Category Archives: Bakken Crude

NEW STUDY: The U.S. oil and gas boom is having global atmospheric consequences

Repost from the Washington Post

The U.S. oil and gas boom is having global atmospheric consequences, scientists suggest

By Chelsea Harvey, April 28, 2016
Advances in hydraulic fracturing and directional drilling have unlocked huge amounts of petroleum in the Badlands of Montana. (AP/Charles Rex Arbogast)

Scientists say they have made a startling discovery about the link between domestic oil and gas development and the world’s levels of atmospheric ethane — a carbon compound that can both damage air quality and contribute to climate change. A new study in the journal Geophysical Research Letters has revealed that the Bakken Shale formation, a region of intensely increasing recent oil production centered in North Dakota and Montana, accounts for about 2 percent of the entire world’s ethane output — and, in fact, may be partly responsible for reversing a decades-long decline in global ethane emissions.

The findings are important for several reasons. First, ethane output can play a big role in local air quality — when it is released into the atmosphere, it interacts with hydrogen and carbon and can cause ozone to form close to the Earth, where it is considered a pollutant that can irritate or damage the lungs.

Ethane is also technically a greenhouse gas, although its lifetime is so short that it is not considered a primary threat to the climate. That said, its presence can help extend the lifespan of methane — a more potent greenhouse gas — in the atmosphere. This, coupled with ethane’s role in the formation of ozone, makes it a significant environmental concern.

From 1987 until about 2009, scientists observed a decreasing trend in global ethane emissions, from 14.3 million metric tons per year to 11.3 million metric tons. But starting in 2009 or 2010, ethane emissions starting rising again — and scientists began to suspect that an increase in shale oil and gas production in the United States was at least partly to blame. The new study’s findings suggest that this may be the case.

The study took place during May 2014. A National Oceanic and Atmospheric Administration (NOAA) aircraft flew over the Bakken Shale and collected data on airborne ethane and methane, as well as ozone, carbon dioxide and other gases.

“We were interested in understanding the atmospheric impacts of some of these oil and gas fields in the U.S. — particularly oil and gas fields that had a lot of expansion of activities in the last decade,” said Eric Kort, the study’s lead author and an atmospheric science professor at the University of Michigan.

The findings were jarring.

“We found that in order to produce the signals we saw on the plane, it would require emissions in the Bakken to be very large for ethane … equivalent to 2 percent of global emissions, which is a very big number for one small region in the U.S.,” Kort said.

Notably, he said, the team’s observations in the Bakken Shale helped shed some light on the mysterious uptick in global ethane emissions observed over the past few years.

“The Bakken on its own cannot explain the complete turn, but it plays a really large role in the change in the global growth rate,” Kort said.

On a regional level, the researchers pointed out that a deeper investigation into the Bakken emissions impact on ozone formation may be warranted — not only for the purpose of analyzing local air quality but also because current models of the atmosphere have not included the jump in ethane output.

Because the researchers were also measuring other gases during the flyovers — including ozone, carbon dioxide and methane — they were able to make another major discovery. They found that the ratio of ethane to methane produced by the Bakken was much higher than what has been observed in many other shale oil and gas fields in the United States — an observation that could have big implications for future methane assessments, which are important for climate scientists.

In many oil and gas fields, methane is often the primary natural gas present — sometimes accounting for up to 90 percent or more of the gas that is released during extraction. Ethane often tends to be present in smaller proportions. In the Bakken, however, the researchers found that ethane accounted for nearly 50 percent of all the natural gas composition, while methane was closer to 20 percent.

This is important because researchers sometimes use trends in global ethane emissions to make assumptions about the amount of methane that’s being released by fossil fuel-related activities. While it’s possible to measure the total methane concentration in the atmosphere, it’s difficult to say exactly where that methane came from, because there are so many possibilities: thawing permafrost in the Arctic, emissions from landfills and agriculture are just a few examples. But because ethane is primarily emitted as a byproduct of fossil fuel development — and because methane and ethane tend to be emitted together in those cases — researchers sometimes use trends in global ethane emissions to make assumptions about how much of the Earth’s methane output can be attributed to oil and gas development.

When global ethane emissions were declining, for instance, many researchers assumed that overall losses of natural gas during fossil fuel extraction were declining, Kort noted. And when ethane emissions began rising again, it was logical to assume that methane emissions — from oil and gas development, specifically — were also likely on the rise. But as the Bakken study points out, this is not necessarily the case. The new study suggests that the Bakken formation has accounted for much of the global increase in ethane emissions while emitting comparatively low levels of methane simultaneously. And the researchers believe that there are other locations in the United States — the Eagle Ford shale in Texas, for example — where conditions are similar.

“They’ve basically shown here that a single shale can account for most of the ethane increase that you’ve seen in the past year,” said Christian Frankenberg, an environmental science and engineering professor at the California Institute of Technology and a researcher at NASA’s Jet Propulsion Laboratory. (Frankenberg was not involved with this study, although he has collaborated with Kort in the past.)

“This is not to say that there’s no enhanced methane in these areas,” he added. But he pointed out that making an incorrect assumption about the ratio of methane escaping compared to ethane “might easily overestimate the methane increases in these areas.”

And making incorrect assumptions about the methane that’s entering the atmosphere alongside ethane can skew climate scientists’ understanding of where the Earth’s methane emissions are coming from and which sources are the biggest priorities when it comes to managing greenhouse gas emissions.

Thus, while the new study contains striking findings about ethane emissions, it perhaps only deepens the already large and contentious mystery over just how much the U.S. oil and gas boom is contributing to emissions of methane, which is widely regarded to be the second most important greenhouse gas after carbon dioxide.

More broadly, the paper also highlights the immense impact that fossil fuel development in the United States can have on the atmosphere — and how important it is from both an air quality and a climate perspective to closely monitor these activities. As the paper points out, domestic production is already being felt on a global level.

“Ethane globally had been declining from the 80s until about 2009, 2010 … and nobody was really sure why it was increasing in the atmosphere again,” Kort said. “Our measurements showed this one region could explain much of the change in global ethane levels and kind of illustrate the roles these shale plains could play.”

CHICAGO MAGAZINE: BOMB TRAINS – The scariest threat you didn’t know about

Repost from Chicago Magazine

BOMB TRAINS – THE SCARIEST THREAT YOU DIDN’T KNOW ABOUT

They’re explosive. Pervasive. And their movements are cloaked in secrecy. Their nickname? Bomb trains. And they roll through the heart of Chicago.
ChiMag_BombTrains600
A train carrying hazardous material, potentially crude oil, heads south through Chinatown’s Ping Tom Memorial Park, photographed at dusk on March 15, 2016. PHOTO: JON LOWNENSTEIN
BY Ted C. Fishman, April 25, 2016 9:35 A.M.

They could not look more ominous. The long coal-black tubes announce themselves by their distinctive shape and color, their markings too small to read from the street. The 30,000-gallon tank cars roll, sometimes 100 at a time, in trains of up to one mile in length. Their cargo? Crude oil—as much as three million gallons per train. Nearly all of it is light sweet Bakken crude, a type that is particularly explosive. In whole, these trains constitute likely the biggest, heaviest, and longest combustibles to ever traverse America, and they do so routinely. More pass through Chicago than any other big metro area. Their blast potential has earned them a terrifying nickname: bomb trains.

Stand long enough at 18th and Wentworth, on the traffic bridge that separates the newer sections of Chinatown from the largely residential South Loop, and you will spot the tank cars wending their way across neighborhoods on the Near South and West Sides, past playgrounds, schoolyards, and row after row of houses. An estimated 40 of these trains cut through the metro area weekly. There’s no public information on exact routes or timetables; revealing their paths, the logic goes, might aid potential saboteurs, a real risk in an age of terrorism.

Until recently, crude on the rails was relatively rare. But since 2008, when Bakken oil began rolling out of newly active fields in the United States—North Dakota is the biggest producer—and toward Eastern refineries, the number of oil tank car shipments has grown 50-fold. That’s pushed the number of accidents up, too. According to U.S. government data, from 1975 to 2012, an average of 25 crude oil spills from tank cars occurred on the rails each year. In 2014, that number rose to 141. Most incidents are minor, such as small leaks. But in cases of a major derailment, the result can be catastrophic, even fatal (see “Terrifying Incidents,” below).

Chicago found that in the last three years there were 17 derailments of crude oil trains in North America significant enough to generate news coverage. In eight of them, the tank cars blew, sending fireballs hundreds of feet into the air, filling the sky with black mushroom clouds. In the most severe cases, the flames produced are so hot that firefighters almost inevitably choose to let them burn out, which can take days, rather than extinguish them. (The Wall Street Journal calculated that a single tank car of sweet crude carries the energy equivalent of two million sticks of dynamite.) Even when there are no explosions, the spills can wreak havoc on the environment: five of the 17 accidents resulted in the pollution of major waterways, affecting thousands of people across the continent.

Chicago is particularly vulnerable. As the Western Hemisphere’s busiest freight hub, the city has become a center for crude oil traffic, too. High volumes, combined with a densely populated urban setting, have watchdogs such as the Natural Resources Defense Council alarmed. Henry Henderson, the NRDC’s Midwest program director, sums up the threat this way: “Trains with highly explosive materials are traveling through the city on aging tracks in cars that are easily punctured, which can result in devastating explosions.”

Many of these trains cut through what were once industrial rail yards in the city and suburbs. Over the last 35 years, however, much of that property has turned into residential and commercial clusters. “You should assume that if you live in the Chicago area, near a railroad track, that there are trains carrying Bakken crude oil,” says Jim Healy, a member of the DuPage County Board.

Though Chicago has so far been spared a crude oil train crash, the potential of one presents a horrifying picture. One particular nightmare is emblazoned in the minds of first responders, and regulators. On July 6, 2013, a runaway crude oil train, which had been left unattended, sped through the center of the small Quebec town of Lac-Mégantic. Sixty-three cars derailed. Forty-seven people were killed, some literally incinerated while they drank at a bar.

The catastrophic 2013 derailment in the Quebec town of Lac-Mégantic
The catastrophic 2013 derailment in the Quebec town of Lac-Mégantic PHOTO: PAUL CHIASSON/THE CANADIAN PRESS

Emergency responders in the Chicago area say they are confident any derailment here could be managed before it reached neighborhood-destroying levels. “Crude is not the threat that everyone says it is,” says Gene Ryan, chief of planning for Cook County’s Department of Homeland Security and Emergency Management. Ryan and a group of first responders looked closely at 29 major accidents across North America and found that “even though the crude is full of all kinds of volatile materials, the cars did not completely blow apart and hit homes,” he says.

But in a city as dense as Chicago, it takes only one freak incident to have a titanic effect on the urban landscape. Just last year, on March 5, on a stretch of track near Galena, Illinois, 21 BNSF Railway train cars carrying 630,000 gallons of Bakken crude derailed and tumbled down an embankment. Five of them burned for three days. At the time, James Joseph, director of the Illinois Emergency Management Agency, told the Chicago Tribune: “We’re fortunate this occurred where it did, in a remote area, and there were no homes around it.”

Experts believe the train was likely headed for Chicago, 160 miles to the east.


Historically, oil in America moved from south (think Texas and Louisiana) to north mostly through pipelines, the safest conduits for it. When newly deployed technologies such as horizontal drilling and hydraulic fracturing—or fracking—opened access to sources of oil in North Dakota and elsewhere in the West, few pipelines were in place to move the crude to the refineries back east that could handle it. (A proposed pipeline for Bakken crude running from Stanley, North Dakota, to Patoka, Illinois, has faced political and jurisdictional challenges.) With limited alternatives, oil producers and refiners turned to railroads. In 2014, trains carried 11 percent of the nation’s crude oil.

ChiMag_ImpactZoneSo what paths do these tank cars take? The exact routes are state secrets. But assuming 40 trains, carrying three million gallons of crude oil each, pass through the Chicago area weekly, that means more than 17 million gallons roll through the city daily. It’s an inexact count, and the NRDC has continued to push to get accurate information. “A lot of people don’t know their residences are adjacent to hazardous cargo,” says Henderson. “The issue should be subject to public discussion, but the public has been cut off from it.”

Using freight maps and firsthand reporting, the West Coast environmental advocacy group Stand has assembled a national map of the most common crude oil train routes and created an interactive website that allows users to determine how far any U.S. location is from these routes. For example, according to the site, half of Chicago’s Bridgeport neighborhood, home to 32,000 people and U.S. Cellular Field, falls squarely within a half-mile “evacuation zone,” established by the U.S. Department of Transportation for areas vulnerable to crude oil train explosions. Stretch that to the one-mile “impact zone” and you include the Illinois Institute of Technology, University of Illinois at Chicago, and Cook County Juvenile Court.


 

ChiMag_TrainsInCity


It’s not just Chicago proper that sees traffic from crude oil trains. They cut through Joliet, Naperville, Barrington, Aurora, and dozens of other suburbs. “I can look outside my office and see them passing through downtown,” says Tom Weisner, Aurora’s mayor. “About 120,000 tanker cars a year now come through our city.”

Last April, the U.S. Department of Transportation ordered a maximum speed for crude oil trains of 40 miles an hour in populous areas. The majority of railroads run them 10 miles slower than that, an acknowledgment, in effect, that the trains aren’t invulnerable. Most often, it is a flawed track, wheel, or axle that leads to a derailment, which can then cause tank cars to rupture.

Bakken crude was first shipped using tank cars designed for nonhazardous materials and ill suited to its volatility. (Most tank cars are owned not by the railroads but by the oil producers and refiners, such as Valero Energy and Phillips 66, that ship crude.) Those first-generation tank cars, called DOT-111s, have almost all been subjected to new protections, including having their shells reinforced with steel a sixteenth of an inch thicker than used in earlier models. Federal regulations passed in 2015 mandate that by 2025 haulers must replace all cars with new models featuring even thicker steel shells and other safety measures.


 

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Railroads know the dangers. In addition to the human and environmental costs, one terrible accident could put a railroad company out of business. Montreal, Maine & Atlantic Railway, which ran the train that devastated Lac-Mégantic, could only cover a fraction of its hundreds of millions of dollars in liabilities and went bankrupt.

The big railroads hauling crude in the United States and Canada have spent heavily on new technology to make their lines safer, including an Association of American Rails app called AskRail, which identifies the contents and location of rail cars carrying hazardous materials. What railroad companies cannot yet do is reroute trains away from the populous areas whose growth their lines once spurred. There simply isn’t the infrastructure in place to do so.

And while the American Association of Railroads reports that rail companies have spent $600 billion since 1980 improving their current routes, even well-maintained tracks remain vulnerable. Department of Transportation accident data shows that broken rails were the main cause of freight derailments from 2001 to 2010. What’s more, the Federal Rail Administration, the agency charged with overseeing the integrity of America’s tracks, says it can only monitor less than 1 percent of the federally regulated rail system annually due to a shortage of manpower.

“There’s a lackadaisical attitude among people, including officials, about infrastructure that is not up to the threats against it, even as the threats are manifesting,” says Henderson. “You saw that in Flint, Michigan, and in other places with drinking water. And now with crude oil trains, which deal with very serious materials moving [on a system] not adequate to protect people from mistakes.”


10 Terrifying incidents

With crude oil rail shipments growing 50-fold in the last eight years, the number of accidents has risen too. Below, 10 of the most damaging. —Katie Campbell

JULY 6, 2013

Lac-Mégantic, Quebec

In the worst recent accident, 63 cars on a runaway train derailed in the heart of this Canadian town. The resulting blast and flames killed 47 residents and destroyed 30 buildings in the small downtown.

NOVEMBER 8, 2013

Aliceville, Alabama

Outside this tiny Southern town, 25 cars spilled nearly 750,000 gallons of oil into surrounding wetlands, creating an environmental nightmare.

DECEMBER 30, 2013

Casselton, North Dakota

After two trains collided, 18 cars on the one carrying crude oil spilled nearly 400,000 gallons.

FEBRUARY 13, 2014

Vandergrift, Pennsylvania

Enroute from Chicago, a train went off the track and crashed into a downtown industrail building.

Lynchburg PHOTO: STEVE HELBER/AP

APRIL 30, 2014

Lynchburg, Virginia

A train from Chicago derailed near a pedestrian waterfront area, sending three cars—and 30,000 gallons of oil—into the James River.

FEBRUARY 16, 2015

Mount Carbon, West Virginia

After 27 cars went off the track during a snowstorm and exploded, the fire burned for four days.

Galena PHOTO: MIKE BURLEY/AP/TELEGRAPH HERALD

MARCH 5, 2015

Galena, Illinois

A train likely headed to Chicago derailed on a remote stretch of track, sending cars down an embankment. Even though the cars had been reinforced with half an inch of steel, the fire burned for three days.

MARCH 7, 2015

Gogama, Ontario

Just one month after a derailment in the same area, five cars fell into the Makami River, leaking oil into waterways used by locals for drinking and fishing.

MAY 6, 2015

Heimdal, North Dakota

Five cars exploded and spilled nearly 60,000 gallons of oil. Fire crews from three nearby towns were called to help fight the blaze.

JULY 16, 2015

Culbertson, Montana

Twenty cars toppled from the track, with three spilling a total of 35,000 gallons of oil, forcing 30 people to evacuate.

SAN FRANCISCO CHRONICLE EDITORIAL: Benicia – stop the oil trains

Repost from the San Francisco Chronicle

Stopping oil trains is right thing for Benicia and planet

San Francisco Chronicle EDITORIAL, April 15, 2016

California’s efforts to lead on global climate change will come down to a local decision next week. Will the Benicia City Council allow 100-car oil tanker trains a day to roll into the Valero Refinery? The council should vote no to keep the state — and the world — on track toward reducing climate-warming fossil fuels.

Like the battle in Oakland to keep a port developer from shipping trainloads of Utah coal to China, the Benicia battle is emotional, divisive and very, very local. Since discussions between the city and refinery began in 2013, townspeople have packed the City Council chambers for each crucial vote in the permitting process.

Stop Crude By Rail yardsignValero’s refinery, its stacks and cooling towers visible for miles, spreads across the northern edge of Benicia, a riverside town of 28,000 in Solano County. Valero is the source of jobs and a significant portion of the city’s tax base. Yet, drive through the streets and you will see “Stop Crude by Rail” signs everywhere.

This local decision counts because Benicia is a link in the global oil market. Oil trains would transport crude from the Bakken oil shale in North Dakota, as there are no pipelines from that region to deliver petroleum to refineries. Currently, Valero brings in most of the crude it refines via oceangoing tanker, which will continue regardless of the vote on the permit to retrofit the refinery for rail delivery.

Because of the small city’s important role in addressing global climate change, California Attorney General Kamala Harris has interceded twice in the permitting process. In 2014, at the urging of mayors of California cities along the rail lines, she required the city to redraft the environmental impact report to address rail safety and environmental impacts.

Last week, in a letter to the city, she disagreed with Valero’s view (also held by city consultants and staff) that Benicia was legally prohibited from denying the permit because federal rail transport law preempts local authority. Not so, the AG said: Federal law applies to railroads, not refineries. “Under federal law, the City retains its authority to take discretionary action to approve or deny Valero’s Project.”

The City Council must use its legal authority to do the right thing for Benicia — and the planet. Deny the permit.

NORTHEAST PUBLIC RADIO: Advocates Call On Feds To Ban Rail Transport Of Bakken Oil

Repost from WAMC Northeast Public Radio
[Editor:  Significant quote: “More than 80 environmental, business, recreational and other organizations along with former members of state agencies, current and former state legislators and both the Plattsburgh and Burlington City Councils have signed a letter to the Vermont and New York Congressional delegation calling for a ‘federal legislatively imposed ban on the transport of oil along Lake Champlain and the Hudson River.'”  – RS]

Advocates Call On Federal Officials To Ban Rail Transport Of Bakken Oil

By Pat Bradley, Apr 14, 2016
PAT BRADLEY/WAMC

A coalition of environmental and municipal officials stood in a park overlooking the Saranac River and a rail trestle this morning. They announced a new effort to convince federal representatives from New York and Vermont to ban crude oil transport in order to protect Lake Champlain and the Hudson River.

The group met at MacDonough Park across from City Hall. The park is only a few hundred yards from a rail trestle that daily sees trains carrying crude oil cross over the Saranac River as it empties into Lake Champlain. The advocates say transporting Bakken oil by rail remains an unacceptable risk to Vermont and New York, and is especially hazardous to the sensitive ecosystems of Lake Champlain and the Adirondacks.

More than 80 environmental, business, recreational and other organizations along with former members of state agencies, current and former state legislators and both the Plattsburgh and Burlington City Councils have signed a letter to the Vermont and New York Congressional delegation calling for a “federal legislatively imposed ban on the transport of oil along Lake Champlain and the Hudson River.”

National Wildlife Federation Senior Counsel Jim Murphy outlined a precipitous increase in rail accidents nationally over the past three years and says the oil trains that travel along Lake Champlain are too dangerous. “We have concluded that there is no safe way to transport this oil at this time. The trains that roll along this lake are sometimes twice the length of the train that destroyed Lac Megantic. The danger is just simply too high.”

Plattsburgh Ward One City Councilor Rachelle Armstrong called the oil trains travelling through the city an ominous problem. “Our municipalities need to stand up and become the advocates in a bold and aggressive way so that we bring the attention to bear on this issue that our leaders at the federal level need to recognize.”

The rail corridor along Lake Champlain also passes through the Adirondack Park. Adirondack Council spokesman John Sheehan says the trains pose a significant risk to the largest park in the contiguous United States. “This is also considered to be a biosphere reserve by the United Nations. The danger here is also to a drinking water supply for one hundred eighty thousand people. Lake Champlain serves as water for people from Vermont, New York and Quebec. So we have grave concerns about the environment, about communities and about wild lands here and we’re hoping that the federal government takes them seriously.”

The trains carrying Bakken crude travel 100 miles along Lake Champlain and through the Adirondacks to the Port of Albany. Lake Champlain Committee Executive Director Lori Fisher believes a catastrophic accident is not a matter of if, but when. “In the past we have pushed for a ban on the DOT-111’s. That hasn’t happened. There’s been some movement to upgrade trains to the twelve thirty two’s. They don’t represent a greater safety for our communities. That’s why we see the need to push for a ban on oil transport until it can be safe. We know it’s not safe now and it’s a ticking time bomb and we need to act now.”

The advocates noted that the evacuation zone from an oil train derailment in Plattsburgh includes City Hall, the downtown business area, the Country Government Center and numerous schools.