the consultants said several times in the risk assessment.
Instead, they looked at federal and state data on train derailments and spills of hazardous materials dating back to 1975, determining that the extra oil train traffic between Spokane and Vancouver posed little risk to communities.
Dagmar Schmidt Etkin, president of Environmental Research Consulting, declined to answer questions about the risk assessment. Calls to MainLine Management, which is working under Schmidt Etkin, were not returned.
Stephen Posner, manager for the state’s Energy Facilities Siting Council, which is overseeing the preparation of the environmental impact statement, dismissed questions about potential conflicts of interest.
“There aren’t a lot of people who have the expertise to do this type of analysis,” Posner said.
Schmidt Etkin also worked on a 2014 oil train report to the Washington Legislature, he said. “She’s highly regarded in the field.”
According to her company website, Schmidt Etkin has a doctorate from Harvard in evolutionary biology. The site says she provides spill and risk analysis to government regulators, nonprofits and industry groups. Her client list includes the U.S. Environmental Protection Agency, the Coast Guard and the American Petroleum Institute.
Posner reviewed the scope of work outlined for the spill risk analysis.
“We put together the best analysis we could with limited sources of information,” he said. “This is a draft document. We’re looking for input from the public on how we can make it better.”
Spokane ‘a more perilous situation’
The “worst case” scenario developed for the risk assessment has also drawn criticism. The consultants based it on an oil train losing 20,000 barrels of oil during a derailment. The risk assessment indicates that would be an improbable event, occurring only once every 12,000 to 22,000 years.
In fact, twice as much crude oil was released during the 2013 Lac-Megantic accident in Quebec, said Matt Krogh, who works for Forest Ethics in Bellingham, Washington, which also opposes construction of the Vancouver Energy Terminal.
“If I was looking at this as a state regulator, and I saw this was wrong – quite wrong – I would have them go back to the drawing board for all of it,” Krogh said.
Krogh said he’s disappointed that former BNSF employees didn’t use their expertise to provide a more meaningful risk analysis. Instead of looking at national data, they could have addressed specific risks in the Northwest, he said.
Oil trains roll through downtown Spokane on elevated bridges, in close proximity to schools, hospitals, apartments and work places. In recent years, the bridges have seen an increase in both coal and oil train traffic, Krogh said.
“The No. 1 cause of derailments is broken tracks, and the No. 1 cause of broken tracks is axle weight,” he said. “We can talk about national figures, but when you talk about Spokane as a rail funnel for the Northwest, you have a more perilous situation based on the large number of heavy trains.”
Elevated rail bridges pose an added risk for communities, said Millar, the Earthjustice consultant. The Lac-Megantic accident was so deadly because the unmanned train sped downhill and tank cars crashed into each other, he said. Not all of the cars were punctured in the crash, but once the oil started burning, the fire spread, he said.
“If you have elevated tracks and the cars start falling off the tracks, they’re piling on top of each other,” Millar said. “That’s what Spokane has to worry about – the cars setting each other off.”
Governor has the final say
Railroad industry officials say that 99.9 percent of trains carrying hazardous materials reach their destination without releases. According to the risk assessment, BNSF had only three reported train derailments per year in 2011, 2012 and 2013. The railroad has spent millions of dollars upgrading tracks in Washington in recent years, and the tracks get inspected regularly, according to company officials.
Whether the Vancouver Energy Terminal is built is ultimately Gov. Jay Inslee’s decision. After the final environment impact statement is released, the 10-member Energy and Facilities Siting Council will make a recommendation to the governor, who has the final say.
Environmental impact statements lay out the risks of projects, allowing regulators to seek mitigation. So, it’s important that the EIS is accurate, said Krogh, of Forest Ethics.
In Kern County, California, Earthjustice is suing over the environmental impact statement prepared for an oil refinery expansion. According to the lawsuit, the EIS failed to adequately address the risk to communities from increased oil train traffic.
“If you have a risk that’s grossly underestimated, you’ll be making public policy decisions based on flawed data,” Krogh said.
The Flipside of Accuracy: NPR Report on Oil and Ethanol Train Derailments Full of Industry Talking Points
By Justin Mikulka • Wednesday, December 2, 2015 – 15:16
Image credit: Train derailment in Watertown, Wisconsin by Sarah Zarling.
On November 7th, a train carrying ethanol in DOT-111 tank cars derailed in Wisconsin, resulting in rail cars rupturing and a spill of 18,000 gallons of ethanol into the Mississippi River.
The next day, a train carrying Bakken crude oil derailed in a residential area in Watertown, Wisconsin, resulting in a spill of around 1,000 gallons of oil.
These two spills provide another stark reminder of the dangers of moving oil and ethanol along waterways and through residential areas.
It also apparently provided an opportunity for National Public Radio (NPR) to push multiple oil and rail industry talking points. And the article on NPR’s website notes NPR is sponsored by America’s Natural Gas (ANGA).
The Flipside of Accuracy
The blurb that introduces the story about the two rail incidents has a curious introduction.
Wis. Tanker Derailments Revive Debate Over Safest Way To Transport Crude
Some worry the Obama administration’s decision to reject the Keystone XL pipeline will lead to a significant increase in the amount of crude being shipped by rail. It can also be shipped by truck.
Who are these “some” that “worry” exactly? Apparently, based on this report, just NPR employees and the oil industry lobbyist quoted in the piece. It also would appear the only one “reviving the debate” about the safest way to transport crude oil is NPR.
The radio piece is introduced with NPR host Steve Inskeep saying that they are following a story on “the flipside of rejecting the Keystone pipeline,” even though the story has nothing to do with that.
He then goes on to talk about how oil is moving from Canada by rail. And it is. However, the two trains that derailed were 1) not coming from Canada, 2) not carrying Canadian oil, and 3) not headed to the Gulf Coast. So, a completely misleading setup, but one that pushes the industry talking point that all pipelines should be approved because they are safer than rail transport.
This false argument ignores the reality that the most common destinations for Bakken crude shipments are U.S. East Coast refineries that can only be accessed by rail.
Building the Keystone XL pipeline — which would’ve run from Alberta across the US border south to connect with an existing pipeline system in Nebraska and then either to Illinois refineries or to Cushing, Oklahoma to continue south to the Gulf Coast refineries and export terminals — does nothing to change that fact.
The Tank Cars
The NPR piece then moves on to the notorious oil tank cars and notes how “safety advocates” are concerned about these tank cars. Reporter David Schaper notes that the new oil-by-rail regulations require that “Within a couple of years [the tank cars] be strengthened,” giving an unrealistic picture of how soon this issue will be addressed.
The regulations allow versions of the DOT-111 tank cars to remain on the rails carrying crude oil — like the oil involved in Lac-Megantic — until 2023. So unless a “couple” now means eight, this wasn’t even close to accurate.
The piece also quotes Karl Alexy of the Federal Railroad Administration explaining how — if the first accident in Wisconsin involved the new updated CPC-1232 cars instead of the DOT-111s — the spill may have been prevented.
This ignores the fact that there have been seven oil train accidents this year that have resulted in spills, and in five of those, also massive fires. They all involved the newer CPC-1232 cars.
Modern Brakes and Myth Making
The current braking technology on oil trains was invented in the late 1800s. The new regulations announced in May require modern electronically controlled pneumatic (ECP) braking systems on certain oil trains by 2021 and all by 2023.
When the new regulations were announced, regulators included the following language: “This important, service-proven technology has been operated successfully for years in certain services in the United States, Australia, and elsewhere.”
The industry has argued the ECP braking technology is “unproven,” which David Schaper repeats in this piece despite the regulators having described it as a “proven technology.”
Earlier this year, DeSmog contacted the Federal Railroad Administration (FRA) to clarify the agency’s position on ECPbrakes. And FRA was quite clear in its response.
“ECP brakes are a proven technology that will reduce the number of train derailments and keep more tank cars on the track if a train does derail. Delaying the adoption of ECP brakes seriously jeopardizes the citizens and communities along our nation’s freight network,” FRA communications director Matt Lehner told DeSmog.
A decade ago, the FRA commissioned consulting firm Booz Allen Hamilton to study the benefits and costs of ECPbrakes for the U.S. freight-rail industry. Released in 2006, the firm’s report (PDF) stated that the brakes are a “tested technology” that offers “major benefits” and could “significantly enhance” rail safety.
And yet, NPR repeats the industry talking point that the technology is unproven.
NPR also describes the braking systems as “expensive,” which is technically true. An Association of American Railroads piece opposing ECP brakes estimates a cost of $1.7 billion. That’s a lot of money, until you consider the cost of say, rebuilding downtown Lac-Megantic, which was just one oil-by-rail accident that could have been prevented byECP brakes.
Finally, NPR’s Schaper notes that because the industry says ECP brakes are unproven, this adds “uncertainty over the future of the oil train safety rules.”
The Concerned Mom
The one Wisconsin resident interviewed for the piece is Sarah Zarling. While not mentioned in the piece, Zarling became an oil train activist earlier this year over her concerns about the risks of the trains that ran so close to her home. Her concerns were obviously validated by this recent incident.
DeSmog contacted Zarling to comment on the NPR segment.
“I can’t even begin to talk about what they left out, honestly. I was so excited because he asked really good questions. He really does his homework,” Zarling explained. “So I really thought that this was going to be an opportunity to finally have a side of this story that is not told in the mainstream [media] finally be told and talked about. So the fact that I just came off as a mom cooking in her kitchen and heard this derailment is very disappointing.”
Reviving Debates, Delaying Safety
Sarah Zarling noted that she was impressed with David Schaper’s knowledge of the oil-by-rail issue and that he had “really done his homework.”
And yet the result is a segment pushing many of the top industry talking points, including setting the expectation that there is “uncertainty” that the new regulations will ever be implemented. Left out were any actual concerns or viewpoints from concerned citizen activists.
Some worry that the lack of regulation of the transportation of oil and ethanol by rail isn’t going to change because we “don’t have a high enough body count.”
As trains full of volatile Bakken oil continue to derail and the implementation of new safety regulations are many years away, the reality that at some point there will be “a high enough body count” becomes ever more likely.
AP: Railroads beat back new safety rules after derailments
By Matthew Brown and Michael Kunzelman, December 05, 2015
FILE -In this Monday, Feb. 23, 2015, file photo, clean up continues near Mount Carbon, W.Va., where a train derailed and sent a tanker with crude oil into the Kanawha River. A little-known truth about North American railroads: No rules govern when rail becomes too worn down. Since 2000, U.S. officials blamed rail wear as the direct cause of 111 derailments causing $11 million in damage. (AP Photo/Chris Tilley, File)
A pair of train derailments in 2012 that killed two people in Maryland and triggered a fiery explosion in Ohio exposed a little-known and unsettling truth about railroads in the U.S. and Canada: No rules govern when rail becomes too worn down to be used for hauling hazardous chemicals, thousands of tons of freight or myriad other products on almost 170,000 miles of track.
U.S. transportation officials moved to establish universal standards for when such steel gets replaced, but resistance from major freight railroads killed that bid, according to Associated Press interviews with U.S. and Canadian transportation officials, industry representatives and safety investigators.
Now, following yet another major accident linked to worn-out rails — 27 tanker cars carrying crude oil that derailed and exploded in West Virginia earlier this year — regulators are reviving the prospect of new rules for worn rails and vowing they won’t allow the industry to sideline their efforts.
“We try to look at absolutely every place where we can affect and improve safety,” said Federal Railroad Administrator Sarah Feinberg. “Track generally is the place that we’re focusing at the moment, and it’s clearly overdue. Rail head wear is one place in particular that we feel like needs to be addressed as soon as possible.”
An official announcement on the agency’s intentions to revisit rail wear is expected by the end of the year.
In the meantime, federal regulators haven’t taken the positive steps that they need to, said Ronald Goldman, an attorney for the families of the two 19-year-old women who died in a 2012 derailment outside Baltimore.
“It’s a lack of will, not a lack of ability, in my opinion,” he added.
Industry supporters argue that the seven major freight railroads in the U.S. and Canada are in the best position to know what is going on with their lines, including when they need to be replaced or have the maximum speeds for trains traveling on them lowered. They also note a long-term decline in accidents that has reduced the frequency of derailments by more than 40 percent since 2000.
All sides agree it’s difficult to pinpoint how many accidents are tied to worn rail. Since 2000, U.S. officials blamed rail wear as the direct cause of 111 derailments causing $11 million in damage.
That’s less than 1 percent of all accidents, yet it masks a broader safety dilemma: Years of massive loads rolling over a rail will exacerbate defects in the steel, such as cracks or fractures. Investigators ultimately list the defect as the cause of a derailment, but it might never have been a problem if the rail had not been worn down.
“Rail defects are internal and rail wear is external, and when external meets internal, that’s when problems may arise,” said John Zuspan of Track Guy Consultants, a Pennsylvania firm that offers track inspections, safety training and other services for railroads.
Two accident causes in particular have the strongest correlation with worn-out rails: “detail fractures” that result from fatigued metal, and “vertical splits” in the head of the rail, where it makes contact with a train’s wheels, according to the FRA.
Those problems caused a combined 1,200 derailments with $300 million in damages, three deaths and 29 people injured in the U.S. between 2000 and the present, according to accident records reviewed by the AP.
Among them was the July 2012 derailment of a Norfolk Southern Railway train hauling ethanol and other products through Columbus, Ohio. Seventeen cars derailed, including three hauling highly flammable ethanol that exploded into flames, triggering an evacuation of surrounding neighborhoods.
A month later, another accident occurred involving a CSX Transportation train hauling coal over a bridge along Main Street in Ellicott City, Maryland, outside Baltimore. Twenty-one cars derailed when the company’s worn-down rail split beneath the weight of the coal cars. The two college students sitting on the bridge died, crushed by thousands of pounds of spilled coal.
The victims’ families reached a settlement with CSX last year for undisclosed terms. Goldman, the families’ attorney, said he pressed federal officials for a forum that would allow his clients to testify about the issue, but “nothing really happened.”
A month after the CSX derailment, federal regulators asked the Rail Safety Advisory Committee — a panel created by the Railroad Administration to include the industry and others in fashioning safety rules — to craft new standards to reduce the risks of worn-down rail. The committee set up a 116-person working group to tackle the problem, made up of industry representatives, government officials, consultants, researchers and railroad worker unions.
The group included 55 representatives from the major freight railroads and their industry organization, the Association of American Railroads. The FRA had 14 seats at the table and their counterparts from Transport Canada had five.
Following several meetings in 2012 and 2013, the group — which required consensus before recommending action — agreed on voluntary guidance for companies to manage rail wear, but no new regulations.
“There was certainly a lot of pushback and a lot of political pressure put on FRA not to adopt regulations for rail wear,” said Richard Inclima, director of safety for the union that represents track inspectors and a member of the working group. “Rail wear limits were on the table. The industry raised a lot of arguments against rail wear limits.”
“The industry doesn’t want to be regulated,” he added. “That’s no secret.”
The railroads’ opposition was confirmed by others involved with the group’s work including from the National Transportation Safety Board, the FRA and Transport Canada.
Association of American Railroads spokesman Ed Greenberg said the railroads were “unaware of any science-based data supporting rail wear limits.”
NTSB investigator Richard Hipskind, who took part in the Ellicott City and Columbus accident investigations and later served on the rail wear working group, said more research would be needed to establish universal standards.
Railroads have their own internal standards for rail wear, and have replaced more than 30,000 miles of rail since 2010, according to reports submitted by the major railroads to the U.S Surface Transportation Board, a semiautonomous agency under the umbrella of the U.S. Department of Transportation.
Standards vary among railroads and are complicated by differences in how much weight a given line bears, whether it’s in a wet or dry climate, and if the line goes through mountains or involves lots of turns. Those variables can make the difference between well-worn rail that’s still safe and routes that poses a heightened safety hazard, according to industry experts and safety officials.
Greenberg said the industry takes an aggressive approach to identifying and removing defective or worn sections of rail.
“Each railroad has its distinct operating environment and operating conditions that would be factored into this,” Greenberg said. He added that the industry was now interested in “renewed dialogue” with the FRA on the topic.
The AP requested details on rail wear standards from each of the seven major freight railroads — BNSF Railway, Union Pacific, Canadian Pacific, CSX, Canadian National, Norfolk Southern and Kansas City Southern. They either refused the request or referred questions to the railroad association, which also declined to release the standards.
Public attention to train derailments increased sharply after July 2013, when an out-of-control oil train derailed and exploded in Lac-Megantic, Quebec, killing 47 people. One of the most significant changes to emerge from that and other accidents involving crude and ethanol was a mandate for companies to phase out or upgrade tens of thousands of tank cars that are prone to rupture.
Those are important changes, said James Horbay, a rail safety engineer with Transport Canada. But what causes trains to come off the tracks in the first place needs to be resolved, he said.
“If you crash an airplane, are you going to say, ‘Let’s build an airplane that’s not going to fall apart when it hits the ground?'” he asked. “Whether rail wear is something that should be looked at is a good question to ask. You’re going right to the cause now.”
Matthew Brown reported from Billings, Montana. Michael Kunzelman reported from Baton Rouge, Louisiana.
