Category Archives: Crude By Rail

Concerns Raised About Oil Trains In The Adirondacks

Repost from Vermont Public Radio

Concerns Raised About Oil Trains In The Adirondacks

By Mitch Wertlieb & Melody Bodette, August 28, 2014
Government offices, track-side warehouses and Monitor Bay Park campground surround the tracks on the south end of Crown Point, New York. The Adirondack Council has raised concerns about oil trains in the Adirondacks. | Adirondack Council

Ever since the train disaster last summer at Lac Megantic, Quebec, people in our region have been taking more notice of the oil trains traversing our rails.

Concerns have been raised on the New York side of Lake Champlain, where the Canadian Pacific railroad tracks run close to the water.

“In some places they are literally right next to the water,” said Mollie Matteson, a senior scientist for the Center for Biological Diversity. “They run through towns like Plattsburgh, Essex, and Westport, and then eventually they end up down in Albany. From there they go on down south either to refineries or to other places by ship.”

The shipments are relatively new, having begun in the past two years.  Matteson said the trains were brought to the attention of more people by the disaster in Lac Megantic.  The unit trains, as they are sometimes called, are trains entirely of tank cars of crude oil.

“What’s unique is this cargo and this new phenomenon of carrying crude oil by rail. And it’s something that’s been happening all around the country, but only just in the last couple years we’ve seen tremendous growth around the country,” Matteson said. “What’s happening here locally is that we have this new cargo, that has proven to be highly dangerous explosive and obviously if there’s a derailment and a spill it could severely damage our aquatic ecosystems and drinking water for thousands and thousands of people.”

A demonstration was held in Plattsburgh in July and some protestors expressed concern about whether the local emergency services are prepared to deal with a potential derailment and disaster.

Matteson said a starting point would be to make sure the transportation is safer. “These tank cars have been known for 20 years to be very puncture prone in any kind of derailment, even a low speed derailment. We need to get the oil off the rails. It’s simply not a sensible way to be transporting a hazardous material through thousands of small towns and cities around the country, exposing millions of people to this risk.”

The bigger question, Matteson said is should we be extracting more fossil fuels from the ground?

“Really what we need to be looking at is transitioning to a different energy regime.”

There are proposed rules to require upgrades to safer tank cars, but they would be phased in over a number of years and Matteson said, the Center for Biological Diversity believes the trains need to be off the rails immediately until there are safer cars in place, and there needs to be adequate oil spill response plans.

This oil is coming from the North Dakota Bakken oil fields to the terminal in Albany, a company called Global Partners. They are looking to expand their operations in the port. The Center for Biological Diversity has been involved in lawsuit against the company and the New York Department of Environmental Conservation over the proposed expansion plans.

Global Partners did not respond to a request for comment.

A community forum on the oil trains will be held on Thursday, August 28, from 7-9 p.m. at the Plattsburgh City Hall.

USA Today: Rail deliveries of U.S. oil continue to surge

Repost from USA Today
[Editor: Nothing new here, but good that mainstream publications are taking notice.  – RS]

Rail deliveries of U.S. oil continue to surge

Wendy Koch, August 28, 2014
oil trains
(Photo: Connor Lake AP)

Amid a boom in U.S. oil production, the amount of crude oil and refined petroleum products moved by rail continues to climb.

There were 459,550 carloads of oil and petroleum products transported during the first seven months of this year, up 9% from the same period in 2013, according to the Association of American Railroads.

More than half of these carloads carried oil, moving 759,000 barrels of crude per day and accounting for 8% of U.S. oil production.

The surge in oil trains began in mid-2011. At that time, weekly carloads of oil and petroleum products averaged about 7,000. In July, they reached nearly 16,000, according to the AAR.

“The increase in oil volumes transported by rail reflects rising U.S. crude oil production, which reached an estimated 8.5 million barrels per day in June for the first time since July 1986,” the U.S. Energy Information Administration reported Thursday.

The use of horizontal drilling and hydraulic fracturing or fracking has made it possible to extract huge amounts of oil from underground shale deposits. The Bakken Shale, mostly in North Dakota, accounts for much of the growth in U.S. oil production. One of every eight U.S.-produced barrels comes from North Dakota, now the second-largest oil producing state.

Between 60% and 70% of the state’s oil was moved by rail to refineries during the first half of 2014, according to the North Dakota Pipeline Authority.

Spurred by this surge in oil-carrying trains and several recent tragic accidents, the Obama administration proposed stricter rules last month for tank cars that transport flammable fuels.

The Department of Transportation proposal will require the phaseout, within two years, of tens of thousands of tank cars unless they are retrofitted to meet new safety standards. It will also require speed limits, better braking and testing of volatile liquids, including oil. It will require that cars constructed after October 2015 have thicker steel.

The DOT proposed rule, which will take months to finalize after a 60-day comment period, applies to shipments with at least 20 rail cars carrying flammable fuels, including ethanol.

In May, an oil-carrying freight train derailed in Lynchburg, Va., spilling 30,000 gallons of oil into the James River. Last year in Lac-Megantic, Quebec, an oil train exploded and killed 47 people.

 

‘Severe… Pervasive… Irreversible”: IPCC’s Devastating Climate Change Conclusions

Repost from Common Dreams
[Editor: The fact of climate change is CRITICAL CONTEXT for any decision on Valero’s grab for inexpensive, dangerous and dirty North American crude oil.  Valero is aware of this, thus the manipulative claim that their project would actually reduce greenhouse gases in the wider Bay Area, while ignoring the truly LOCAL air quality impacts in Benicia, and obfuscating the finding of significant and unavoidable air quality impacts uprail.  – RS]

‘Severe… Pervasive… Irreversible”: IPCC’s Devastating Climate Change Conclusions

A draft of the UN panel’s synthesis report on the global scientific community’s assessment of human-caused global warming offers the starkest and most strongly-worded warning yet of the dangers ahead
August 27, 2014, by Common Dreams, Jon Queally, staff writer

Climate change is here. Climate change is now. Climate change will be significantly more dangerous, deadly, and expensive if nothing is done to correct humanity’s course, but aspects of future shifts are probably already irreversible.

That’s the assessment of the United Nations’ Intergovernmental Panel on Climate Change (IPCC), which has sent world governments a draft of its final “Synthesis Report” which seeks to tie together previous reports the panel has released over the last year and offers a stark assessment of the perilous future the planet and humanity face due to global warming and climate change.

Based on a clear and overwhelming consensus among the world’s leading scientists, the draft says that failure to adequately acknowledge and act on previous warnings has put the planet on a path where “severe, pervasive and irreversible impacts” of human-caused climate change will surely be felt in the decades to come.

In a clear statement regarding the dangers of continued inaction, the draft report declares: “The risk of abrupt and irreversible change increases as the magnitude of the warming increases.”

Obtained by several media outlets—including the Associated Press, the New York Times, and Bloomberg—the draft includes not new information per se, but employs stronger language and contains a more urgent warning than the previous reports from the IPCC which it attempts to synthesize and summarize.

Asked for his reaction to the draft, Pennsylvania State University climate scientist Michael Mann wrote this to the AP in an email: “The report tells us once again what we know with a greater degree of certainty: that climate change is real, it is caused by us, and it is already causing substantial damage to us and our environment. If there is one take home point of this report it is this: We have to act now.”

As IPCC Chairman Rajendra Pachauri explained in a statement, the last report—which still faces a final review, editing, and approval process—is designed to integrate “the findings of the three working group contributions to the IPCC’s Fifth Assessment Report and two special reports” and “provide policymakers with a scientific foundation to tackle the challenge of climate change.” Taken together, the IPCC reports and their recommendations are designed to help governments and other stakeholders work together at various levels, including a new international agreement to limit climate change, he said.

According to the Associated Press, which reviewed the 127-page document, the IPCC draft

paints a harsh warning of what’s causing global warming and what it will do to humans and the environment. It also describes what can be done about it.

“Continued emission of greenhouse gases will cause further warming and long-lasting changes in all components of the climate system, increasing the likelihood of severe, pervasive and irreversible impacts for people and ecosystems,” the report says. The final report will be issued after governments and scientists go over the draft line by line in an October conference in Copenhagen.

Depending on circumstances and values, “currently observed impacts might already be considered dangerous,” the report says. It mentions extreme weather and rising sea levels, such as heat waves, flooding and droughts. It even raises, as an earlier report did, the idea that climate change will worsen violent conflicts and refugee problems and could hinder efforts to grow more food. And ocean acidification, which comes from the added carbon absorbed by oceans, will harm marine life, it says.

Without changes in greenhouse gas emissions, “climate change risks are likely to be high or very high by the end of the 21st century,” the report says.

And the New York Times noted:

Using blunter, more forceful language than the reports that underpin it, the new draft highlights the urgency of the risks that are likely to be intensified by continued emissions of heat-trapping gases, primarily carbon dioxide released by the burning of fossil fuels like coal, oil and natural gas.

The report found that companies and governments had identified reserves of these fuels at least four times larger than could safely be burned if global warming is to be kept to a tolerable level.

That means if society wants to limit the risks to future generations, it must find the discipline to leave a vast majority of these valuable fuels in the ground, the report said.

It cited rising political efforts around the world on climate change, including efforts to limit emissions as well as to adapt to changes that have become inevitable. But the report found that these efforts were being overwhelmed by construction of facilities like new coal-burning power plants that will lock in high emissions for decades.

From 1970 to 2000, global emissions of greenhouse gases grew at 1.3 percent a year. But from 2000 to 2010, that rate jumped to 2.2 percent a year, the report found, and the pace seems to be accelerating further in this decade.

The IPCC draft will not be finalized until after governments have a chance to weigh in on the report and following a meeting in Copenhagen slated for late October.

In September, the United Nations is hosting its next international climate summit in New York City and climate campaigners are hoping to capitalize on the meeting by planning what they are calling the “People’s Climate March” during the same week as a way to apply pressure on world governments to finally act on the issue.

If nothing else, the leaked IPCC draft report will serve to galvanize and add weight to the climate justice movement, which has consistently demanded that world leaders respond to the crisis with action—not words.

As David Turnbull, director of campaigns for the group Oil Change International, which is signed-on to support the New York march, said recently: “Politicians have come together too many times with nothing more than rhetoric and empty promises in tow. Next month, thousands of true leaders will be marching on the streets of New York demanding real action. The question is, will our elected leaders follow.”

Crude oil trains mixing it up with commuter trains

Repost from McClatchy DC
[Editor: Ok, imagine California, think about the single line of tracks between Sacramento and Benicia, envision two 50-car Union Pacific oil trains heading west each day full, and returning empty each day…and then consider taking a ride on Amtrak on that same line.  Oh, and don’t forget that neither the cities nor any refinery has any say about when Union Pacific wants (preemptively) to run those dangerous oil trains.  – RS]

Crude oil crosses paths with two Philadelphia commuter train lines

By Curtis Tate, McClatchy Washington Bureau, August 19, 2014

Philadelphia’s commuter railroad runs alongside at least three crude oil trains every day on two of its lines, and is looking to separate the freight operations in those places to avoid delaying its passenger trains.

Jeff Knueppel, deputy general manager of the Southeastern Pennsylvania Transportation Authority, said that CSX operates an average of two loaded and two empty crude oil trains a day on the West Trenton Line, which the freight railroad owns but the commuter railroad dispatches.

The double-track line, which terminates in West Trenton, N.J., sees 57 commuter trains and more than 20 freights a day, including the crude oil trains. A $38 million project, supported by a $10 million grant from the U.S. Department of Transportation, will build a six-mile-long third track to keep CSX freights out of the way of SEPTA trains.

Knueppel said he hopes the new track will be operational by the end of 2015. The oil trains are going to the Philadelphia Energy Solutions refinery complex in South Philadelphia, which was slated to close until rail deliveries of Bakken crude oil revived it recently.

A stickier problem, Knueppel said, is SEPTA’s line to Philadelphia International Airport. The city owns the track and paid to improve it for high-speed commuter trains. But CSX and Norfolk Southern both can operate a limited number of freight trains on it, including crude oil trains.

“The issue that’s been the most difficult,” he said, “is on the airport high-speed line.”

Norfolk Southern is already operating one roundtrip every night over three miles of the airport line to reach a new crude-oil offloading terminal in Eddystone, Pa. The facility is designed to receive two loaded crude oil trains a day of 120 cars each, but the four-hour overnight window SEPTA imposes on the freight movements presents a challenge.

Knueppel said Norfolk Southern and CSX had approached SEPTA about running crude oil trains over the airport line in daylight, but the commuter railroad made clear that such operations would interfere with its trains. Moreover, the railroads’ agreement with the city requires that passenger trains be given priority.

“I think they were surprised when we stood our ground,” Knueppel said of the freight carriers.

SEPTA trains operate every half hour from Philadelphia’s 30th Street station to the airport, and Knueppel said the agency would like to offer service every 20 minutes.

He said that the railroads could run more crude oil trains over the airport line, provided they pay for a separate track.

“We’ve made it quite clear that they would have to fund the improvements,” he said.

SEPTA and Amtrak have provided information about crude oil trains in Pennsylvania that state officials have refused to release.

The Pennsylvania Emergency Management Agency has declined open records requests from McClatchy and other news organizations, citing a nondisclosure agreement the agency signed with Norfolk Southern and CSX.

DOT required the railroads in May to furnish the information to states after a series of derailments involving trains carrying Bakken crude.