p. 8-16 - Columbia Riverkeeper

Transcription

p. 8-16 - Columbia Riverkeeper
Over the past three months, our staff has traveled throughout Washington and
Oregon, and even to Canada, working to protect and restore the Columbia
River. Maybe you joined us at a rally to Power Past Coal, in the Columbia River
to test water quality, on a tour of the Hanford Nuclear Reservation or the
proposed liquified natural gas pipeline route. Here are a few notes from staff
travels.
Oil-by-Rail: Coming to a town near you?
Sustainable Business Oregon invited Riverkeeper Executive Director, Brett VandenHeuvel, to submit
an op-ed on the current proposal to build a massive oil terminal at the Port of Vancouver.
JULY 29, 2013 - The Port of Vancouver rejected a
coal export terminal last year because, in part, of
public opposition to dirty coal fouling our river,
businesses and communities.
in Lac-Megantic, Quebec, killing at least 47 people.
This is the very same Bakken oil and the very same
oil-by-rail transport method the Port recruited.
We’ve all seen the horrific footage of what can
happen when an oil train derails in
Learn more about the Port of a town.
The Port noted its concern about
coal dust coating cars in its Subaru
Vancouver proposal & other
What we don’t know is why the
import lot. The Port’s wise decision
Northwest oil-by-rail
Bakken oil train exploded. The
to protect its other tenants means
proposals:
www.columbiariverkeeper.org/ investigators are taking oil samples
those Subarus are still coal-free. I
our-work/oil-by-rail
from the derailed cars today to
see a new marketing opportunity in
understand what is it about BakPortland!
ken oil that could create such a violent explosion.
But the Port quietly courted an equally nefarious
cargo – Bakken Oil – for a huge oil-by-rail export
The Port held a public hearing July 22 about Tesoro’s
plans to build the largest oil terminal on the West
terminal on the Columbia River. The Columbian
newspaper reported the Port’s attempts to keep the Coast, up to 380,000 barrels per day, which is nearly
dealings with oil-giant Tesoro quiet. The Port clearly half the capacity of the Keystone XL pipeline. Tesoro
realized that an Exxon Valdez spill in the Columbia projects that four mile-long oil trains per day would
River Estuary, the lynchpin to salmon recovery,
travel from the Bakken oil field in North Dakota,
would devastate our region.
through the Columbia River Gorge, dozens of
communities, and downtown Vancouver. From the
The Port kept the Tesoro oil-by-rail plans under the
Port, oil tankers would sail down the Estuary and
radar for months – and then all hell broke loose.
into the Pacific, en route to west coast oil refineries.
A train carrying Bakken oil derailed and exploded in I watched dozens of people ask the Port to request
safety information on Bakken oil, wait until the
explosion investigation is complete, or flat-out reject
oil as a commodity not fit for the Columbia River. I
saw the local ILWU President tell the Port that even
though oil export might bring some jobs, the
Longshore Union opposed the project.
And I listened to a major developer of the Vancouver
waterfront tell the Port that the threat of oil trains, or
even the perceived threat, may hurt his ability to
secure tenants to obtain insurance.
MAP COURTESY OF SIGHTLINE INSTITUTE On Tuesday, the Port signed the lease.
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COLUMBIA RIVERKEEPER | Summer 2013
LOCATION, LOCATION, LOCATION
The Port touted its location between the Bakken oil fields and the Pacific Ocean. But there
is another side of that “location, location, location” equation: the downside of bringing dirty
oil into our region. The Port, unfortunately,
did not consider whether an oil export terminal and trains will decrease property
values. It did not look at the impact to the
reputation of a growing Vancouver and our
entire metro area.
And most problematic, it failed to evaluate why
the Bakken oil train in Quebec exploded. Take
a drive along the railroad tracks in Vancouver,
past riverside condos, a couple blocks from
City Hall, and an ambitious new waterfront
project. There are many neighborhoods and
businesses whose location just got a lot worse.
Fortunately, the Port of Vancouver is not the final
arbiter of this oil-by-rail experiment. Washington
Gov. Jay Inslee will have the final say. Due to the
enormous size of Tesoro’s proposal, the Washington
Energy Facility Site Evaluation Council will take a
hard look at the impacts and make a recommenda-
GRAPH COURTESY OF SIGHTLINE INSTITUTE
tion to the Governor to approve or deny.
I am hopeful that the governor will consider the
economic and safety impacts of oil-by-rail, as well as
the threat to our river and our climate. The ultimate
question is this: Should the Columbia River become
the fossil fuel highway for oil, coal and liquefied
natural gas? I think our communities and our river
deserve better.
THE PORT OF VANCOUVER PROPOSAL
Port Commissioners took the first step toward a massive oil terminal on the Columbia River by signing a lease
agreement with Tesoro/Savage. Next, the Energy Facility Site Evaluation Council will make a recommendation to
Washington Governor Jay Inslee on the unprecedented project and, then, the Governor will make the final
decision to deny or approve the oil terminal.
PHOTO BY PAUL K ANDERSON
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COLUMBIA RIVERKEEPER | Summer 2013
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Holding Big Coal Accountable
We are taking a stand against dirty coal in our River!
On June 5th, Columbia Riverkeeper and our allies at
the Sierra Club, Friends of the Columbia Gorge,
Puget Soundkeeper Alliance, North Sound
Baykeeper, Spokane Riverkeeper, and Natural
Resources Defense Council filed a Clean Water Act
lawsuit against Burlington Northern Santa Fe
Railway Company (BNSF) and several coal
companies to stop dirty coal discharges from trains.
Under the Clean Water Act, any person or group
discharging pollutants from a ‘point source’ into a
United States waterway must first obtain a National
Pollution Discharge Elimination System (NPDES)
permit. The lawsuit argues that trains are ‘point
sources’ and, thus, BNSF and coal companies are
legally required to have a NPDES permit in order to
discharge thousands of pounds of coal into waterways nationwide every day.
Wyoming. This
type of coal breaks
apart easily, and
contains toxins
and heavy metals
including mercury,
arsenic, and
uranium. All of
which are ending
up in our rivers,
lakes, and streams.
According to
Coal chunks found in the River.
BNSF’s own
testimony, each
rail car loses an average of 500 pounds of coal dust
over its 400-mile journey. Coal trains, with an average of 120 rail cars, thus, lose 60,000 pounds of coal
dust per trip. And, there are currently four coal trains
passing through the Columbia River Gorge state
BNSF is one of the largest coal transporters in the
every day. Together, they lose a staggering 240,000
United States, shipping nearly 300 million tons of
pounds of coal dust a day. This problem will only
coal through 28 states each year, interacting with
compound if approval is given to the plans for the
waterways on every trip.
development of at least three coal export
The coal transported by BNSF is primarily from the terminals in the Northwest. These proposals, if all
Powder River Basin, located in Montana and
approved, would increase train traffic 10-fold, from
four trains per day to over 40.
Thick layer of coal found on the banks of the Columbia River near Stevenson, Washington.
The suit shows that these discharges have been ongoing since, at least, 2008, and are likely to continue
unless forced to stop.
We spent time this winter documenting coal pollution from trains passing through the Columbia River
Gorge. A short video we made titled, Illegal Coal Pollution in the Columbia River, highlights dirty coal we
found in our River. You can see this video on our
website and YouTube channel (http://
www.youtube.com/user/columbiariverkeeper).
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