Come to the hearing and rally at the Corp’s headquarters 4735 East Marginal W at 6 PM August 6th.
Come to the hearing and rally at the Corp’s headquarters 4735 East Marginal W at 6 PM August 6th.
The Pacific Northwest is currently subject to an onslaught of proposed fossil fuel terminals, jeopardizing the climate and increasing the risk of a catastrophic oil spill.
Protect the Salish Sea from the immediate risks of oil spills posed by BP’s proposed increase in tanker traffic in violation of the late Senator Magnuson’s legislative prohibitions. The proposed Gateway coal terminal just to the north of BP further compounds oil spill risks.
Counter BP’s political influence by testifying and/or submitting written comments to the Army Corps of Engineers on the permit they issued illegally to BP to build a new oil tanker dock at Cherry Point without adequate environmental review.
The two upcoming hearings are a result of an environmental lawsuit. The dock was built while the lower court decision was being appealed. Now is the time to let your voice be heard and support Friends of the Earth’s written comments summarized below:
Ms. Olivia Romano
U.S. Army Corps of Engineers
Seattle Regulatory Branch
P.O. Box 3755
Seattle, Washington 98134
x July 2014
Dear Ms. Romano:
My name is X and I care about Cherry Point/ Salish Sea / oil spills because…….
The Army Corps’ Draft Environmental Impact Statement fails to adequately consider ways to prevent oil spills associated with the increased oil tanker traffic that can come to the BP refinery due to the permit you issued for their new refinery dock.
Please include the following in the Final Environmental Impact Statement:
1- Enforce the late Senator Warren Magnuson’s law prohibiting federal permits that will result in increased crude oil tankers traveling through the biologically rich and vulnerable waters of the San Juan Islands. Condition BP’s permit to assure that no more crude oil tankers are allowed to call on both docks than were able to call on the original dock (114)
2- Be sure that these tanker limits apply to both imports and exports of crude oil, including oil derived from Tar Sands.
3- Retain the restriction on the new dock to only handle refined oil, not crude.
4- Require that prior to every oil transfer, a protective oil spill boom is deployed encircling the tanker so that if a spill does occur at the dock, it will be contained. This is critical during the spring when the dwindling Cherry Point herring spawn.
When: July 16, 2014 from 7pm to 9pm
Open house and rally from 6pm to 7pm,
Where: Shuksan Middle School Gymnasium
2717 Alderwood Avenue, Bellingham, WA 98225
When: July 24, 2014: from 7pm to 9pm
Open house and rally from 6pm to 7pm
Where: Federal Center South Galaxy Room,
4735 East Marginal Way South, Seattle, WA 98134
Note: A valid government-issued photo identification needed
(eg drivers license) to enter a Federal Buildling.
The amount of oil leaving Prince William Sound is a quarter of what it was when the Exxon Valdez spilled 10.8 million gallons of crude in Alaska. But as the energy industry transforms the Pacific Northwest into a fossil-fuel gateway, tanker traffic could explode.
Seattle Times environment reporter
Graphic: Fossil fuels and spill risk
Click to learn more about the changing landscape of fossil-fuel distribution.
Efforts to transform the Northwest into a fossil-fuel hub for North Dakota’s crude, Alberta’s oil sands and coal from the Rocky Mountains mean the risks of major spills and explosions in and around Washington state are rising and poised to skyrocket.
Millions of gallons of oil are suddenly transiting our region by train. Barges now haul petroleum across the treacherous mouth of the Columbia River and on to Puget Sound. Oil-tanker traffic through tricky channels north of Puget Sound may well increase dramatically in coming years.
A refinery on Fidalgo Island near Anacortes (2008). 24hourmoon/Flickr
It’s Earth Day, but maybe it ought to be called Greenwash Day.
Just four years ago today, a massive gusher of oil began flowing from British Petroleum’s Deepwater Horizon. The oil rig in the Gulf had sunk two days earlier, leading to what was to become the largest accidental oil spill in history. The accident resulted in the death of 11 rig workers, at least 210 million gallons of crude oil spilled and what are today increasingly apparent impacts to the Gulf ecosystem.
The Associated Press
By Jeremy Schwartz
Peninsula Daily News
A study, funded in part by the Makah tribe, detailing potential risks associated with a rise in tanker vessel traffic in the Strait of Juan de Fuca is expected to be presented to a nonprofit panel on Puget Sound marine safety early next year.
Fred Felleman, a member of the nonprofit Puget Sound Harbor Safety Committee, said a final draft of a vessel traffic risk assessment currently in development is expected to be discussed at the committee’s February meeting.
The committee is a collection of marine industry, governmental and environmental stakeholders who meet every other month to discuss maritime safety issues in the Puget Sound region, according to the group’s website, pshsc.org.
The study used U.S. Coast Guard vessel traffic data to extrapolate the risk of tanker and bulk carrier ship collisions and spills based on three private company proposals that would increase such traffic in the Strait of Juan de Fuca and the larger Puget Sound region, Felleman explained.
The study is being prepared by Johan Rene Van Dorp, a professor of engineering management and systems engineering at George Washington University in Washington, D.C., and Jason Merrick, a professor of statistical sciences and operations research at Virginia Commonwealth University.
Funding for the report came both from the Makah tribe and the Puget Sound Partnership.
Reporter Jeremy Schwartz can be reached at 360-452-2345, ext. 5074, or at firstname.lastname@example.org.
SEATTLE — The number of oil tankers in Washington state waters could increase almost sevenfold under a proposal by a Canadian pipeline company to expand the amount of crude oil it sends to the Pacific Coast.
The Makah Nation is among the entities studying the risk to the Strait of Juan de Fuca.
Kinder Morgan Canada filed a formal application with Canadian regulators earlier this month to expand its Trans Mountain pipeline that carries crude oil from Alberta’s oil sands to the Vancouver, B.C., area.
Under the proposal, up to 34 tankers a month would be loaded with oil at a terminal outside Vancouver, then generally travel through Haro Strait west of San Juan Island and the Strait of Juan de Fuca for export to markets in Asia and the U.S.
That’s up from about five tankers a month now.
The $5.4 billion expansion project would nearly triple pipeline capacity from about 300,000 to 890,000 barrels of crude oil a day to meet customer demand.
Much of that future cargo will likely be diluted bitumen from Canada’s oil sands.
Environmental groups in the U.S. and Canada oppose the project, saying it would put communities and natural resources at risk.
They say more tanker traffic raises the potential for a major oil spill or leaks.
“Putting more vessels on the water creates tremendous new risks, and risks we’re not really prepared to deal with adequately,” said Bruce Wishart, a policy adviser with the Washington Environmental Council.
“We don’t want to see more of this product moving across our waters.”
The company says it has been responsibly loading tankers and barges from the Westridge terminal for decades without incident.
Michael Davies, senior director of marine development for Kinder Morgan Canada, said in a statement the company has “clearly heard and understood the concerns raised about tanker traffic.”
He added: “We have been safely loading vessels for more than 50 years and have recommended further enhancements to marine safety and spill response in our application to ensure the local level of care and safety is well above global shipping standards.”
If approved, the expansion is expected to be operational in late 2017. The pipeline is operated by Kinder Morgan Canada and owned by Houston-based Kinder Morgan Energy Partners LP.
About 6,000 large commercial vessels transit Canadian and U.S. waters toward Vancouver or Washington ports each year.
Two other proposed projects also are expected to increase cargo vessel traffic in the Salish Sea region.
They include the Gateway Pacific coal-export terminal proposed at Cherry Point, which could add up to 487 cargo ships a year, and the proposed expansion at Deltaport at Roberts Bank in Delta, B.C.
Meanwhile, officials in Washington state are trying to anticipate how those proposals could change vessel traffic in north Puget Sound and what that means for spill risks.
The Puget Sound Partnership, the Makah Nation and others are working with researchers at George Washington University to study different risk scenarios.
“For more than two decades we’ve had a great track record of maritime safety and we want to continue that success,” said Todd Hass with the Puget Sound Partnership.
“In the face of a number projects that could add hundreds of vessels arriving in the system, we want to make sure we anticipate the changes that might occur and plan.”
Some marine officials say increased vessels can be managed.
“Safeguards are in place. They may have to be tweaked. Some folks think it’s a heavily congested waterway. There aren’t many vessels out there,” said John Veentjer, a former Coast Guard officer who heads the Puget Sound Harbor Safety Committee.
“If those projects were to be built, there would be more vessels. Can we manage those numbers? Sure,” he said. “I think it’s going to take some additional vessel traffic management effort, but it’s not something out of our reach.”
Fred Felleman, Northwest consultant for Friends of the Earth, said Canadian officials haven’t done enough to ensure they can adequately respond to spills in waters it shares with the U.S.
“They haven’t taken enough steps to prevent and respond to the size of a spill such traffic would generate,” he said.
Linda Pilkey-Jarvis, manager of the Department of Ecology’s spills preparedness section, said various efforts are underway to identify and align spill preparedness standards between the U.S. and Canada.
When the state updated its contingency plan last year, it required the industry to include response equipment to locate oil in the water column.
That was in response to some emerging proposals, such as the Kinder Morgan pipeline expansion, she said.
“There’s work to be done, but we’re not completely unprepared,” she said.
The Vancouver Sun
VANCOUVER — A U.S. study that takes a wider examination than Canadian research into oil spill risks in the Salish Sea shows the greatest potential increase in spills is off the San Juan and Gulf Islands. The potential for oil spills in the Haro Strait-Boundary Pass passage increases by 4.75 times as a result of the anticipated increase of 1,250 large ships annually from three planned projects in the waters shared by British Columbia and Washington state, according to the draft findings of a U.S. Environmental Protection Agency-funded study.
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