HomeMy WebLinkAboutResolution 1362 Packet
City Council Agenda Item
Meeting Date: 06/28/2016
Resolution Urging the Prohibition of Transportation of Crude Oil By Train Through Edmonds (5 min.)
Staff Lead: Andrew Pierce
Department: City Council
Preparer: Andrew Pierce
Background/History
The recent oil train derailment and fire in the Columbia River gorge area of Mosier, Oregon highlighted
the continued risk of trains carrying crude oil via train through populated areas and natural habitats.
Due to projected increased in Crude Oil train traffic in the Northwest United States many localities and
governments in the region are taking action to address the potential threats posed by the transportation
of crude oil via train.
Staff Recommendation
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Narrative
(Text Borrowed from the National Conference of State Legislatures)
The United States is producing more oil than it has in 30 years, and extraction companies are
increasingly relying on railroads to deliver these products to refineries. Recent technological advances
such as hydraulic fracturing and horizontal drilling are driving the increase in oil and natural gas
extraction by unlocking access to resources in Canada and the U.S. that were previously considered too
costly to develop. In 2014, the U.S. became the No. 1 producer of oil in the world-overtaking Saudi
Arabia and Russia-and that upward trend has continued into 2015. While the U.S. produced an average
of 8.7 million barrels of crude oil per day in 2014, during the first six months of 2015 that number rose
to an average of more than 9.4 billion barrels per day, according to the U.S. Energy Information
Administration. The U.S. hasn’t extracted that volume of crude since the early 1970s.
Leading the way are Texas and North Dakota, which combined account for almost half of domestic
production. In some cases, production levels have reached pipeline capacity, forcing producers to
identify alternative transportation methods. Many have turned to the railways, which have experienced
incredible growth in crude oil transport. In fact, the number of carloads carrying oil in 2014 rose by more
than 5,000 percent when compared with the numbers in 2008, according to the Association of American
Railroads (AAR).
North Dakota’s Bakken region accounts for much of this growth, with more than half of its production-
around 700,000 barrels per day in early 2015-moving out of the region on rail. That crude oil is moved to
refineries predominantly on the East and West Coasts, where it is processed into useful petroleum
products like heating oil, diesel fuel or gasoline.
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According to the U.S. Department of Transportation (DOT), just 2.6 percent of petroleum products were
transported by rail in 2009. Now, approximately 11 percent of these products are carried on Class I
railroads, according to AAR. Although oil still makes up less than 2 percent of total rail freight, the
volume of oil transported by rail has grown exponentially. Specifically, it’s the difference between 9,344
carloads terminated on U.S. Class I railroads in 2008, compared with 540,383 carloads in 2014.
Despite the fact that almost all of these carloads reach their destination without accidents, several high-
profile incidents have brought the issue into the national spotlight and led some to call for greater rail
safety standards for crude oil transports. In 2013, a derailment and explosion killed 47 people and
spilled 1.5 million gallons of crude oil in Lac Mégantic, Quebec. An analysis of federal data from DOT’s
Pipeline and Hazardous Materials Safety Administration (PHMSA) estimated that 1.15 million gallons of
crude oil spilled from rail cars in the U.S. in 2013. The topic came to the forefront again in early 2015
after several derailments and spills occurred within a matter of weeks. However, railroads are carrying a
much greater volume of fuel than in preceding decades. According to AAR, railroads carried over 11.5
billion gallons of fuel in 2013, and 99.99 percent of carloads reached their destination without a release
caused by an accident. Overall rail safety and accident prevention has also improved dramatically in
recent years. Rail accidents are down nearly 85 percent since 1980, and around 25 percent since 2000,
according to Federal Railroad Administration data. Similarly, the number of hazardous materials spills
has fallen by almost 60 percent since 2000-and this at a time when the number of hazmat cars has risen
by nearly 15 percent.
Railroad Classes
About 570 freight railroads operate in the U.S., according to the AAR. These railroads are classified into
categories primarily based on operating revenue, which is adjusted annually for inflation through
regulations outlined by the Surface Transportation Board. Class I railroads are those having annual
operating revenues of more than $467 million as of 2013. There are two Canadian railroads and two
Mexican railroads that have enough operating revenue to qualify them as Class I. There are currently
seven Class I railroads operating 94,300 miles of road in the U.S. This accounts for 68 percent of freight
rail mileage and 94 percent of revenue. Non-Class I railroads-more commonly known as regional or short
line railroads-vary in size from small operations carrying a few loads per month to much larger, multi-
state operations. Although crude oil transported by rail primarily occurs on Class I railroads, regional and
short line railroads can also be used when moving crude oil shorter distances and as a way to connect to
the larger railroad system.
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RESOLUTION NO. [####]
A RESOLUTION URGING THE PROPHIBITION OF THE
TRANSPORT OF CRUDE OIL BY RAIL THROUGH THE
CITY OF EDMONDS
WHEREAS, the City Council has a responsibility and a duty to protect the health and
safety of its citizens; and
WHEREAS, as a signatory member of the Safe Energy Leadership Alliance (“SELA”),
Edmonds has committed itself to being a regional and national leader in addressing the adverse
impacts of climate change unequivocally linked to the burning of fossil fuels; and
WHEREAS, Edmonds has committed itself to protecting the environment and natural
resources of our community, the State of Washington, the United State of America, and the
Earth; and
WHEREAS, the burning of fossil fuels in the production of energy is unsustainable and is
in stark contradiction to the goals of Edmonds to mitigate and combat the effects of climate
change; and
WHEREAS, the transport and use of large volumes of crude oil is not compatible with
the City of Edmonds’ role as a regional and national leader in addressing climate change; and
WHEREAS, trains carrying crude oil frequently traverse the rail lines that run through
the City of Edmonds; and
WHEREAS, the volume of crude oil developed and transported by rail, emanating mainly
from the Bakken shale formation in North Dakota, through and into the state of Washington is
estimated to increase approximately three-hundred percent from the current level of
approximately 19 trains weekly to 57 trains weekly by 2020; and
WHEREAS, the U.S. Department of Transportation Pipeline and Hazardous Materials
Safety Administration has determined that crude oil from the Bakken shale formation may be
more flammable, with a lower flash point, than traditional heavy crude oil; and
WHEREAS, rail incidents involving crude oil have increased nearly fifteen-hundred
percent between 2010 and 2014, and current trends show no evidence of the number of incidents
diminishing; and
WHEREAS, recent derailments, spills, and fires, such as the recent derailment and fire in
the Columbia River Gorge area of Mosier, Oregon, as well as the multiple recent derailments,
fires, and oil spills resulting in devastating destruction to both communities and the environment,
including the derailment and subsequent explosion and fire in Lac-Mégantic, Québec, which
caused the deaths of 47 people, the evacuation of thousands of people, and the destruction of
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many homes and businesses evidence the necessity to take appropriate measures to safeguard our
residents and environment; and
WHEREAS, the rail lines that transport crude oil from the Bakken shale formation run
through and by Edmonds’ residential, natural, and commercial areas, including: parks,
neighborhoods, businesses, a ferry terminal, a senior center, and along Edmonds’ waterfront,
marshes, and other natural areas; and
WHEREAS, a potential similar derailment, fire, evacuation, and loss of property and life
would be devastating to the City of Edmonds and its residents; and
WHEREAS, the City of Edmonds is deeply concerned about the threat to life, property,
and the environment resulting from derailments leading to oil spills, explosions, and fires from
the transport of crude oil by rail;
WHEREAS, prior resolutions passed by this Council addressing the issue of the
transportation of fossil fuels via rail have not been adequately addressed by the governments of
the State of Washington or the United States of America, have not led to a decrease in the
transportation of coal and other fossil fuels through our community, and did not account for the
increases in transportation of fossil fuels via rail through Edmonds.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
EDMONDS, THAT:
Section 1: The City Council of the City of Edmonds strongly urges the United States
Department of Transportation and the United States Congress to prohibit the transportation of
crude oil by rail through the City of Edmonds.
Section 2: Copies of this resolution shall be transmitted by the City Clerk to the
President of the United States, the Secretary of the United States Department of
Transportation, and each member of the United States Congress elected from this State,
including: Senator Patty Murray, Senator Maria Cantwell, and Representative Jim
McDermott; Governor Jay Inslee ; each member of the Washington State delegation
representing the City of Edmonds from Districts 21 and 32 , including: Senator Maralyn
Chase, Senator Marko Liias, Representative Cindy Ryu, Representative Ruth Kagi,
Representative Strom Peterson, and Representative Lillian Ortiz -Self.
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7.2.b
Packet Pg. 99
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7.2.b
Packet Pg. 100
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7.2.b
Packet Pg. 101
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7.2.b
Packet Pg. 102
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7.2.b
Packet Pg. 103
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7.2.b
Packet Pg. 104
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7.2.b
Packet Pg. 105
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7.2.b
Packet Pg. 106
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7.2.b
Packet Pg. 107
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7.2.b
Packet Pg. 108
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7.2.b
Packet Pg. 109
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7.2.b
Packet Pg. 110
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7.2.b
Packet Pg. 111
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7.2.b
Packet Pg. 112
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7.2.b
Packet Pg. 113
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7.2.b
Packet Pg. 114
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