Category Archives: Bakken Crude

Fish deformities spiked after Lac-Mégantic oil spill, report says

Repost from The Star, Toronto, ONT

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.
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.
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.
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.
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.

VIDEO: Marilaine Savard Speaks Out Against Proposed SLO Oil Train Project

Repost from ForestEthics on Youtube

Sign up to join the #StopOilTrains Movement

February 25, 2016, www.forestethics.org/sign-join-movement

Marilaine Savard speaks out against the proposed Phillips 66 oil train project in San Luis Obispo today — as testimony for the SLO Planning Commission’s continued public hearing process. They’ll be making their decision on the proposed Phillips 66 project in the coming weeks. 

“Lac-Megantic was a beautiful and peaceful community just like San Luis Obispo. I think that’s all you need to know before making a decision.” 

Marilaine is from Lac-Mégantic, Québec, and unintentionally became a spokesperson to stop oil trains across the country. That’s because she lived through the deadliest oil train disaster in history. In July 2013, Lac-Megantic was changed forever, when an unattended 74-car crude oil train derailed and exploded in their small town, killing 47 people. Since then, she has advocated for rail safety and climate justice – to make sure no community becomes another Lac-Mégantic.

Sign up to join the #StopOilTrains movement: http://www.forestethics.org/sign-join-movement

 

Valero Crude By Rail: All about extreme crude (Canadian Tar Sands diluted bitumen)

Repost from the Sunflower Alliance

Valero Crude By Rail: Extreme Crude as Extreme Threat

By Charles Davidson, Hercules CA, February 20, 2016
CBR_3.jpg
Lynne Nittler of Davis, CA

Like many other fossil fuel infrastructure expansions in the Bay Area, the Valero Crude by Rail project is a key part of the transition to greater processing of extreme crudes. Yet another project poses significant, yet unnecessary public health hazards—this time to Benicia, the Bay Area, the Delta ecosystem and all communities up-rail from Benicia.

Valero’s recently completed Valero Improvement Project, or VIP, was designed to facilitate the processing of much higher sulfur and heavier crudes than the refinery’s former crude oil slate. The VIP permitted the Refinery to process heavier, high sulfur feedstocks as 60% of total supply, up from only 30% prior to the VIP.  The project also raised the average sulfur content of the imported raw materials from past levels of about 1 – 1.5% up to new levels of about 2 – 2.5% sulfur.

Now, Valero’s proposed Crude by Rail Project is specifically designed for the importation into Valero of so-called “mid-continent, North American” crudes, which would be either very lightweight, highly flammable shale oil from Bakken ND or extra heavy tar sands from Alberta Canada.  However, because the Valero Crude by Rail Project combined with the VIP are related parts of a single expanded heavy oil project, the Crude by Rail Project is most likely for the delivery of tar sands (bitumen).

Tar sands is open pit mined as a solid; it does not start out as a liquid. The Bitumen mined in Northern Canada needs to be heated to several hundred degrees before it can be diluted with chemical solvents and made to flow into railroad tank cars. According to the recent Carnegie Endowment study, Know Your Oil: Towards a Global Climate-Oil Index, tar sands refining produces three times the climate-changing greenhouse gases in order to make gasoline, compared to traditional lighter crudes.

Worse, in a 2007 US Geological Service study, it was reported that tar sands bitumen contains 102 times more copper, 21 times more vanadium, 11 times more sulfur, six times more nitrogen, 11 times more nickel, and 5 times more lead than conventional heavy crude oil. Sulfur and nitrogen oxide pollutants contribute to smog, soot, acid rain and odors that affect nearby residents. Because of these considerations, Benicia could likely experience an increase in local air pollution, and the refinery’s equipment could suffer enhanced sulfur corrosion, leading to potential accidents, such as documented for the 2012 Richmond Chevron fire.

The tar sand diluent itself adds significant risk: it is a highly flammable solvent that tends to separate from the heavier mixture during travel.  In a derailment this could cause an explosive fire with a uniquely hazardous tar sands smoke plume. The diluted tar sands mixture would tend to rapidly sink very deep into the soil, with the diluent eventually evaporating and then leaving the tar sands bitumen deep underground.

A significant tar sands spill, in places like the environmentally sensitive Feather River Canyon, the Delta or the Suisun Marsh would be impossible to clean up.  This was proven in Michigan’s 2010 Kalamazoo River Enbridge pipeline rupture, which will never be remediated, despite the spending of over 1 billion dollars to date. Nearby public infrastructure needs to be considered from a public health perspective; for example, East Bay MUD and others are doing a brackish delta water desalination pilot study near Pittsburg.

We must deny Valero the CBR permit and help keep the world’s absolutely dirtiest oil in the ground. To do so would comply with the expressed wishes of the Sacramento Area Council of Governments composed of six counties and 22 municipalities up-rail from Valero who have also asked that this project be denied. Our massive turnout at the Planning Commission hearings achieved our first step in this goal with a unanimous vote of the Planning Commission to deny the land use permit.  Now we must continue our opposition to insure the full Benicia City Council follows this path.

KQED NEWS: Oil Trains Face Tough Haul in California

Repost from KQED News – The California Report

Oil Trains Face Tough Haul in California

By Julie Small, February 6, 2016
A train carrying crude oil operated by BNSF railway in California. (Jake Miille/Jake Miille Photography)

A statewide conflict over whether to allow more trains carrying crude oil into California is coming to a head in communities hundreds of miles apart.

The Central Coast town of San Luis Obispo and the Bay Area city of Benicia are poised to make decisions in the coming days that would have broad implications for the future of this type of import.

Longtime San Luis Obispo resident Heidi Harmon hopes to stop trains from hauling crude through her town, citing what she calls an “elevated risk of derailment.”

Oil trains would likely have to cross a 19th century bridge just a mile from the city’s thriving downtown.

“You can see the antiquated style with which this was put together” says Harmon, gesturing to rail tracks perched on top of the trestle’s steel rods.

She describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.”

Trains hauling up to 80 tanker cars could cross the trestle bridge multiple times a week if Phillips 66 gets wins approval for a plan to build a rail spur at its nearby refinery.

The company has applied for a permit to connect its Santa Maria refinery to the nearby Union Pacific line.

A steady decline in California oil production has compelled Phillips 66 to look for ways to bring in crude from other states. The company’s landlocked refinery in Santa Maria has no pipeline connection to do that — and no nearby port terminal.

The San Luis Obispo Planning Commission held hearings that began Thursday on whether to allow the rail spur project. County staff has advised against it, saying it poses too great a risk to public health and safety.

Harmon and hundreds of other opponents packed the meeting.

San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as “stunning to look at but terrifying to consider a mile-and-a-half long oil train coming over.”
San Luis Obispo resident Heidi Harmon describes Stenner Creek Trestle as ‘stunning to look at but terrifying to consider a mile-and-a-half-long oil train coming over.’ (Julie Small/KQED)

“We have an opportunity in San Luis Obispo to say we do not want this train” said Harmon. “We do not want the dangers — the air pollution hazards and the increased cancer risks — we do not want this in our community.”

A series of accidents, including the 2013 Lac-Mégantic rail disaster that killed 47 people in Quebec, have fueled fears and community opposition.

Phillips 66 officials declined an interview for this story but said in an email the company uses “one of the most modern railcar fleets in the industry.”

Over 100 government agencies and school boards, including many from the San Francisco Bay Area, also oppose the rail spur in San Luis Obispo.

A similar project at the Valero refinery in Benicia also faces strong opposition.

Valero also wants to connect its operations to Union Pacific.

Benicia’s planning commission has set a public hearing on that crude-by-rail project Monday. Staff there is recommending approval.

Political leadership is divided, but many residents are opposed. Some of those municipal governments of nearby cities want more safeguards included in the project. To get to Benicia, the crude would first pass through communities far north, including Auburn, Sacramento and the university town of Davis.

“The rail line passes through the heart of our downtown and has a few geographic elements to it that raise concerns when oil trains are going through it,” said Mike Webb, city planner for Davis.

“We are not trying to stop the project,” Webb emphasized. “Our primary mission is to ensure that, to the extent that these trains and these materials are going through our communities, let’s make it as safe as it can possibly be.”

Davis officials and the Sacramento Area Council of Governments (SACOG) are pushing for a commitment from Valero and UP to use technology that automatically slows trains in densely populated areas.

“Public safety and first responder advance notification is of paramount concern,” said Yolo County Supervisor Don Saylor, a former council chair.

Officials also want a commitment to provide more training and funding for first responders in communities along the route and for emergency crews to get warned before an oil train comes down the line.

Chris Howe, a manager for Valero, testified at a public hearing last year on the Benicia oil-by-rail project that the company is committed to strong safety standards and modern technology.

“We have from the start planned to utilize in our project upgraded railcars.” Howe said.

Valero is also working with an experienced railroad.

San Antonio-based Valero Corp. is the nation's biggest refiner. The Benicia refinery is one of two the company operates in California.
San Antonio-based Valero Corp. is the nation’s biggest refiner. The Benicia refinery is one of two the company operates in California. (Craig Miller/KQED)

“We expect UP railroad — which is the prime railroad that we’ll be utilizing to move those trains — to do so safely,” Howe said. “Many of the incidents that have happened have occurred on much smaller, less well maintained railroads.”

Union Pacific says it has made changes to reduce the risk of hauling crude: implementing slower speeds in high-population areas and creating analytical tools to find the safest routes.

The two projects under consideration are among a handful of crude-by-rail projects proposed in recent years to take advantage of inexpensive crude from North Dakota, Canada and Texas.

But the recent plunge in oil prices has made hauling it by train more expensive, causing some of those plans to unravel.

“The rail economics have changed the calculus for some companies” said Gordon Schremp, a senior fuel analyst with the California Energy Commission.

Last year WesPac abandoned a plan to build a rail terminal in the Bay Area town of Pittsburg, citing a lack of investors for the project. Alon USA has yet to act on a permit the company acquired in 2012 to build a crude-by-rail terminal at an idle refinery in Bakersfield.

According to Schremp, even at the peak of industry interest rail imports comprised just 1 percent of California’s oil imports. By the end of 2015, those imports plummeted to one-tenth of 1 percent.

“Crude-by-rail was never a very important source supply,” said Schremp, “because we did not have the facilities constructed.”