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Photo courtesy of Claycord.com
Kyle Ferrar, MPH

Tracking Refinery Emissions in California’s Bay Area Refinery Corridor

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Air quality in the California Bay Area has been steadily improving over the last decade, and the trend can even be seen over just the course of the last few years. In this article we explore data from the ambient air quality monitoring networks in the Bay Area, including a look at refinery emissions.

From the data and air quality reports we find that that many criteria pollutants such as fine particulate matter (PM2.5) and oxides of nitrogen (NOX) have decreased dramatically, and areas that were degraded are now in compliance.

While air pollution from certain sectors such as transportation have been decreasing, the north coast of the East Bay region is home to a variety of petrochemical industry sites. This includes five petroleum refineries. The refineries not only contribute to these criteria pollutants, but also emit a unique cocktail of toxic and carcinogenic compounds that are not monitored and continue to impact cardiovascular health in the region. This region, aptly named the “refinery corridor” has a petroleum refining capacity of roughly 800,000 BPD (barrels per day) of crude oil.

Petroleum refineries in California’s East Bay have always been a contentious issue, and several of the refineries date back to almost the turn of the 20th century. The refineries have continuously increased their capacities and abilities to refine dirtier crude oil through “modernization projects.” As a result, air quality and health impacts became such a concern that in 2006 and again in 2012, Gayle McLaughlin, a Green Party candidate, was elected as Mayor of the City of Richmond. Richmond, CA became the largest city in the U.S. with a Green Party Mayor. While there have been many strides in the recent decade to clean up these major sources of air pollution, health impacts in the region including cardiovascular disease and asthma, as well as cancer rates, are still disproportionately high.

Regulations

To give additional background on this issue, let’s discuss some the regulations tasked with protecting people and the environment in California, as well as climate change targets.

New proposals for meeting California’s progressive carbon emissions standards were proposed in January of 2017. A vote to decide on the plan to meet the aggressive new climate target and reduce greenhouse gas emissions 40% across all sectors of the economy will happen this month, May 2017! Over the last ten years the refineries have invested in modernization projects costing more than $2 billion to reduce emissions.

However – a current proposal will actually allow the refineries to process more crude oil by setting a standard for emissions by volume of crude/petroleum refined, rather than an actual cap on emissions. The current regulatory approach focuses on “source-by-source” regulations of individual equipment, which ignores the overall picture of what’s spewing into nearby communities and the atmosphere. Even the state air resources board has supported a move to block the refineries from accepting more heavy crude from the Canadian tar sands.

New regulatory proposals incentivize refineries to continue expanding operations to refine more oil, resulting in a larger burden on the health of these already disproportionately impacted environmental justice communities. Chevron, in particular, is upgrading their Richmond refinery in a way as to allow it to process dirtier crude in larger volumes from the Monterey Shale and Canada’s Tar Sands. Since the production volumes of lighter crudes are shrinking, heavier dirtier crudes are becoming a larger part of the refinerys’ feedstocks. Heavier crudes require more energy to refine and result in larger amounts of hazardous emissions.

Upgrades are also being implemented to address greenhouse gas emissions. While the upgrades address the carbon emissions, regulatory standards without strict caps for other pollutants will allow emissions of criteria and toxic air pollutants such as VOC’s, nitrosamines, heavy metals, etc… to increase. In fact, newly proposed emissions standards for refineries will make it easier for the refineries to increase their crude oil volumes by regulating emissions on per-barrel standards. Current refining volumes can be seen below in Table 1, along with their maximum capacity.

Table 1. Bay Area refineries average oil processed and total capacity

Refinery Location Ave. oil processed
Barrels Per Day (2012 est.)		 Max. capacity (BPD)
Chevron U.S.A. Inc. Richmond Refinery Richmond 245,271 >350,000
Tesoro Refining & Marketing, Golden Eagle Refinery Martinez 166,000 166,000
Shell Oil Products US, Martinez Refinery Martinez 156,400 158,000
Valero Benicia Refinery Benicia 132,000 150,000
Phillips 66, Rodeo San Francisco Refinery Rodeo 78,400 100,000

Source: California Energy Commission. One barrel of oil = 42 U.S. gallons.

Environmental Health Inequity

The Bay Area, and in particular the city of Richmond, have been noted in the literature as a place where environmental racism and environmental health disparity exist. The city’s residents of color disproportionately live near the refineries and chemical plants, which is noted in early works on environmental racism by pioneers of the idea, such as Robert Bullard (Bullard 1993a,b).

Since the issue has been brought to national attention by environmental justice groups like West County Toxics Coalition, progress has been made to try to bring justice, but it has been limited. People of color are still disproportionately exposed to toxic, industrial pollution in that area. A recent study showed 93% of respondents in Richmond were concerned about the link between pollution and health, and 81% were concerned about a specific polluter, mainly the Chevron Refinery (Brody et al. 2012). Recent health reports continue to show the trend that these refinery communities suffer disproportionately from cases of asthma and cardiovascular disease and higher mortality rates from a variety of cancers.

Health Impact Studies

Manufacturing and refining are known to produce particularly toxic pollution. Additionally, there has been research done on the specific makeup of pollution in the refinery corridor. The best study to do this is the Northern California Household Exposure Study (Brody et al. 2009). They examined indoor and outdoor air in Richmond, a refinery corridor community, and Bolinas, a nearby but far more rural community. They found 33% more compounds in Richmond, along with higher concentrations of each compound. The study also found very high concentrations of vanadium and nickel in Richmond, some of the highest levels in the state. Vanadium and nickel have been shown to be some of the most dangerous PM2.5 components as we previously stated, which gives reason to believe the air pollution in Richmond is more toxic than in surrounding areas.

Another very similar study compared the levels of endocrine disrupting compounds in Richmond and Bolinas homes, and found 40 in Richmond homes and only 10 in Bolinas (Rudel et al. 2010). This supports the idea that a large variety of pollutants with synergistic effects may be contributing to the increased mortality and hospital visits for communities in this region. This small body of research on pollution in Richmond suggests that the composition of air pollution may be more toxic and thus trigger more pollution-related adverse health outcomes than in surrounding communities.

Air Quality Monitoring

As discussed above and in FracTracker’s previous reports on the refinery corridor, the refinery emissions are a unique cocktail whose synergistic effects may be driving much of the cardiovascular disease, asthma, and cancer risk in the region. Therefore, the risk drivers in the Bay Area need to be prioritized, in particular the compounds of interest emitted by the petrochemical facilities.

The targets for emissions monitoring are compounds associated with the highest risk in the neighboring communities. An expert panel was convened in 2013 to develop plans for a monitoring network in the refinery corridor. Experts found that measurements should be collected at 5 minute intervals and displayed to the public real-time. The gradient of ambient air concentrations is determined by the distance from refinery, so a network of three near-fence-line monitors was recommended. Major drivers of risk are supposed to be identified by air quality monitoring conducted as a part of Air District Regulation 12m Rule 15: Petroleum Refining Emissions tracking. According to the rule, fence-line monitoring plans by refinery operators:

… must measure benzene, toluene, ethyl benzene, and xylenes (BTEX) and HS concentrations at refinery fence-lines with open path technology capable of measuring in the parts per billion range regardless of path length. Open path measurement of SO2, alkanes or other organic compound indicators, 1, 3-butadiene, and ammonia concentrations are to be considered in the Air Monitoring Plan.

The following analysis found that the majority of hazardous pollutants emitted from refineries are not monitored downwind of the facility fence-lines, much less the list explicitly named in the regulations above.

As shown below in Figure 1, the most impacted communities are in those directly downwind of the facility. According to the BAAQMD, each petroleum refinery is supposed to have fence-line monitoring. Despite this regulation developed by air quality and health experts, only two out of the five refineries have even one fence-line monitor. Real-time air monitoring data at the Chevron Richmond fence-line monitor and the Phillips 66 Rodeo fence-line monitor can be found on fenceline.org. Data from these monitors are also aggregated by the U.S. EPA, and along with the other local monitors, can be viewed on the EPA’s interactive mapping platform.

Figure 1. Map of Hydrogen Sulfide Emissions from the Richmond Chevron Refinery
Refinery emissions - H2S gradient

Hazardous Emissions and Ambient Pollution

Since the majority of hazardous chemicals emitted from the refineries are not measured at monitoring sites, or there are not any monitoring sites at the fence-line or downwind of the facility, our mapping exercises instead focus on the hazardous air pollution for which there is data.

As shown in the map of hydrogen sulfide (H2S) above, the communities immediately neighboring the refineries are subjected to the majority of hazardous emissions. The map shows the rapidly decreasing concentration gradient as you get away from the facility. H2S would have been a good signature of refinery emissions throughout the region if there were more than three monitors. Also, those monitors only existed until 2013, when they were replaced with a singular monitor in a much better location, as shown on the map. The 2016 max value is much higher because it is more directly downwind of Chevron Refinery.

The interpolated map layer was created using 2013 monitoring data from three monitors that have since been removed. The 2016 monitoring location is in a different location and has a maximum value more than twice what was recorded at the 2013 location.

Table 2. Inventory of criteria pollutant emissions for the largest sectors in the Bay Area

Annual average tons per day
PM10 PM2.5 ROG NOX SOX CO
Area wide 175.51 52.90 87.95 19.92 0.62 161.86
Mobile 20.33 16.27 183.12 380.52 14.93 1541.50
Total Emissions 16.30 12.14 106.58 50.59 45.95 44.31

Table adapted from the BAAQMD Refinery Report. PM10 = particulate matter less than 10 microns in diameter  (about the width of a human hair); PM2.5 = PM less than 2.5 microns in diameter; ROG = reactive organic gases; NOX = nitrogen oxides; SOX = sulfur oxides; CO = carbon monoxide.

Additionally, exposure assessment can also rely on using surrogate emissions to understand where the plumes from the refineries are interacting with the surrounding communities. It is particularly important to also discriminate between different sources of pollution. As we see in Table 2 above, the largest volume of particulate matter (PM), NOX, and CO emissions actually come from mobile sources, whereas the largest source of sulfur dioxide and other oxides (SOX) is from stationary sources. Since the relationship between PM2.5 and health outcomes is most established, the response to ambient levels of PM2.5 in the refinery corridor gives insight into the composition of PM as well as the presence of other species of hazardous air pollution. On the other hand, SO2 can be used as a surrogate for the footprint of un-monitored air toxics.

Pollutants’ Fingerprints

Particulate Matter

Figure 2. Map of fine particulate matter (PM2.5) for the Bay Area Air Quality Management District

View map fullscreen | How FracTracker maps work

Figure 2 above displays ambient levels of PM2.5, and as the map shows, the highest levels of particulate matter surround the larger metro area of downtown Oakland and also track with the larger commuting corridors. The map shows evidence that the largest contributor to PM2.5 is truly the transportation (mobile) sector. PM2.5 is one hazardous air pollutant which negatively impacts health, causing heart attack, or myocardial infarction (MI), among other conditions. PM2.5 is particulate matter pollution, meaning small particles suspended in the air, specifically particles under 2.5 microns in diameter. Exposure to high levels of PM2.5 increases the risk of MI within hours and for the next 1-2 days (Brooks et al. 2004; Poloniecki et al. 1997).While refineries may not be the largest source of PM in the Bay Area, they are still large point sources that contribute to high local conditions of smog.

The chemical make-up of the particulate matter also needs to be considered. In addition, the toxicity of PM from the refineries is of particular concern. Since particulate matter acts like small carbon sponges, the source of PM affects its toxicity. The cocktail of hazardous air toxics emitted by refineries absorb and adsorb to the surfaces of PM. When inhaled with PM, these toxics including heavy metals and carcinogens are delivered deep into lung tissue.

Pooled results of many studies showed that for every 10 micrograms per meter cubed increase in PM2.5 levels, the risk of MI increases 0.4-1% (Brooks et al. 2010).  However, this relationship has not been studied in the context of EJ communities. EJ communities are generally low income communities of color (Bullard 1993), which have higher exposures to pollution, more sources of stress, and higher biological markers of stress (Szanton et al. 2010; Carlson and Chamberlein 2005). All of these factors may affect the relationship between PM2.5 and MI, and increase the health impact of pollution in EJ communities relative to what has been found in the literature.

Sulfur Dioxide

Figure 3 below shows the fingerprint of the refinery emissions on the refinery corridor, using SO2 emissions as a surrogate for the cocktail of toxic emissions. The relationship between SO2 and health endpoints of cardiovascular disease and asthma have also been established in the literature (Kaldor et al. 1984).

In addition to assessing SO2 as a direct health stressor, it is also the most effective tracer of industrial emissions and specifically petroleum refineries for a number of reasons. Petroleum refineries are the largest source of SO2 in the BAAQMD by far (Table 1), and there are more monitors for SO2 than any of the other emitted chemical species that can be used to fingerprint the refineries. The distribution of SO2 is therefore representative of the cocktail of a combination of the hazardous chemicals released in refinery emissions.

Figure 3. Map of Sulfur Dioxide for the Bay Area Air Quality Management District

View map fullscreen | How FracTracker maps work

Further Research

The next step for FracTracker Alliance is to further explore the relationship between health effects in the refinery communities and ambient levels of air pollution emitted by the refineries. Our staff is currently working with the California Department of Public Health to analyze the response of daily emergency room discharges for a variety of health impacts including cardiovascular disease and asthma.

References

Brody, J. G., R. Morello-Frosch, A. Zota, P. Brown, C. Pérez, and R. A. Rudel. 2009. Linking Exposure Assessment Science With Policy Objectives for Environmental Justice and Breast Cancer Advocacy: The Northern California Household Exposure Study. American Journal of Public Health 99:S600–S609.

Brook, R. D., B. Franklin, W. Cascio, Y. Hong, G. Howard, M. Lipsett, R. Luepker, M. Mittleman, J. Samet, S. C. Smith, and I. Tager. 2004. Air Pollution and Cardiovascular Disease. Circulation 109:2655–2671.

Brooks, R. D., S. Rajagopalan, C. A. Pope, J. R. Brook, A. Bhatnagar, A. V. Diez-Roux, F. Holguin, Y. Hong, R. V. Luepker, M. A. Mittleman, A. Peters, D. Siscovick, S. C. Smith, L. Whitsel, and J. D. Kaufman. 2010. Particulate Matter Air Pollution and Cardiovascular Disease. Circulation 121:2331–2378.

Bullard, R. D. 1993a. Race and Environmental Justice in the United States Symposium: Earth Rights and Responsibilities: Human Rights and Environmental Protection. Yale Journal of International Law 18:319–336.

Bullard, R. D. 1993b. Confronting Environmental Racism: Voices from the Grassroots. South End Press.

Carlson, E.D. and Chamberlain, R.M. (2005), Allostatic load and health disparities: A theoretical orientation. Res. Nurs. Health, 28: 306–315. doi:10.1002/nur.20084

Kaldor, J., J. A. Harris, E. Glazer, S. Glaser, R. Neutra, R. Mayberry, V. Nelson, L. Robinson, and D. Reed. 1984. Statistical association between cancer incidence and major-cause mortality, and estimated residential exposure to air emissions from petroleum and chemical plants. Environmental Health Perspectives 54:319–332.

Poloniecki, J. D., R. W. Atkinson, A. P. de Leon, and H. R. Anderson. 1997. Daily Time Series for Cardiovascular Hospital Admissions and Previous Day’s Air Pollution in London, UK. Occupational and Environmental Medicine 54:535–540.

Rudel, R. A., R. E. Dodson, L. J. Perovich, R. Morello-Frosch, D. E. Camann, M. M. Zuniga, A. Y. Yau, A. C. Just, and J. G. Brody. 2010. Semivolatile Endocrine-Disrupting Compounds in Paired Indoor and Outdoor Air in Two Northern California Communities. Environmental Science & Technology 44:6583–6590.

Szanton SL, Thorpe RJ, Whitfield KE. Life-course Financial Strain and Health in African-Americans. Social science & medicine (1982). 2010;71(2):259-265. doi:10.1016/j.socscimed.2010.04.001.

By Daniel Menza, Data & GIS Intern, and Kyle Ferrar, Western Program Coordinator, FracTracker Alliance

Cover photo credit: Claycord.com

louisiana bayou proposed pipeline map
Karen Edelstein

Pipeline Under Debate in Louisiana Bayou

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The 30-inch Bayou Bridge Pipeline began operations in April of 2016, with a short leg of pipeline that ran from Nederland, Texas to refineries in Lake Charles, Louisiana. But this 60-mile long pipeline, operated by Sunoco Logistics Partners, was just the first step in a much lengthier, and more controversial, 24-inch diameter pipeline project (jointly owned by Sunoco Logistics Partners, as well as Phillips 66 Partners and Energy Transfer Partners). Nonetheless, Bayou Bridge Pipeline, LLC argues that transport of crude oil by pipeline rather than by tanker or train, is the safest transportation option, as they continue to advocate and justify more pipeline construction in the name of “energy independence.” They compare its necessity to that of FedEx, a mere “delivery system”—one that would carry 280,000 barrels of light or heavy crude across the Acadiana terrain. The company building the pipeline, in fact, distances itself from problems that could result after oil starts flowing:

The pipeline is merely a delivery system, similar to FedEx, to help fill a need that already exists to ship the crude to refiners and market. We do not own the crude in the pipeline,” Alexis Daniel, of Granado Communications Group, a public relations firm in Dallas, wrote in an email response to questions posed to Energy Transfer Partners. Source

Developers hope that second phase of the proposed Bayou Bridge Pipeline will be put into operation during the second half of 2017. It would run 162 miles from Lake Charles, LA to refineries in St James, LA. It would cross the 11 Louisiana parishes and over 700 acres of fragile wetlands, and watersheds that supply drinking water for up to 300,000 people. Pump stations are planned for Jefferson Davis and St. Martin parishes. St. James is located on the western bank of the Mississippi River, about 50 miles upstream of New Orleans. In addition, the proposed pipeline crosses the state-designated Coastal Zone Boundary, an area targeted by Louisiana for special consideration relating to ecological and cultural sustainability.

Map of Proposed Louisiana Bayou Bridge Pipeline

View map fullscreen | How FracTracker maps work

Zoom in closer to the area around the Bayou Bridge Pipeline, and the National Wetlands Inventory data should appear. Use the “Bookmarks” tab to zoom in close to the refinery sites, and also to zoom back out to the full extent of the proposed Bayou Bridge Pipeline.

What’s the connection to the DAPL?

The 2010 BP Gulf oil spill resulted in $18 billion in settlements and penalties. With protests in the news about the impacts the Dakota Access Pipeline (DAPL) could pose to drinking water for the Standing Rock Sioux Reservation should another oil spill occur along the Missouri River, it’s no surprise that environmentalists are also calling for an environmental impact statement about the proposed extension of the Bayou Bridge Pipeline.

Acadiana is already criss-crossed by a dense network of pipelines leading to Gulf Coast refineries. Nonetheless, the process of building the proposed Bayou Bridge pipeline, the Atchafalaya Basin, a major watershed of the Gulf of Mexico, will see additional and significant impacts. Even if the construction process happens without a hitch, 77 acres of wetlands would be permanently affected, and 177 acres would be temporarily affected, along with the wildlife and aquatic species that live there. Within a 5-mile buffer area of the pipeline, National Wetlands Inventory has mapped over 600 square miles of forested wetlands, nearly 300 square miles of estuarine wetlands, and 63 square miles of freshwater emergent wetlands. Essential ecosystem services that the wetlands provide, absorbing floodwaters, could be compromised, leading to increased erosion and sedimentation downstream. Impacts to these wetlands could be greatly magnified into the already environmentally stressed Gulf.

The connection between DAPL and Bayou Bridge is both figurative and literal. Like most new pipelines, concerns about spills loom large in the minds of many. A new pipeline represents more money that is not being directed toward clean energy alternatives.

Energy Transfer Partners, the same company building DAPL, is also building the Bayou Bridge, which the final leg of the Dakota Access Pipeline, 1300 miles to the north. The two pipelines would be connected by a 700+-mile-long stretch of Energy Transfer Partner’s 30-inch Trunkline. This pipeline, which has been a gas transmission line, was proposed in 2012 for conversion from gas to crude transport. The project was cancelled in 2014, and reworked to use 678 miles of the original Trunkline, and also add 66 miles of new pipeline. When it is online, the flow direction of the Trunkline pipeline would reversed to accommodate the south-flowing crude.

Other unanticipated impacts

Interestingly, if crude oil transport to Gulf Coast refineries is diverted to pipelines rather than traditional rail or barge transport, some industry analysts predict that transportation using those modes of conveyance will shift more to the Atlantic and Pacific coasts.

A chance for public input

Environmental groups, including a coalition the comprises the Sierra Club, the Gulf Restoration Network, and the Louisiana Bucket Brigade, the Atchafalaya Basinkeeper, as well as concerned citizens, and landowners (some of whom already have multiple pipelines crossing their properties) are making their resistance to the pipeline heard, loud and clear about the need for a full environmental impact statement that will address the cumulative and indirect impacts of the project.

Note

In response to public outcry, the Louisiana Department of Environmental Quality has agreed to hold a public hearing about the Bayou Bridge Pipeline extension. The meeting will take place at 6 p.m. on January 12 in the Oliver Pollock Room of the Galvez Building, 602 North 5th St. in Baton Rouge.

Update, 6 February 2017. Here’s an article that features information about the January 12 public meeting, which was packed to capacity.

By Karen Edelstein, Eastern Program Coordinator, FracTracker Alliance

Richmond, CA crude by rail protest
Kyle Ferrar, MPH

CA Refineries: Sources of Oil and Crude-by-Rail Terminals

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CA Crude by Rail, from the Bakken Shale and Canada’s Tar Sands to California Refineries
By
Kyle Ferrar, Western Program Coordinator &
Kirk Jalbert, Manager of Community Based Research & Engagement

Refineries in California plan to increase capacity and refine more Bakken Shale crude oil and Canadian tar sands bitumen. However, CA’s refinery communities that already bear a disparate amount of the burden (the refinery corridor along the north shore of the East Bay) will be more impacted than they were previously. New crude-by-rail terminals will put additional Californians at risk of accidents such as spills, derailments, and explosions. Additionally, air quality in refinery communities will be further degraded as refineries change to lower quality sources of crude oil. Below we discuss where the raw crude oil originates, why people are concerned about crude-by-rail projects, and what CA communities are doing to protect themselves. We also discuss our GIS analysis, showing the number of Californians living within the half-mile blast zones of the rail lines that currently are or will be supported by the new and existing crude by rail terminal projects.

Sources of Raw Crude Oil

Sources of Refinery HAPs

Figure 1. Sources of crude oil feedstock refined in California over time (CA Energy Commission, 2015)

California’s once plentiful oil reserves of locally extracted crude are dwindling and nearing depletion. Since 1985, crude extraction in CA has dropped by half. Production from Alaska has dropped even more, from 2 million B/D (barrels per day) to around 500,000 B/D. The 1.9 million B/D refining capacity in CA is looking for new sources of fuels. Refineries continue to supplement crude feedstock with oil from other sources, and the majority has been coming from overseas, specifically Iraq and Saudi Arabia. This trend is shown in figure 1.

Predictions project that sources of raw crude oil are shifting to the energy intensive Bakken formation and Canadian Tar Sands. The Borealis Centre estimates an 800% increase of tar sands oil in CA refineries over the next 25 years (NRDC, 2015). The increase in raw material from these isolated locations means new routes are necessary to transport the crude to refineries. New pipelines and crude-by-rail facilities would be necessary, specifically in locations where there are not marine terminals such as the Central Valley and Central Coast of CA. The cheapest way for operators in the Canadian Tar Sands and North Dakota’s Bakken Shale to get their raw crude to CA’s refinery markets is by railroad (30% less than shipping by marine routes from ports in Oregon and Washington), but this process also presents several issues.

CA Crude by Rail

More than 1 million children — 250,000 in the East Bay — attend school within one mile of a current or proposed oil train line (CBD, 2015). Using this “oil train blast zone” map developed by ForestEthics (now called Stand) you can explore the various areas at risk in the US if there was an oil train explosion along a rail line. Unfortunately, there are environmental injustices that exist for communities living along the rail lines that would be transporting the crude according to another ForestEthics report.

To better understand this issue, last year we published an analysis of rail lines known to be used for transporting crude along with the locations of oil train incidents and accidents in California. This year we have updated the rail lines in the map below to focus on the Burlington Northern Santa Fe (BNSF) and Union Pacific (UP) railroad lines, which will be the predominant lines used for crude-by-rail transport and are also the focus of the CA Emergency Management Agency’s Oil by Rail hazard map.

The specific focus of the map in Figure 2 is the five proposed and eight existing crude-by-rail terminals that allow oil rail cars to unload at the refineries. The eight existing rail terminals have a combined capacity of 496,000 barrels. Combined, the 15 terminals would increase CA’s crude imports to over 1 million B/D by rail. The currently active terminals are shown with red markers. Proposed terminals are shown with orange markers, and inactive terminals with yellow markers. Much of the data on terminals was taken from the Oil Change International Crude by Rail Map, which covers the entire U.S.

Figure 2. Map of CA Crude by Rail Terminals

View Map Fullscreen | How Our Maps Work | Download Rail Terminal Map Data

Additional Proposals

The same type of facility is currently operating in the East Bay’s refinery corridor in Richmond, CA. The Kinder Morgan Richmond terminal was repurposed from handling ethanol to crude oil, but with no public notice. The terminal began operating without conducting an Environmental Impact Report (EIR) or public review of the permit. Unfortunately, this anti-transparent process was similar to a tactic used by another facility in Kern County. The relatively new (November 2014) terminal in Taft, CA operated by Plains All American Pipeline LLC also did not conduct an EIR, and the permit is being challenged on the grounds of not following the CA Environmental Quality Act (CEQA).

EIRs are an important component of the permitting process for any hydrocarbon-related facility. In April 2015 in Pittsburg, for example, a proposed 50,000 B/D terminal at the WesPac Midstream LLC’s railyard was abandoned due to community resistance and criticism over the EIR from the State Attorney General, along with the larger proposal of a 192,000 B/D marine terminal.

Still, many other proposals are in the works for this region. Targa Resources, a midstream logistics company, has a proposed a 70,000 B/D facility in the Port of Stockton, CA. Alon USA has a permitted project for revitalizing an idle Bakersfield refinery because of poor economics and have a permit to construct a two-unit train/day (150,000 B/D) offloading facility on the refinery property. Valero dropped previous plans for a rail oil terminal at its Wilmington refinery in the Los Angeles/Long Beach port area, and Questar Pipeline has preliminary plans for a  rail oil terminal in the desert east of the Palm Springs area for a unit-train/day.

Air Quality Impacts of Refining Tar Sands Oil

Crude-by-rail terminals bring with them not only the threat of derailments and the risk of other such accidents, but the terminals are also a source of air emissions. Terminals – both rail and marine – are major sources of PAH’s (polycyclic aromatic hydrocarbons). The Sacramento Valley Railroad (SAV) Patriot rail oil terminal at a business park on the former McClellan Air Force Base property actually had its operating permit withdrawn by Sacramento air quality regulators due to this issue (read more). The terminal was unloading and reloading oil tanker cars.

FracTracker’s recent report, Emissions in the Refinery Corridor, shows that the refineries in this region are the major point source for emissions of both cancer and non-cancer risk drivers in the region. These air pollution sources get worse, however. According to the report by NRDC, changing the source of crude feedstock to increased amounts of Canadian Tar Sands oil and Bakken Shale oil would:

… increase the levels of highly toxic fugitive emissions; heavy emissions of particulate, metals, and benzene; result in a higher risk of refinery accidents; and the accumulation of petroleum coke* (a coal-like, dusty byproduct of heavy oil refining linked to severe respiratory impacts). This possibility would exacerbate the harmful health effects faced by the thousands of low-income families that currently live around the edges of California’s refineries. These effects are likely to include harmful impacts to eyes, skin, and the nervous and respiratory systems. Read NRDC Report

Petroleum coke (petcoke) is a waste product of refining tar sands bitumen (oil), and will burden the communities near the refineries that process tar sands oil. Petcoke has recently been identified as a major source of exposures to carcinogenic PAH’s in Alberta Canada (Zhang et al., 2016). For more information about the contributions of petcoke to poor air quality and climate change, read this report by Oil Change International.

The contribution to climate change from accessing the tar sands also needs to be considered. Extracting tar sands is estimated to release on average 17% average more green-house gas (GHG) emissions than conventional oil extraction operations in the U.S., according to the U.S. Department of State. (Greenhouse gases are gases that trap heat in the atmosphere, contributing to climate change on a global scale.) The refining process, too, has a larger environmental / public health footprint; refining the tar sands to produce gasoline or diesel generates an average of 81% more GHGs (U.S. Dept of State. Appendix W. 2015). In total this results in a much larger climate impact (NRDC, NextGen Climate, Forest Ethics. 2015).

Local Fights

People opposed to CA crude by rail have been fighting the railway terminal proposals on several fronts. In Benicia, Valero’s proposal for a rail terminal was denied by the city’s Planning Commission, and the project’s environmental impact report was denied, as well. The city of Benicia, however, hired lawyers to ensure that the railway projects are built. The legality of railway development is protected regardless of the impacts of what the rails may be used to ship. This legal principle is referred to as “preemption,” which means the federal permitting prevents state or local actions from trying to limit or block development. In this case, community and environmental advocacy groups such as Communities for a Better Environment, the Natural Resources Defense Council, and the Stanford-Mills Law Project all agree the “preemption” doctrine doesn’t apply here. They believe preemption does not disallow the city or other local governments from blocking land use permits for the refinery expansion and crude terminals that unload the train cars at the refinery.  The Planning Commission’s decision is being appealed by Valero, and another meeting is scheduled for September, 2016.

The fight for local communities along the rail-lines is more complicated when the refinery is far way, under the jurisdiction of other municipalities. Such is the case for the Phillips 66 Santa Maria Refinery, located on California State Highway 1 on the Nipomo Mesa. The Santa Maria refinery is requesting land use permits to extend track to the Union Pacific Railway that transits CA’s central coast. The extension is necessary to bring the rail cars to the proposed rail terminal. This project would not just increase traffic within San Luis Obispo, but for the entirety of the rail line, which passes directly through the East Bay. The project would mean an 80-car train carrying 2 million gallons of Bakken Crude would travel through the East Bay from Richmond through Berekely and Emeryville to Jack London Square and then south through Oakland and the South Bay.  This would occur 3 to 5 times per week. In San Luis Obispo county 88,377 people live within the half-mile blast zone of the railroad tracks.

In January, the San Luis Obispo County Planning Department proposed to deny Phillips 66 the permits necessary for the rail spur and terminals. This decision was not easy, as Phillips 66, a corporation ranked Number 7 on the Fortune 500 list, has fought the decision. The discussion remained open with many days of meetings, but the majority of the San Luis Obispo Planning Commission spoke in favor of the proposal at a meeting Monday, May 16. There is overwhelming opposition to the rail spur project coming from 250 miles away in Berkeley, CA. In 2014, the Berkeley and Richmond city councils voted to oppose all transport of crude oil through the East Bay. Without the rail spur approval, Phillips 66 declared the Santa Maria refinery would otherwise transport oil from Kern County via 100 trucks per day. Learn more about this project.

GIS Analysis

GIS techniques were used to estimate the number of Californians living in the half mile “at risk” blast zone in the communities hosting the crude-by-rail lines. First, we estimated the total population of Californians living a half mile from the BNSF and UP rail lines that could potentially transport crude trains. Next, we limited our study area to just the East Bay refinery corridor, which included Contra Costa and the city of Benicia in Solano County. Then, we estimated the number of Californians that would be living near rail lines if the Phillips 66 Santa Maria refinery crude by rail project is approved and becomes operational. The results are shown below:

  1. Population living within a half mile of rail lines throughout all of California: 6,900,000
  2. Population living within a half mile of rail lines in CA’s East Bay refinery communities: 198,000
  3. Population living within a half mile of rail lines along the UP lines connecting Richmond, CA to the Phillips 66 Santa Maria refinery: 930,000

CA Crude by Rail References

  1. NRDC. 2015. Next Frontier for Dangerous Tar Sands Cargo:California. Accessed 4/15/16.
  2. Oil Change International. 2015. Rail Map.
  3. Global Community Monitor. 2014. Community Protest Against Crude Oil by Rail Blocks Entrance to Kinder Morgan Rail Yard in Richmond
  4. CEC. 2015. Sources of Oil to California Refineries. California Energy Commission. Accessed 4/15/16.
  5. Zhang Y, Shotyk W, Zaccone C, Noernberg T, Pelletier R, Bicalho B, Froese DG, Davies L, and Martin JW. 2016. Airborne Petcoke Dust is a Major Source of Polycyclic Aromatic Hydrocarbons in the Athabasca Oil Sands Region. Environmental Science and Technology. 50 (4), pp 1711–1720.
  6. U.S. Dept of State. 2015. Final Supplemental Environmental Impact Statement for Keystone XL Pipeline. Accessed 5/15/16.
  7. U.S. Dept of State. 2015. Appendix W Environmental Impact Statement for Keystone XL Pipeline Appendix W. Accessed 5/15/16.
  8. NRDC, NextGen Climate, Forest Ethics. 2015. West Coast Tar Sands Invasion. NRDC 2015. Accessed 4/15/16.

** Feature image of the protest at the Richmond Chevron Refinery courtesy of Global Community Monitor.

Pilgrim Pipelines proposal & community actions
Karen Edelstein

Controversial 178-mile-long parallel pipelines proposed for NY’s Hudson Valley/Northern NJ

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By Karen Edelstein, Eastern Program Coordinator

Over the past seven years, there has been a very strong upswing in domestic oil production coming from Bakken Formation in North Dakota. Extraction rates increased over 700% between November 2007 and November 2015, to over 1.2 million barrels per day. With all this oil coming out of the North Dakota oil fields, the challenge is how to get that oil to port, and to refineries. For the large part, the method of choice has been to move the oil by rail. Annual shipments out of North Dakota have jumped from 9500 carloads in 2008 to close to a half million carloads by 2013.

Nearly 25% of oil leaving the Bakken Formation is destined for east coast refineries located in New Jersey, Philadelphia, and Delaware. Trains carrying the crude enter New York State along two routes. A southern route, passes through Minneapolis, Chicago, Cleveland, and Buffalo, and on to Albany. A northern route, which originates in the oil fields of southern Manitoba and Saskatchewan Provinces in Canada, passes through Toronto, Montreal, and then south to Albany.

Currently, once the oil reaches Albany, it is transported south through the Hudson Valley, either by barge or by train. Two “unit trains” per day, each carrying 3 million gallons in 125-tank car trains, are bound for Philadelphia-area refineries. In addition, a barge per day, carrying 4 million gallons, heads to New Jersey refineries. Environmental groups in New York’s Hudson Valley, including Hudson RiverKeeper, have registered alarm and opposition about the potential impacts and risks of the transport of this process poses to the safety of residents of the Hudson Valley, and to the health of the Hudson River. More background information is available in this Pilgrim Pipelines 101 webinar.

What are the Pilgrim Pipelines?

The proposed Pilgrim Pipelines are two parallel 18-24-inch pipelines that would run from the Port of Albany to Linden, NJ, alongside the New York State Thruway (I-87) for 170 miles just to the west of the Hudson River, with nearly 80% of the pipeline within the public right-of-way. The rest of the pipeline would traverse private property and some utility areas.

The pipeline running south from Albany would carry the light, explosive crude to refineries in NJ, Philadelphia, and Delaware. After the oil is refined, the North-bound pipeline would carry the oil back to Albany, moving 200,000 barrels (8.4 million gallons) of oil in each direction, every day. Touted by Pilgrim Pipeline Holdings, LLC as a central component in “stabilization of the East Coast oil infrastructure,” the project proposes to:

provide the Northeast region of the United States with a more stable supply of essential refined petroleum products… and… provide the region with a safer and more environmentally friendly method of transporting oil and petroleum products.

The Controversy

The Pilgrim company is lead by two individuals with deep ties to the energy industry. Both the company president, Errol B. Boyles, as well as vice-president, Roger L. Williams, were in the upper echelon management of Wichita, Kansas-based Koch Industries.

Proponents of the project claim that it includes environmental benefits, such as 20% lower greenhouse gas emissions than would be generated moving the same quantity of oil via barge, and even claim that the proposed Pilgrim Pipelines “will produce a net air quality benefit to the region.” Of course, this argument is predicated on the belief that the unbridled oil extraction from the Bakken Formation is both environmentally desirable, and nationally required.

Economic benefits described by the pipeline company include the faster rate the petroleum products can be pumped through existing terminals in New York, and also meet a hoped-for demand surge for petroleum products. Naturally, the company would also create some construction jobs (albeit somewhat temporary and for out-of-state firms), and increase fuel available to consumers at lower prices because of proposed transportation savings. However, the Albany Business Review indicated that the pipeline could actually create a net loss of jobs if the pipeline were to make the Port of Albany less active as a shipping location.

Project opponents cite both short- and long-term impacts of the project on human and environmental health, the local and regional economy, property values, nearly a dozen threatened and endangered wildlife species, water quality, ecology of the pristine Hudson Highlands Region, and contributions that the project invariably makes to accelerating climate change, both through local impacts, and as an infrastructure component supporting the extraction of crude from the East Coast all the way to the Bakken Fields of North Dakota. Groups also cite the high rate of “non-technical” pipeline failures, due to excavation damage, natural force damage, and incorrect operation.

Communities in Action

Close to 60 municipalities along the pipeline route have passed local resolutions and ordinances expressing their opposition to the pipeline. Residents assert that the local communities would bear most of the risks, and few, if any, of the benefits associated with the Pilgrim Pipeline. These communities, represented by over a million people in New York and New Jersey, are shown in the map below. Other groups – including the New Jersey State Assembly and Senate, numerous county boards in both New York and New Jersey, and several school districts – have also passed resolutions opposing the project.

Access links to the resolution documents for individual towns by clicking on the town location in the map below.


View full screen map | How to work with our maps

Decision Makers in Question

The New York State Thruway Authority was initially the sole lead agency on the State Environmental Quality Review (SEQR) of the project, a decision that was decried by impacted municipalities, environmental groups, and the Ramapough Lenape Nation. Dwain Perry, Ramapough Lenape chief, urged that the New York State Department of Environmental Conservation be the lead agency, instead, saying:

…DEC has a much more thorough outlook into different things that can happen….[and]..is looking out for everyone’s interest.

However, in a development announced in late December 2015, the New York State Department of Environmental Conservation revealed that they, along with the NYS Thruway Authority, would jointly lead the environmental review of the project. This decision has perplexed many groups involved in the debate, and environmental groups such as Scenic Hudson, Environmental Advocates of New York, Hudson Riverkeeper, and Coalition Against the Pilgrim Pipeline expressed their dismay over this choice, and urged that the SEQR review address whether the project will be consistent with NY Governor Cuomo’s aggressive goals to reduce carbon emissions that are driving climate disruption.

DEC’s own guidelines advise against creating co-lead agencies in projects particularly because there is no prescribed process for resolution of disputes between two such agencies. Nonetheless, a DEC spokesperson, Sean Mahar, tried to assure critics that because the two lead agencies have “unique and distinct expertise” few problems would arise.

We’ll post updates as the project’s SEQR process gets underway.

Resources

Pilgrim Pipelines 101 webinar, presented by Kate Hudson (Riverkeeper) and Jennifer Metzger (Rosendale Town Board)