Tag Archives: Sensitive wildlife habitats

Big Oil, Fossil fuel divestment, Natural gas, Sensitive wildlife habitats

North America’s Oil And Gas Industry Has Taken Over 7 Million Acres Of Land Since 2000

Repost from Think Progress’s Climate Progress

North America’s Oil And Gas Industry Has Taken Over 7 Million Acres Of Land Since 2000

By Katie Valentine, April 24, 2015 at 12:28 pm

Millions of acres of land across the U.S. and Canada has been taken over by oil and gas development in the last 12 years, according to a new study.

The study, published Friday in Science, tallied up the amount of land that’s been developed to house drilling well pads, roads, and other oil and gas infrastructure in 11 U.S. states and three Canadian provinces. It found that between 2000 and 2012, about 3 million hectares (7.4 million acres) have been turned over to oil and gas development, a stretch of land that, combined, is equal to three Yellowstone National Parks.

This land takeover can have ecological consequences, according to the report.

“Although small in comparison with the total land area of the continent, this important land use is not accounted for and creates additional pressures for conserving rangelands and their ecosystem functions,” the report states. “The distribution of this land area has negative impacts: increasing fragmentation that can sever migratory pathways, alter wildlife behavior and mortality, and increase susceptibility to ecologically disruptive invasive species.”

Most of the land converted into drilling operations was cropland and rangeland — a term that encompasses prairies, grassland, shrubland, and other ecosystem types — and roughly 10 percent was woodland. Wetlands, according to the report, were mostly spared by oil and gas developers, though a very small amount have been converted into oil and gas sites.

CREDIT: Science/AAAS

Land takeover due to oil and gas development can have a number of negative consequences, the report states. It removes vegetation that’s important for food, habitat, and carbon storage, and it also fragments ecosystems in such a way that can disrupt the natural behavior of wildlife.

According to the report, oil and gas development reduced the study area’s net primary production (NPP) — the rate at which an ecosystem produces plant biomass, which the report calls “a fundamental measure of a region’s ability to provide ecosystem services” — by 4.5 teragrams (9,920,801,798 pounds). The amount of vegetation lost from rangelands amounts to about five million animal unit months (the amount of vegetable forage required to feed an animal for one month), which “is more than half of annual available grazing on public lands managed by the U.S. Bureau of Land Management.”

“The loss of NPP is likely long-lasting and potentially permanent, as recovery or reclamation of previously drilled land has not kept pace with accelerated drilling,” the report states.

Steve Running, co-author of the study and ecology professor at the University of Montana, told Midwest Energy News that the upward trend of oil and gas development is concerning in terms of land use, especially if serious efforts to reclaim land aren’t taken.

“The point we’re trying to make with this paper is not so much that some huge fraction of current land area has been de-vegetated, as much as the trajectory of drilling, (consuming) a half-million acres per year,” he said. “If we continue that to 2050, you get to some seriously big amounts of land.”

CREDIT: Science/AAAS

Right now, there’s not much known about to what extent oil and gas areas in the U.S. are being reclaimed after they’ve been developed, said Samuel D. Fuhlendorf, another co-author of the report from Oklahoma State University. And, he said, there isn’t much work at the federal or state level to regulate or enforce this reclamation. Some states — including Pennsylvania, Ohio, North Dakota, and West Virginia — do require oil and gas companies to submit plans for reclaiming land after they’re done drilling. But others, like Colorado, don’t require these plans.

“You’d expect there would be both state- and federal-level policy,” Running told Midwest Energy News. “But we’re not aware of a clear policy on this. We don’t see any active discussion or regulatory planning of how that’s going to be done, who will do it and when it will be done. Beyond policy, is there actual enforcement. We are not aware that any state or federal policies are actively following this.”

Oil prices, Oil producers, Sensitive wildlife habitats, Tar sands crude

Wolves Shot From Choppers Shows Oil Harm Beyond Pollution

Repost from Bloomberg News

Wolves Shot From Choppers Shows Oil Harm Beyond Pollution

by Rebecca Penty, April 22, 2015 5:00 PM PDT
Wolves Shot From Choppers Shows Oil Sands Harm Beyond Pollution
British Columbia killed 84 wolves in the hunt that ended this month. Alberta eliminated 53 this year, bringing its total killed through the program since 2005 to 1,033. Source: Universal Education/Universal Images Group via Getty Images

Here’s one aspect of Canada’s energy boom that isn’t being thwarted by the oil market crash: the wolf cull.

The expansion of oil-sands mines and drilling pads has brought the caribou pictured on Canada’s 25-cent coin to the brink of extinction in Alberta and British Columbia. To arrest the population decline, the two provinces are intensifying a hunt of the caribou’s main predator, the gray wolf. Conservation groups accuse the provinces of making wolves into scapegoats for man-made damage to caribou habitats.

The cull carried out in winter when the dark fur of the wolves is easier to spot against the snow has claimed more than 1,000 animals since 2005. Hunters shoot them with high-powered rifles from nimble two-seat helicopters that can hover close to a pack or lone wolf. In Alberta, some are poisoned with big chunks of bait laced with strychnine, leading to slow and painful deaths that may be preceded by seizures and hypothermia.

“It’s an unhappy necessity,” Stan Boutin, a University of Alberta biologist, said of the government-sponsored hunt. “We’ve let the development proceed so far already that now, trying to get industry out of an area, is just not going to happen.”

The energy industry has delivered a death blow to caribou by turning prime habitat into production sites and by introducing linear features on the landscape that give wolves easy paths to hunt caribou, such as roads, pipelines and lines of downed trees created by oil and gas exploration.

A drop in drilling after oil prices plunged can’t reverse the damage. More than C$350 billion ($285 billion) spent by Alberta’s oil-sands producers to build an industrial complex that’s visible from space have made the province’s boreal herds of woodland caribou the most endangered in the country. Their population is falling by about half every eight years, according to a 2013 study in the Canadian Journal of Zoology.

Caribou Ranges

Since 2005, Alberta has auctioned the rights to develop more than 25,000 square kilometers (9,652 square miles) of land in caribou ranges to energy companies, according to the Canadian Parks and Wilderness Society, an Ottawa-based charity. That’s equivalent to about three times New York’s metropolitan area.

“When the oil industry goes in there and cuts those lines and drills and puts in pipelines, it helps the wolves,” said Chad Lenz, a hunting guide with two decades of experience based in Red Deer, Alberta. Lenz has watched caribou herds shrink as the number of wolves soar. “There’s not a place in Alberta that hasn’t been affected by industry, especially the oil industry.”

Home to the world’s third-largest proven crude reserves, Alberta depends on levies from the energy industry to build new roads, schools and hospitals.

British Columbia

British Columbia joined Alberta in sponsoring a wolf hunt this year as its logging and energy industries too are putting populations of woodland caribou at risk. Canada’s westernmost province is trying to erase its debt with revenues from the energy industry, as companies including Royal Dutch Shell Plc consider multibillion-dollar gas export projects along the Pacific Coast.

The provinces are widening their wolf cull — a stop gap poised to extend for years — as companies such as Devon Energy Corp. join in testing other radical measures to revive the herds.

British Columbia killed 84 wolves in the hunt that ended this month. Alberta eliminated 53 this year, bringing its total killed through the program since 2005 to 1,033.

Conservation groups have petitioned for the end of a program they deem unethical without aggressive habitat recovery, while the provinces keep selling drilling rights on caribou ranges.

‘Scapegoating Wolves’

“We do not support the current wolf kill,” said Carolyn Campbell, a conservation specialist at the Alberta Wilderness Association, a Calgary-based advocacy group. “It’s an unethical way to scapegoat wolves.”

The provinces are only poised to kill more wolves, though, as they prepare plans to reverse the population decline for each caribou range ahead of a 2017 Canadian government deadline.

Alberta is expected to continue the cull in the first of its range plans to be released this year, which will serve as a model for handling of the other herds, said Duncan MacDonnell, a spokesman for Alberta’s Environment and Sustainable Resource Development department. British Columbia’s 2015 cull was just the first of a five-year program.

Killing wolves is saving caribou from extinction while governments and energy companies consider new approaches, said the University of Alberta’s Boutin.

Industry Efforts

The energy industry has worked to reduce its impact on caribou by adding gates on roads to block access and by returning disturbed land to a more natural state, said Chelsie Klassen, a spokeswoman for the Canadian Association of Petroleum Producers.

After spending about C$200 million annually for 12 years to help revive the caribou and watching populations continue to fall, companies are finally seeing small successes, said Amit Saxena, senior biodiversity and land specialist at Devon.

Wolves tracked with collars are being deterred from areas where companies have replanted trees, Saxena said. At its Jackfish oil-sands project, Devon is monitoring a fenced patch of land to see if it can keep out wolves and bears attracted by bait. Until the lessons can be successfully applied to wider swaths of land, the wolf cull will have to continue, he said.

“Sustainability of caribou herds and oil and gas activity can go hand in hand on the landscape,” Saxena said. “If we can manage that predation level that is too excessive in some areas, then caribou can recover on an industrial, active working landscape.”

Habitat Recovery

The human impact can’t all be reversed for herds that each require about 30,000 square kilometers of mostly undisturbed land to thrive, Boutin said. The biologist advocates building pens for pregnant and newborn caribou and larger fenced-off areas for certain entire herds.

“Habitat recovery will be part of the toolbox but it will never be useful on its own,” Boutin said. If provincial governments don’t pursue radical ideas such as maternity pens, fences and predator control, “then they’re going to be wasting everybody’s time.”

Bakken Crude, Crude By Rail, Emergency Readiness & Response, Federal Regulation (U.S.), Oil spill, Rail Safety, Rivers, Sensitive wildlife habitats, Tank car design

Heitkamp Presses OIRA To Finish Oil Train Rules; DeFazio presses for info

Repost from Roll Call

Heitkamp Presses OIRA To Finish Oil Train Rules

By Roll Call Staff, March 13, 2015 9:55 a.m. 
Sen. Heidi Heitkamp, D-N.D., center, is urging OIRA to "quickly finalize" regulations on rail shipment of crude oil. (Photo By Bill Clark/CQ Roll Call)
Sen. Heidi Heitkamp, D-N.D., center, is urging OIRA to “quickly finalize” regulations on rail shipment of crude oil. (Photo By Bill Clark/CQ Roll Call)

“Oh Ira, why can’t you work more quickly?” That might’ve been what tunesmith George Gershwin said to his lyric-writing brother Ira Gershwin. But for transportation purposes, it’s essentially what Sen. Heidi Heitkamp, D- N.D., said Thursday to OIRA – pronounced “oh-Ira” – the Office of Information and Regulatory Affairs, within the Office of Management and Budget.

OIRA is where proposed regulations go for a final vetting and it now has under review a series of proposed rules on more robust oil tank cars and safer transport of crude oil.

In a letter to OMB director Shaun Donovan, Heitkamp urged OIRA to “quickly finalize” the regulations so that shippers and first responders can know what they must do to more safely ship crude oil. Much of that oil comes from the Bakken formation in Heitkamp’s state and in Montana and is carried by rail to refineries on the East Coast and the West Coast.

She cited the December 2013 derailment, explosion and fire in Casselton, N.D., noting that while no one was killed in that incident “we were lucky… but we cannot depend on luck.”

Meanwhile House Transportation and Infrastructure Committee ranking member Peter A. DeFazio, D- Ore., has asked the Government Accountability Office to report to him on what railroads and the federal government are doing to prepare for an oil train derailment and fire “particularly in the most remote and environmentally sensitive areas”

DeFazio specifically asked the GAO to examine what the railroads are doing to preposition “critical resources necessary to respond to spills in both urban and rural areas, including forest lands, with limited road access, prone to catastrophic fire, or at-risk due to long-term drought” and to preposition “critical resources to contain and clean-up oil spills into rivers or other water bodies.”

As the Oregonian reported last year, “Eighteen oil trains a week move along the Washington side of the Columbia River Gorge.” Part of the gorge is a national scenic area and it borders national forests.

Bakken Crude, California Regulation, Crude By Rail, Emergency Readiness & Response, Funding for emergency response

New map shows California emergency teams not in best position for oil train response

Repost from The Sacramento Bee
[Editor: This interactive OES map, “Rail Risk and Response” is an incredibly detailed resource – as you zoom in, additional features appear.  Hazards shown on the map include geologically unstable areas, proximity to dense population centers, proximity to waterways, schools and hospitals, pipelines, sensitive species or habitat, etc.  The story in the Sacramento Bee does not contain a link to the map.   Here’s the intro page for the interactive map.   And here’s the map itself.  – RS]

New map shows California emergency teams not in best position for oil train response

By Curtis Tate, McClatchy Newspapers, Jul. 4, 2014

A map put together by multiple state agencies in California shows that the location and capability of emergency response teams don’t always align with the biggest risks presented by an expected increase in crude oil shipments by rail in the coming years.

The map shows that the state’s largest population centers, including Sacramento, the Bay Area and Los Angeles, have the most robust emergency response capabilities.

But rural stretches of California’s rail network, including locations with a history of derailments, have the least equipped and least trained emergency response teams, according to the map produced by the Interagency Working Group on Oil by Rail Safety.

The map shows large concentrations of hospitals, schools and neighborhoods around many rail lines through California cities. Additionally, it shows that the state’s rail network frequently intersects with fault lines, rivers and streams and sensitive wildlife habitats.

California has some of the best-trained and best-equipped emergency response teams in the country, according to some experts, but they’re not always where they’re needed.

“Proximity matters,” said Kelly Huston, a spokesman for the state Office of Emergency Services.

Since Gov. Jerry Brown proposed a shift in state oil spill and prevention resources in his budget in January, members of the California Legislature have held hearings and offered legislation to improve the state’s preparedness.

“Everyone recognizes this is a critical need throughout the state,” said state Sen. Fran Pavley, D-Agoura Hills.

Starting next year, California will begin imposing a 6.5-cent-a-barrel fee on oil transported to the state by rail to fund oil spill response and prevention efforts. State lawmakers have introduced another bill to levy an additional fee to train and equip firefighters who may be called to respond to a rail incident.

California officials soon expect the state to receive as much as a quarter of its oil supply by rail, which means more frequent train movements through the state’s highest-risk areas.

“It makes what we’re doing that much more important,” said state Sen. Jerry Hill, D-San Mateo.

The map was presented last week by the state Environmental Protection Agency at a workshop on crude oil trends at Berkeley City College. It shows a dearth of response capability in locations where derailments have occurred more frequently, according to the California Public Utilities Commission.

These include the Cantara Loop on the upper Sacramento River, the site of a 1991 train derailment that released thousands of gallons of pesticide, killing fish along a 40-mile stretch of the river.

They also include the Feather River Canyon, which according to documents released last week by OES, is the route of a twice-monthly train of Bakken crude oil. The trains, operated by BNSF, pass through Sacramento on their way to a rail terminal in Richmond.

“A spill into these sources of water makes it even more problematic,” Pavley said.

Another vulnerable site: Cuesta Grade, a steep, serpentine stretch of track north of San Luis Obispo. A proposed crude-by-rail terminal at the Phillips 66 refinery in Santa Maria, south of San Luis Obispo, would bring five 80-car oil trains a week over the line, operated by Union Pacific.

Aaron Hunt, a spokesman for Union Pacific, said that the railroad had reached out to fire departments across California in the communities where it operates and has offered “comprehensive” hazardous materials training to first responders around the state.

“We annually train local, state and federal first-responders on protocols to minimize the impact of a derailment in their communities,” he said.

BNSF, the railroad that hauls more crude oil than any in North America, is offering hazardous materials training for hundreds of firefighters, including some in Sacramento, according to spokeswoman Lena Kent.

Trains transporting crude oil are not new in California. From 1983 to 1997, Southern Pacific Railroad operated one such train every day between Bakersfield and South Los Angeles over the Tehachapi Pass.

But that oil was thicker California crude that doesn’t ignite easily, and it was also transported in specially designed tank cars. Much of the crude oil coming into the state today is lighter and more flammable, and it’s loaded into a fleet of tank cars with a long record of failure in derailments.

“In light of new risks, it’s essential for first responders to have the right training and equipment to prepare for and respond to accidents,” said Curtis Brundage, a hazardous materials specialist with the San Bernardino Fire Department, in a state Senate hearing last month.

The worst accident occurred a year ago, in Lac-Megantic, Quebec. An unmanned Bakken crude oil train broke loose and derailed in the center of town. Massive fires and explosions killed 47 people and leveled entire blocks of buildings.

More derailments followed, though none fatal, as the railroads and the federal government initiated a series of safety improvements. Emergency response officials from all over the country have testified in Washington in the past few months that local fire departments lack the resources to confront large fires from trains carrying 3 million gallons of oil.

In a report last month, OES made a dozen recommendations to improve the safety of California communities, including increased track inspections, stronger tank cars, more funding for emergency response and better notification of hazardous shipments from the railroads.

Hill gives the railroads credit for taking the issue seriously with stepped-up track inspections, new operating procedures, orders for stronger tank cars and offers to train emergency personnel. But he added that state lawmakers and agencies were right to push for more before a trickle of oil shipments by rail to California turned into a steady stream.

“We saw what happened elsewhere,” he said. “This is just to make sure California is prepared.”