Category Archives: Derailment

Clean-up, Crude By Rail, Derailment, Explosion, Fire, Fish and wildlife, Oil spill, Tar sands crude, Water contamination

Nearly a year and a half later: Here’s why Gogama’s Makami River ‘will never be pristine again’

Repost from CBC News

Here’s why Gogama’s Makami River ‘will never be pristine again’

Small town pushing Ministry of the Environment to require CN to continue clean-up
By CBC News, Aug 10, 2016 7:33 AM ET
Gogama Fire Chief Mike Benson stands by the bridge over the Makami River where an oil train burst into flames in March 2015.
Gogama Fire Chief Mike Benson stands by the bridge over the Makami River where an oil train burst into flames in March 2015. (Erik White/CBC )

The fencing around the site of the Gogama train derailment is coming down today, as the clean-up from the oil spill has been declared complete. But residents say their local waters are still contaminated with oil.

Sheens of oil are commonly seen on the Makami River, over which the oil train derailed in March 2015, as well as lake Minisinakwa, on which the town is built.

People have also found several dead fish in recent weeks and wondered if it’s connected to the spill.

“I understand it’s never going to be pristine again,” says Gogama Fire Chief Mike Benson. “There was no sheen, there was no dead fish, there was no oil spill on Mar. 6, 2015.”

“So, we got to try to get it closer than that. Let’s get it to the point that there’s no fish dying. And I’m not going to die of throat cancer in five years because I’ve been eating the fish out of this lake.”

Benson said CN rail is willing to continue the clean-up, but has been told by the Ministry of Environment that the work is satisfactory.

CN has agreed to let more soil samples be taken from the site and be sent away for independent testing, along with some of the dead fish, at the company’s expense.

In a statement the railroad said that “CN recognizes that local citizens have identified areas of concern, where they believe further clean up should be done in order to protect human and fish populations. CN is today on the ground in Gogama, working with local residents to identify specific areas.”

Gogama derailment site
After a year and a half, the fencing around the site of the train derailment and oil spill near Gogama will come down and it will once again be open to the public. (Erik White/CBC )

Benson said he was surprised to find out over the last year and a half that the railroad was responsible for the environment testing, not the Ministry of the Environment.

“I can’t believe our government tells the fox to test the chickens,” Benson told a public meeting of over 100 people at the Gogama Community Centre, which ministry officials were invited to attend.

“Because that’s basically what they were doing. They were saying ‘OK, you got a mess. Tell us when it’s clean.'”​

Benson said Ministry of Environment officials are aware of the oil slicks in the water, but don’t seem concerned.

“We were going down the lake and we saw oil and he said ‘Well, just because there’s oil doesn’t mean it’s necessarily dangerous,” he said.

Ministry officials may not have been at the meeting on Tuesday night, but they were in Gogama the following day to take water samples on Lake Minisinakwa.

In a statement, the ministry said it “takes the concerns expressed by the citizens of Gogama and Mattagami First Nation very seriously and greatly appreciates direct reports from the citizens of their observations.  These reports enable our staff to respond in a timely manner to collect further information that can be used in guiding further action as appropriate.”

The ministry statement also said that further fish testing in the Gogama area is planned for the fall, but reiterated that the fish tested last fall showed no signs of contamination.

oil sheen in Makami River
Gogama residents regularly see oil floating in the Makami River and other waters downstream from the oil spill. (Erik White/CBC )

Band councillor suggests a protest to shut down the railroad

CN officials had planned to attend the meeting, but were called away at the last minute.

After expressing their frustrations for over an hour, the crowd erupted in applause, when Chad Boissoneau suggested that one way to get attention would be to “shut down” the railroad with a protest.

He is a band councillor in the nearby Mattagami First Nation and has headed up efforts to keep up in the pickerel population in area lakes.

“The clean-up shouldn’t be determined by what MOE feels is satisfactory, the clean-up should be determined by the community members and what’s satisfactory to them. Because we’re the ones that have to live here,” says Boissoneau, adding that oil has yet to be sighted in the waters by the first nation, which is downstream from the spill.

Several people from Timmins, which draws its drinking water from the Mattagami River downstream from the spill, also attended the meeting and there was mention of how these waters run all the way to the James Bay Coast.

public meeting
Over 100 people attended a public meeting at the Gogama Community Centre on Aug. 9 to express their frustrations with the oil clean-up. (Erik White/CBC )

Towards the end of the meeting there was talk of circulating a petition that Nickel Belt MPP France Gelinas could table at Queen’s Park and including these downstream communities.

Gelinas said until now people in Gogama were always hesitant to draw too much attention to the oil spill, fearing it would hurt the local tourism industry. But many lodges are reporting a drop in business anyway.

“There was always this reluctance to talk about it too much outside of Gogama,” she says.

It’s hard to get Toronto politicians to care about a little town called Gogama

“If you’re ready to sound the alarm bells, I have no doubt that the people from Sudbury will support you, the people from Timmins will support you and the people from everywhere in Ontario will support you if you’re ready to reach out and speak loud.”

Gelinas said she too has had trouble getting government officials to give time to the concerns of a small town called Gogama.

“If this environmental disaster had happened closer to Toronto, things would have been handled very differently,” she said at the meeting.

Bakken Crude, Crude By Rail, Derailment, Emergency Readiness & Response, Insurance and liability, Oil industry lobby, Risk Assessment, Spill, Tar sands crude

Quick links: Summary of recent oil train news

By Roger Straw, August 5, 2016
Lawmakers are considering a bill to mandate disclosures on oil trains in New Jersey. (NewsWorks file photo)
Lawmakers are considering a bill to mandate disclosures on oil trains in New Jersey. (NewsWorks file photo)

Personal events and local volunteer activities have kept me from my usual rounds of collecting and posting daily news stories on crude by rail, high hazard flammable trains and the transition to a clean energy economy.

So … here is a LONG but brief listing of important and/or interesting links to keep you up on the news:

Oil and natural gas production jobs in May were 26% lower than in October 2014, U.S. Energy Information Administration, Aug. 5

Two Aug. 5 Sacramento Bee editorials: 1) We’re losing Lake Tahoe to climate change, and 20th-century strategies to fix it won’t be enough, and 2) Gov. Jerry Brown raises the possibility of an initiative to get his way on climate change. He and legislators ought to work it out.

Shamed AARP withdraws from right-wing lobbying organization ALEC, LA Times, Aug. 5. (See also the AARP Facebook announcement, and ClimateTruth’s Thank the AARP)

CANADA: Federal officials have succeeded in stopping the shipping of crude oil in vulnerable DOT-111 rail cars but more needs to be done…, Teamsters Canada, July 29

Crude-oil train movements down 45% this year, Philly.com, Aug. 3

Hazardous Materials: FAST Act Insurance and Liability Study; Request for Comments, Federal Register, July 26

Mosier Derailment Adds Scrutiny To Proposed Vancouver Oil-By-Rail Terminal, Oregon Public Broadcasting, Aug. 1

N.J. considers requiring oil train companies to publicize routes, emergency plans, WHYY/NewsWorks, Aug. 1

Casselton derailment lawsuit moved to federal court, Fargo InForum, July 30

Pacific Northwest Weighs Response to Risks Posed by Oil Trains, New York Times, July 31

Washington Attorney General opposes Vancouver oil train terminal, KGW Portland, July 29

Crude Slump, Pipeline Expansion Mark End of U.S. Oil-Train Boom, Wall Street Journal, July 25

Over 10,000 Climate Protesters March in Philadelphia on Day Before Democratic National Convention, DeSmogBlog, July 25

At Federal Energy Conference, Forecasts Predict Bright Future for Fossil Fuels, DeSmogBlog, July 27

NW Cities Turn To Local Action To Block Oil Trains, Oregon Public Broadcasting, July 28

Group warns more oil trains could cut through Fremont CA, San Jose Mercury News, July 28

Redesigned tankers not enough to prevent future oil spills — Gogama fire chief, Timmins Press, July 27

Ballot Initiative Could Make Oil Trains Illegal In Spokane, KLCC NPR for Oregonians, July 27

Officials Demand Answers At Bergenfield Oil Train Forum, Bergenfield Daily Voice, July 25

Union Pacific Stands Out For Track-Caused Derailments But Not Oil Spills, Oregon Public Broadcasting, July 26

Canadian regulation, Crude By Rail, Derailment, DOT-111, Oil spill, Rail infrastructure, Track maintenance, Train speed

Gogama fire chief asks for more than DOT-111 tanker phase out

Repost from CBC News, Sudbury
[Editor: Significant quotes: “This week, the federal [Canadian] government announced DOT-111 rail cars will be phased out sooner than expected.” …and “Marc Garneau, the federal transport minister, said by 2025 no flammable liquids will be permitted to be transported by rail car.”  – RS]

Gogama fire chief asks for more than DOT-111 tanker phase out

Tankers that carried crude oil in recent derailments will be phased out or scrapped by 2025
Martha Dillman & Casey Stranges, CBC News Jul 27, 2016 8:57 AM ET
By 2025, flammable goods will no longer be permitted to be transported across the Canada.
By 2025, flammable goods will no longer be permitted to be transported across the Canada. (Nati Harnik/Associated Press)

This week, the federal government announced DOT-111 rail cars will be phased out sooner than expected.

DOT-111 rail cars were involved in the deadly rail disaster in Lac-Megantic, Quebec three years ago.

A similar model of rail cars transported crude oil in derailments near the northern Ontario community of Gogama — including two last year that spilled more than 100,000 litres of crude oil.

Although he was critical of CN and their handling of local derailments, Gogama fire chief Mike Benson said he believes rail companies and the federal government want to make it safer to transport goods.

“The financial aspect is what’s holding everything back here,” Benson said, “but certainly, CN recognizes that it’s in their best interest not to have derailments. The federal government certainly understands that.”

In March, Benson said that CN was keeping his people from seeing the derailment site during its investigation, which bred mistrust in the community.

And considering that his community has seen two derailments in a short period, Benson said that phasing out the rail cars is a step in the right direction, but other aspects of rail transportation need to be considered.

“I think the infrastructure, the [rail] track system, the maintenance that they’re doing on the track system, and I think they really have to look at the speeds when [the trains are] going through municipalities,” Benson said.

Marc Garneau, the federal transport minister, said by 2025 no flammable liquids will be permitted to be transported by rail car.

Garneau said about 28,000 DOT-111 railcars are still in use, travelling between Canada and the United States. He said the cars may be upgraded, used to transport other goods or sold to be scrapped.

Trains coming from the U.S. will be monitored to ensure they comply with the new rules.

Bakken Crude, Crude By Rail, Derailment, Federal Regulation (U.S.), Oil Industry, Oil producers

WALL STREET JOURNAL: Crude Slump, Pipeline Expansion Mark End of U.S. Oil-Train Boom

Repost from the Wall Street Journal

Crude Slump, Pipeline Expansion Mark End of U.S. Oil-Train Boom

As more pipelines reach shale regions, producers have a cheaper way to move their oil to market
By ALISON SIDER and LAURA STEVENS, July 25, 2016 6:00 p.m. ET
Even at its height in 2014, crude-by-rail accounted for less than 2% of total rail volumes.
Even at its height in 2014, crude-by-rail accounted for less than 2% of total rail volumes. PHOTO: DAVID PAUL MORRIS/BLOOMBERG NEWS

The oil-train boom is waning almost as quickly as it began.

Rail became a major way to move crude after companies began unlocking new bounties of oil from shale formations, with volumes rising from almost nothing in 2009 to more than one million barrels a day by 2014, according to the U.S. Energy Information Administration.

But those numbers began falling after oil prices started tumbling two years ago, and aren’t projected to recover anytime soon. In April, just 430,000 barrels of oil rode the rails each day, according to the latest federal figures.

Some of the decline came from a drop in U.S. oil production, but oil and rail executives say the drop-off may be permanent. “At least some portion, and it could be a pretty large portion,” of the rail business won’t return, said Union Pacific Corp. Chief ExecutiveLance Fritz.

More pipelines have begun reaching North Dakota and other shale regions, giving producers a cheaper way to move their oil to market.

Also, a string of fiery crude-freight-train derailments—including one in Lac Mégantic, Quebec, that killed 47 people in 2013—have prompted a host of new and expensive regulations, and fueled opposition that has helped delay major rail projects on the West Coast, where a dearth of pipelines makes rail useful. Regulators have mandated new safer tank cars, and older tank cars are being phased out—adding to future costs for transporting oil.

The changes are evident in North Dakota, once the epicenter of the crude-by-rail trend. Oil output from the state’s Bakken Shale formation has fallen by 180,000 barrels a day from its 2014 peak. Meanwhile, pipeline takeaway capacity has more than doubled since 2010.

EOG Resources Inc., one of the first oil companies to see the potential for trains to relieve pipelines, opened its first rail loading terminal in Stanley, N.D., in 2009. But that terminal hasn’t loaded a train in more than a year, according to Genscape, a data provider that tracks activity at U.S. rail terminals.

“New pipeline infrastructure has been put in place to move significant volumes of oil to market,” an EOG spokeswoman said.

Enough pipeline capacity is coming online to replace all of the current volume BNSF Railway Co. is shipping out of North Dakota, said David Garin, the railroad’s group vice president of industrial products.

BNSF used to transport as many as 12 trains daily filled with crude primarily from North Dakota’s Bakken Shale, carrying about 70% of all rail traffic out of the area. Now it is down to about five a day.

“Will this business be back to 12 trains a day? Probably not,” said Mr. Garin. “Will it be zero? Probably not.”

Even at its height in 2014, crude-by-rail accounted for less than 2% of total rail volumes, according to Association of American Railroads data. But its decline threatens what was once viewed as a sizable driver of growth for the railroad industry, one that many rail companies, along with oil and gas producers, made investments to support.

Between 2010 and 2015, 89 terminals were built or expanded in the U.S. and Canada to load crude on trains, and nearly as many to offload it, according to consulting firm RBN Energy LLC.

The oil pouring out of U.S. fields was so much cheaper—more than $20 a barrel below international benchmark prices at times—that refineries were eager to pay higher rail shipping costs in exchange for some of it.

New pipelines have helped shrink that price difference by allowing the landlocked oil to reach market. And the U.S. has lifted a ban on crude exports, which allows American crude to be sent abroad freely and is expected to help keep U.S. and international crude prices more closely aligned.

Now oil trains are competing against tanker ships carrying foreign crude. Analysts say rail deliveries are likely to fall even further once shipping contracts signed during the boom expire in the coming months.

There could soon be more than enough space to carry away all Bakken oil through pipelines now in the works. Phillips 66 is partnering with pipeline company Energy Transfer Partners LP to develop a pair of pipelines that will bring North Dakota crude to Illinois and then down to Texas.

The endeavor, which will cost close to $5 billion, is expected to take a major bite out of oil train traffic, even though the pipelines will ultimately bring oil to the Midwest and the Gulf of Mexico, rather than to the East and West coasts, where trains have primarily taken it.

Phillips 66 said earlier this year it may still be cheaper to take that oil and put it on a barge for delivery by sea to the coasts than to send it directly there by train.