05/23/2014 archive

With the debate over the Keystone XL Pipeline continuing, another important issue has arisen, transportation of crude oil by rail. Recent derailments and explosions have also brought into question safety considerations and the transport of Bakken crude, which is more dangerous to ship than other crude oil due to its flammability. This is not a new problem, in fact, it has been going on for decades and has been focused on the railroad tank car used, the DOT-111-A, as this McClathcy article reported in January:

Federal regulators might be weeks away from issuing new safety guidelines for tank cars carrying flammable liquids, after a series of frightening rail accidents over the past six months.

But the type of general-service tank car involved in recent incidents with crude oil trains in Quebec, Alabama and North Dakota – the DOT-111-A – has a poor safety record with hazardous cargoes that goes back decades, raising questions about why it took so long for the railroad industry and its federal regulators to address a problem they knew how to fix.

Other, more specialized types of tank cars received safety upgrades in the 1980s, and the industry’s own research shows they were effective at reducing the severity of accidents.

Tank car manufacturers have built new DOT-111A cars to a higher standard since 2011, but the improvements haven’t caught up to tens of thousands of older cars.

To be sure, improper railroad operations or defective track cause many accidents involving tank cars. But the National Transportation Safety Board, which makes recommendations but has no regulatory authority, has cited the DOT-111A’s deficiencies many times over the years for making accidents worse than they could have been.

In a segment on her show just last week, MSNBC’s Rachel Maddow illustrated the safety shortcomings of those rail tank cars used to transport this volatile crude oil, pointing to accidents, explosions, and toothless warnings going back over decades.

In April, the National Transportation and Safety Board (NTSB) has called on regulators to tighten standards and in early May, the Transportation Department issued a safety advisory pleading with companies that transport crude oil by train to discontinue old railcars

The advisory is non-binding, meaning it does not require companies to follow it, as an emergency order would. Yet it does apply to approximately 20,000 old tanker cars that companies rely on to carry Bakken crude from oil fields in North Dakota throughout the continent. The Transportation Department (DOT) recommended that only the sturdiest cars available are put to use, and that cars that cannot be destroyed should be updated.

Wednesday’s advisory came on the same day that the Transportation Department issued an emergency order forcing companies to provide communities alongside the rail routes with more information about the problems that are created when a spill or explosion takes place.  [..]

The DOT itself admitted crude shipments present “an imminent hazard” in an emergency order forcing companies to be more transparent with the areas they go through. Trains carrying oil generally include at least 100 cars. The emergency order requires all carloads with more than one million gallons of Bakken crude, equivalent to approximately 35 cars, to give local lawmakers notice that a train will be making its way through. [..]

Companies shipping oil by rail have never been forced to notify communities regarding hazardous material on board until this week.

An estimated 715,000 barrels of Bakken crude oil are shipped by rail every day.

It appears the oil industry is not going to lie down and take it.

American Petroleum Institute said it’s important to “separate fact from fiction” when it comes to shipping crude oil from North Dakota by rail.

The North Dakota Petroleum Council published a study Tuesday that shows crude oil taken from the Bakken reserve area in the state is similar to other grades of oil from North America. It does not, as the U.S. Department of Transportation suggests, pose a greater risk when transported by rail, the council said.

Rachel Maddow exposed the bias of that report

It is past time that the Department of Transportation stopped issuing toothless warnings and cracked down with inspections and heavy fines.

I’d like to explain why I’ve decided to include some familiar material in Geithner Extended (available in Earth Tones and Relentless Winter and it’s not just to fill up space (though it does an admirable job and that function is also important to the overall design).

The obvious reason is reinforcement by repetition.  The most charitable explanation of Geithner’s actions is that he’s an ignorant idiot.  Any student of Samuelson who actually achieved more than a courtesy ‘C’ in Econ 101 could tell you they’re nonsensical and self contradictory on their face, one need not be a Nobel Laureate like Krugman or Stiglitz; and denial of his policy’s abject failure if not classically delusional is a best an egotistical self defense mechanism.  Other explanations, while likely true, are more cynical and sinister.

However there is a more subtle nuance to which I’d like to draw your attention.

One great lesson I learned at Daily Kos is that most web surfing is remarkably shallow.  Markos is militant that Front Page pieces appear in their entirety on the Front Page not because he isn’t a hit whore (he’s said as much many times), but because he knows that people never click the links, even to read the bulk of an article.  It’s a time honored journalistic tradition called pyramiding, putting a short summary at the top (who, what, when, where, why, and how; or in an essay or speech- telling people what you’re about to say, saying it, and then telling them what you said).  If your object is maximum impact on the web you make your writing as accessible as possible which translates to in your face and short, otherwise it’s tl;dr (too long; didn’t read, now I’m going to start a flame war based on my visceral reaction to your title which is all I care about and am capable of understanding).

I am such a rebel that many of my links are Easter Egg jokes.  What’s important is that they amuse me.

This matters less to me on Daily Kos where my likelihood of appearing on the Front Page can be measured in two words- ‘slim’ and ‘are you fucking kidding?’.  My readers there are either regulars or people who tune in through the ‘Recent Diaries’ list.  In any case the whole piece is visible since the effort is a prerequisite.

On my own sites, The Stars Hollow Gazette and DocuDharma, I structure around it.

When I put up the embedded video of last night’s interview with Tim Geithner (something that is not possible at Daily Kos since they refuse to support iframe video, the only format offered from Comedy Central, because of some imaginary ability to use it to launch an exploit attack), I decided to include the material that, while it was part my cross posting of TDS/TCR (Unreliable Narrator), appeared below the fold where most visitors wouldn’t see it.

“Punting the Pundits” is an Open Thread. It is a selection of editorials and opinions from around the news medium and the internet blogs. The intent is to provide a forum for your reactions and opinions, not just to the opinions presented, but to what ever you find important.

Thanks to ek hornbeck, click on the link and you can access all the past “Punting the Pundits”.

Follow us on Twitter @StarsHollowGzt

Paul Krugman: Crisis of the Eurocrats

A century ago, Europe tore itself apart in what was, for a time, known as the Great War – four years of death and destruction on an unprecedented scale. Later, of course, the conflict was renamed World War I – because a quarter-century later Europe did it all over again.

But that was a long time ago. It’s hard to imagine war in today’s Europe, which has coalesced around democratic values and even taken its first steps toward political union. Indeed, as I write this, elections are being held all across Europe, not to choose national governments, but to select members of the European Parliament. To be sure, the Parliament has very limited powers, but its mere existence is a triumph for the European idea.

But here’s the thing: An alarmingly high fraction of the vote is expected to go to right-wing extremists hostile to the very values that made the election possible. Put it this way: Some of the biggest winners in Europe’s election will probably be people taking Vladimir Putin’s side in the Ukraine crisis.

New York Times Editorial Board: A Surveillance Bill That Falls Short

A year ago, it would have been unimaginable for the House to pass a bill to curtail the government’s abusive surveillance practices. The documents leaked by Edward Snowden, however, finally shocked lawmakers from both parties into action, producing promises that they would stop the government from collecting the telephone data of ordinary Americans and would bring greater transparency to its domestic spying programs.

Unfortunately, the bill passed by the House on Thursday falls far short of those promises, and does not live up to its title, the U.S.A. Freedom Act. Because of last-minute pressure from a recalcitrant Obama administration, the bill contains loopholes that dilute the strong restrictions in an earlier version, potentially allowing the spy agencies to continue much of their phone-data collection.

Still, the bill finally begins to reverse the trend of reducing civil liberties in the name of fighting terrorism, as embodied in various versions of the Patriot Act. And if the Senate fixes its flaws, it could start to rebuild confidence that Washington will get the balance right.

This is your morning Open Thread. Pour your favorite beverage and review the past and comment on the future.

Find the past “On This Day in History” here.

May 23 is the 143rd day of the year (144th in leap years) in the Gregorian calendar. There are 222 days remaining until the end of the year.

Click on images to enlarge

On this day in 1873, the Canadian Parliament establishes the North West Mounted Police, the forerunner of the Royal Canadian Mounted Police.

North-West Mounted Police

The RCMP has its beginnings in the North-West Mounted Police (NWMP). The police was established by an act of legislation from the Temporary North-West Council the first territorial government of the Northwest Territories. The Act was approved by the Government of Canada and established on May 23, 1873, by Queen Victoria, on the advice of her Canadian Prime Minister, John A. Macdonald, with the intent of bringing law and order to, and asserting sovereignty over, the Northwest Territories. The need was particularly urgent given reports of American whiskey traders, in particular those of Fort Whoop-Up, causing trouble in the region, culminating in the Cypress Hills Massacre. The new force was initially to be called the North West Mounted Rifles, but this proposal was rejected as sounding too militaristic in nature, which Macdonald feared would antagonize both aboriginals and Americans; however, the force was organized along the lines of a cavalry regiment in the British Army, and was to wear red uniforms.

The NWMP was modelled directly on the Royal Irish Constabulary, a civilian paramilitary armed police force with both mounted and foot elements under the authority of what was then the United Kingdom of Great Britain and Ireland. First NWMP commissioner, Colonel George Arthur French visited Ireland to learn its methods.

The initial force, commanded by Commissioner French, was assembled at Fort Dufferin, Manitoba. They departed on July 8, 1874, on a march to what is now Alberta.

The group comprised 22 officers, 287 men – called constables and sub-constables – 310 horses, 67 wagons, 114 ox-carts, 18 yoke of oxen, 50 cows and 40 calves. A pictorial account of the journey was recorded in the diary of Henri Julien, an artist from the Canadian Illustrated News, who accompanied the expedition.

Their destination was Fort Whoop-Up, a notorious whiskey trading post located at the junction of the Belly and Oldman Rivers. Upon arrival at Whoop-Up and finding it abandoned the troop continued a few miles west and established headquarters on an island in the Oldman, naming it Fort MacLeod.

Historians have theorized that failure of the 1874 March West would not have completely ended the Canadian federal government’s vision of settling the country’s western plains, but could have delayed it for many years. It could also have encouraged the Canadian Pacific Railway to seek a more northerly route for its transcontinental railway that went through the well-mapped and partially settled valley of the North Saskatchewan River, touching on Prince Albert, Battleford and Edmonton, and through the Yellowhead Pass, as originally proposed by Sandford Fleming. This would have offered no economic justification for the existence of cities like Brandon, Regina, Moose Jaw, Swift Current, Medicine Hat, and Calgary, which could, in turn, have tempted American expansionists to make a play for the flat, empty southern regions of the Canadian prairies.

The NWMP’s early activities included containing the whiskey trade and enforcing agreements with the First Nations peoples; to that end, the commanding officer of the force arranged to be sworn in as a justice of the peace, which allowed for magisterial authority within the Mounties’ jurisdiction. In the early years, the force’s dedication to enforcing the law on behalf of the First Nations peoples impressed the latter enough to encourage good relations between them and the Crown. In the summer of 1876, Sitting Bull and thousands of Sioux fled from the US Army towards what is now southern Saskatchewan, and James Morrow Walsh of the NWMP was charged with maintaining control in the large Sioux settlement at Wood Mountain. Walsh and Sitting Bull became good friends, and the peace at Wood Mountain was maintained. In 1885, the NWMP helped to quell the North-West Rebellion led by Louis Riel. They suffered particularly heavy losses during the Battle of Duck Lake, but saw little other active combat.

India Jones Part 3

The Pillow Montana Uses To Practice Kissing