Category Archives: fossil fuels

Penn State University: Biologist investigates lasting ecological impacts of Deepwater Horizon oil spill. At the bottom of the Gulf of Mexico, in the vicinity of the Macondo well, Charles Fisher discovered previously unseen impacts on coral communities.

http://news.psu.edu/story/281127/2013/07/10/research/biologist-investigates-lasting-ecological-impacts-deepwater-horizon

By Sara LaJeunesse
July 10, 2013

Billions of dollars.

That’s what’s at stake for BP as a result of the damage caused to ecosystems in the Gulf of Mexico from the Deepwater Horizon oil spill.

News of that spill — which began on April 20, 2010, with an explosion onboard the Deepwater Horizon drilling rig that killed 11 people and injured 17 — dominated the media for weeks. Millions watched with a feeling of helplessness as the rig sank and over the next 86 days over 200 million gallons of oil spewed out of the Macondo well and into the ocean.

Five months after the spill was capped, the federal government estimated the marine animal death toll at 6,104 birds, 609 sea turtles, and 100 mammals, including dolphins. But what of the deep-water corals that provide habitat and reproductive grounds for numerous species of fish, shrimp, and crabs?
According to Charles Fisher, professor of biology at Penn State, these corals and the organisms they support are important components of a healthy deep sea and open-ocean ecosystem. That’s why both BP and the government are closely collaborating with him on his investigation of the disaster’s impact.

“It’s a new experience for me to conduct research that could have such a dramatic financial impact and also to have so many people involved in everything we do,” says Fisher. “You have to be very careful to document all the details and be very sure that you’re right with your interpretations. We’re always careful, but every little comment we make could be misinterpreted, so we’re being extra conservative with this data set.”

Calling on a World Expert
It was the middle of May, about a month after the oil spill began. With classes over, Fisher was looking forward to spending a little extra time on his farm, located 25 miles east of State College. But that was before the calls started to come in from federal agencies.

Over a period of about a week, Fisher was contacted independently by program officers from the National Science Foundation (NSF), the National Oceanic and Atmospheric Administration (NOAA), and the Bureau of Ocean Energy Management (BOEM). All had financially supported Fisher’s research in the Gulf in the past, and all were now calling on him to help assess the impact and damage of the oil spill to the deep-sea ecosystems he knows so well.

Fisher “was selected as an expert based on his extensive and unique experience working on the ecology of the cold seep and deep-sea coral communities in deep-sea, hard-bottom habitats in the Gulf of Mexico,” says Robert Ricker, southwest region branch chief of NOAA’s Office of Response and Restoration. “He is a recognized leader in his field, and we pick leaders.”

Fisher agreed to help. After all, he already was leading another big research program that had overlapping goals — to locate, describe, and study deep-water coral communities throughout the Gulf of Mexico that could potentially be impacted by energy company activities.

Coral impacted by the Deepwater Horizon spill

For nearly three decades, Fisher has been studying the physiology and the ecology of the communities of animals that inhabit cold seeps — areas of the ocean floor where methane and other hydrocarbon-rich fluid seeps out — and hydrothermal vents — underwater fissures in the Earth’s surface that emit geothermally heated water rich in reduced chemicals — in the deep sea. Marine invertebrates such as clams and tubeworms live in these dark places, surviving the lack of sunlight by forming symbiotic associations with bacteria. The bacteria use the reduced chemical compounds contained in the water as an energy source and, in turn, supply nutrition to their animal hosts.

Fisher has visited these deep places in submarines some 120 times. “When you’re down there, you feel like you’re on another planet because the landscape is like nothing you’ll see on the surface of the Earth,” he says. “You’re oftentimes in a place where nobody has been before, so you have in the back of your mind that you may see something that nobody has ever seen. Every once in a while you do.”
Among his accomplishments are the discovery of ice worms living on methane-rich ice at the bottom of the Gulf of Mexico and the unraveling of the complex physiological ecology of giant hydrocarbon-seep tubeworms, among the longest-lived animals on Earth. The bizarre two-meter-long tubeworms use their buried roots to suck up toxic hydrogen sulfide that lies deep in the sediments of the seafloor. They then pass the hydrogen sulfide to symbiotic bacteria living inside their bodies.

These bacteria, in turn, oxidize the sulfide and provide nutrition back to the worms. The end product is sulfuric acid, which the tubeworms pump back into the sediments, where yet other bacteria use methane to remake the sulfide and supply it back to the worms.

Whenever possible, he works with Jim Brooks, president and CEO of TDI Brooks International, a company that specializes in conducting offshore surface geochemical exploration for petroleum producers.

“Jim’s group discovered seep communities in the Gulf of Mexico in the 1980s when he was on the faculty at Texas A&M University,” says Fisher. “I’ve been involved in multiple projects with him over the years. In addition to his expertise in oil geochemistry and prospecting, his company can handle all the administration, travel, budgets, and reporting, and I get to just concentrate on the science.”

So in October 2010, with TDI Brooks International managing the expedition, Fisher and his colleagues set out for the Gulf of Mexico on board the NOAA ship, the Ronald H. Brown.

Discovering Damaged Corals
For nearly a month, the team revisited deep-sea coral sites all over the northern Gulf of Mexico that they had discovered the year before during a previous project. Each time they stopped, they used Jason II — a remotely operated vehicle (ROV) or submersible designed for scientific investigation of the deep ocean and seafloor — to sample and study corals and associated animals.

“We revisited all of the sites for which we had good baseline data,” says Fisher. “We were all quite pleased to find that there was no obvious damage to the deep-water coral communities at any of these sites.”
Although they had covered a four hundred-mile span east to west and a depth range from 1,300 feet to almost 6,500 feet, Fisher and his colleagues had observed only a couple of coral sites close by the Macondo well. So, on the last dive of the expedition they decided to check out a very promising area they had identified about seven miles southwest of the well and 45 miles from shore.

The research vessel coasted to a stop with nothing but the occasional seabird in flight to break the monotony of the view. Six hours into the ROV’s dive, Fisher was working in the ship’s laboratory, glancing up every now and then at the 36-inch screen through which video was streaming from the vehicle’s camera, now positioned 4,500 feet below the ocean’s surface. As the ROV moved across the seabed, the camera recorded scenes of mud, mud, and more mud, he remembers. Then, all of a sudden, a coral popped into view, and another and another. But something was wrong. The animals were not brightly colored as they are supposed to be.

Fisher recalls jumping up and sprinting across the deck of the ship to the control van. “Stop!” he warned. “Don’t touch anything!”

The ROV pilots were about to take a sample, but he asked them instead to zoom in with the camera. What he saw were corals covered in dark gunk and dripping snot. “When a coral is physically insulted, it reacts by exuding mucus,” he explains. “It’s a normal stress reaction. It helps to clear the surface if there’s something irritating or sticking on it.” To avoid stressing the animals further, the team decided to minimize sampling.

“Normally we would take little pieces of lots of different corals for genetic identification and population genetic studies,” Fisher says, “but we decided to back off on that and try to do our sampling around the edges, taking only samples of corals that we didn’t recognize. We also collected one of the impacted corals so we could take a closer look at the gunk and what was underneath and determine whether the coral branch was dead or alive.”

By the end of the cruise, the team had visited 14 sites, all but one of which were at distances greater than nine miles from the Macondo well. Only corals at that last site, just under seven miles southwest of the well, had clearly been impacted.

As the researchers headed home with their samples, they began to discuss future expeditions. They knew that impact to at least some corals could be readily identified visually and, since the organisms are attached to rocks and don’t swim or float away when impacted, they provide a record of past events. Their next steps would be to discover the full extent of the oil spill’s reach with regard to corals, and to determine the animals’ ultimate fate. Would they live or would they die?

Learn how Fisher’s colleague Iliana Baums is investigating the use of molecular tools to detect signs of stress in corals before they become ill.

The Impact
On five subsequent cruises over the next two years, Fisher and his team have explored for additional sites and revisited the established ones to check the corals’ statuses. They have carefully monitored about 50 of the corals that they first discovered in November 2011. Those that were not too heavily impacted seem to be recovering.

“When I say recover,” notes Fisher, “I don’t mean that tissue died and the coral got better. I mean they were covered with slime, but they never died. These corals still do not look as healthy as corals at other sites, and we may have to monitor them for several years before we will know their ultimate fate.”

The corals that were heavily impacted, on the other hand, are largely not recovering. “We are seeing absolute proof of total death of parts of them,” says Fisher. Since corals are colonial, branching animals, parts of them can die while other parts remain alive.

Specifically, at the first damaged site they witnessed — the last site of the October cruise — the researchers have discovered that 86 percent of the coral colonies show signs of damage, with 46 percent exhibiting impact to more than half the colony, and 23 percent displaying more than 90 percent damage.

At each site visited, the researchers deployed markers and set up permanent monitoring stations with a goal of returning to them again and again to monitor both natural processes and, potentially, long-term effects.

“At that depth and at those temperatures in the deep sea, life passes at a slow pace,” notes Fisher. “These are animals that often live 500 years. They live slow; they die slow. We’ll have to monitor the sites for a decade before we’ll have very much confidence we know the full extent of the impact.”

What’s Next?
The team’s second cruise, which took place in December 2010 and made use of the Alvin deep-diving submarine, included Helen White, a geochemist from Haverford College. White used state-of-the art oil fingerprinting technology and determined that the brown muck on the corals did, indeed, include oil from the Macondo well.

Fisher’s research to date has demonstrated that the Deepwater Horizon oil spill killed some corals. As a result, BP is going to have to pay. But how much and to whom?

“People have asked me how much a dolphin is worth, and there is no clear-cut answer,” says Timothy Zink, spokesperson for NOAA, the organization that oversees natural resource damage assessments performed by researchers like Fisher, tabulates the check for the parties responsible, and formulates and carries out a plan for restoring the ecosystem.

“The public needs to be compensated for its losses, and not just for the resource itself, but for the human use of the resource — such as recreational fishing, bird watching, and going to the beach — as well,” said Zink. “The final price that BP will pay will be based on the full cost of restoring the environment back to what it was on the day the oil spill happened.”

Unfortunately for deep-water corals, the full effects of the spill may not be felt for many years, too late for any near-term settlement to fully cover them.

“I believe everyone involved would like to settle as soon as we can,” says Fisher. “However, the full extent of damage to deep-sea ecosystems may not manifest itself until after a settlement is reached. If corals all over the deep gulf start dying, and we thought only those very close to the Macondo well would die, then we have to reassess the situation.” In that case, Zink says, the investigation could be reopened.

BP has already paid over $20 billion to cover some of the damages from the spill, and in a November 2012 settlement with the Justice Department, agreed to pay $4 billioon in criminal fines. The company has also committed hundreds of millions to research into understanding the effects of oil spills on ecosystems and preventing future disasters.

Despite the trouble the oil spill caused for deep-sea ecosystems, Fisher says he’s not against deep-water drilling for oil. “As much as I love the ocean, there are a lot of resources in the ocean, and as long as I drive a car, it would be pretty hypocritical of me to say that we shouldn’t obtain those resources for human use,” he notes. “I’m conflicted in the way I feel about it, but I don’t think this means we should stop accessing oil in the marine environment.

“I think, in general, oil companies try pretty damn hard to be responsible.” Fisher adds. “It’s in their best interest to be responsible. This has cost BP billions of dollars; they don’t want it to happen again. In a way, this oil spill has been a beneficial wake-up call in that it tells us that the unthinkable can happen. I think a result of it will be better oversight by oil companies and the federal government.”

Charles R. Fisher is professor of biology, cfisher@psu.edu.

deep corals
This photo, taken as part of a major research project led by Penn State Professor of Biology Charles Fisher, shows a reef formed by the coral species Lophelia pertusa at 450m below the surface of the Gulf of Mexico with an orange brisingid starfish in the foreground and a school of fish overhead.
Image: Image courtesy of Lophelia II 2010 Expedition, NOAA OER BOEM

Special thanks to Richard Charter

CNN: Coast Guard responds to natural gas leak in Gulf of Mexico

http://www.cnn.com/2013/07/09/us/louisiana-gas-leak/


This rig is ripe for decommissioning and removal from the seabed before it does any more damage.
DV

By Melissa Gray, CNN
updated 9:33 PM EDT, Tue July 9, 2013

STORY HIGHLIGHTS
NEW: The well owner says the leak should be stopped sometime Wednesday
NEW: About six barrels of oil leaked along with the natural gas, the company says
NEW: Environmentalist says the gas and oil could be toxic to marine life
The leak is at an oil and gas platform 74 miles southeast of Louisiana

(CNN) — A natural gas leak in the Gulf of Mexico has left a four-mile-wide “rainbow sheen” on the water’s surface south of Louisiana, the Coast Guard said Tuesday, but the owner of the well said it expects the leak to be plugged within a day.

Houston, Texas-based Talos Energy said the gas is flowing from a well that it was in the process of abandoning. The leak happened while it was trying to permanently plug the well, located about 74 miles southeast of Port Fourchon, Louisiana.

Talos said it evacuated all five staff members from the platform and shut down the two other working wells there. It notified the Bureau of Safety and Environmental Enforcement and the Coast Guard and began a spill response.

“We expect that the well will be shut in within the next 24 hours,” Talos said in a statement Tuesday.

Massive tar mat dug up off Louisiana coast, 3 years after spill

Along with the gas, the well leaked about six barrels of oil, or about 252 gallons, the company said, adding it expects the oil to evaporate quickly.

The Coast Guard and BSEE officials flew over the leak Tuesday and found natural gas still flowing from the well, with a rainbow sheen visible on the surface measuring more than four miles wide by three-quarters of a mile long, the Coast Guard said.

The well is on the sea floor, about 130 feet deep, according to a U.S. congressional source briefed on the incident.

Gulf oil heartbreaker for bellwether fish

There is a concern that the gas leak could have a toxic effect on marine life, even if it is stopped by Wednesday.

“Toxic gases will damage the bodies of fish that come into contact by damaging their gills and causing internal damage,” said Jonathan Henderson of the Gulf Restoration Network, an environmental advocacy group in New Orleans. “Marine species in the Gulf are more vulnerable when water temperatures are high and when oxygen concentrations are low like they are now.”

Coast Guard, BP end Gulf cleanup in 3 states

Talos said the well is older and in a field developed in the 1970s. By 1998, the well was producing mostly water at a low-flowing pressure, so the company was plugging and abandoning it.

The company said it believes the age of the tubing may have contributed to the leak, though the Coast Guard said the cause is still under investigation.

The Coast Guard said the well is owned by Energy Resource Technology Gulf of Mexico. Talos acquired the company earlier this year.

CNN’s Lesa Jansen and Todd Sperry contributed to this report.

Special thanks to Richard Charter

E&E: White House outlines path for power plant rules, other environmental actions including drilling in the Arctic, methane flaring, & blow out preventors

Jean Chemnick and Jason Plautz, E&E reporters
Published: Monday, July 8, 2013
Arctic drilling among new Interior regs


I’ve edited down this article to the portion relevant to oil.
DV

The White House agenda also notes several significant rule making efforts at the Interior Department, including new regulations for oil and gas drilling in the Arctic and for the flaring and venting of methane, a potent greenhouse gas, from oil and gas wells on public lands.

Making its first appearance on the regulatory agenda is a proposed rule from the Bureau of Ocean Energy Management that would codify regulations for drilling in the oil-rich Arctic Ocean, where at least three major energy firms are pursuing exploration.

Former Interior Deputy Secretary David Hayes in May said those regulations will mirror the voluntary steps Royal Dutch Shell PLC
agreed to take during its 2012 Arctic exploration season, which included an oil spill containment plan and the ability to drill a
relief well, among other steps.

Hayes at the time said he believed the agency would issue draft rules by the end of the year.

“There will be clarity going forward,” Hayes said, noting that industry would be given flexibility for how it complies with
performance-based standards. It appears Interior has pushed to 2014 the release of a separate set of rules aiming to strengthen the integrity of blowout preventers, the hulking devices used to stanch the flow of oil or gas from an out-of- control well. BP PLC’s blowout preventer failed to prevent the escape of oil and gas from the Macondo well in April 2010, leading to the worst oil spill in the nation’s history. The blowout preventer rule was listed on the White House’s long-term agenda, and the proposed rule is tentatively scheduled for October 2014. The administration deemed it “economically significant,” which means it could be costly to implement.

“The industry has developed new standards for BOP design and testing that contain significant improvements to existing documents,” the White House said in its description of the rule. “By incorporating these new requirements into regulations and other supplemental requirements, the regulatory oversight over this critical equipment will be increased.” The Bureau of Land Management is continuing to evaluate a proposed rule to establish standards to “limit the waste of vented and flared gas and to define the appropriate use of oil and gas for beneficial use.”

The rule appears to address a significant concern environmentalists have about the emissions of methane, a potent greenhouse gas, from oil and gas wells on public lands. Environmentalists claim current affordable technologies could keep more methane in pipelines to be burned for heat and power, but BLM has been hesitant to require that those technologies be used. BLM’s proposed “onshore order 9” is scheduled for release in May 2014, according to a description of the rule.

Environmental groups continue to pressure the agency for tougher regulations in federal court (Greenwire, June 17).

BLM also continues to pursue rules that would provide for the competitive leasing of wind and solar energy on public lands, for the regulation of hydraulic fracturing and to address the royalty rate for oil shale.

BOEM is also pursuing a rule that would set a preliminary term of one year for offshore wind companies that lease federal waters to submit a site assessment or general activities plan to encourage diligent development of renewable energy.

Reporters Phil Taylor and Annie Snider contributed.

Special thanks to Richard Charter

Reuters Analysis: Quebec rail disaster shines critical light on oil-by-rail boom

http://www.reuters.com/article/2013/07/07/us-train-rail-analysis-idUSBRE9660KZ20130707

Is anyone concerned that this train was being piloted automatically, as in, without human pilots aboard? DV

By Scott Haggett, Dave Sherwood and Cezary Podkul
Sun Jul 7, 2013 6:59pm EDT

(Reuters) – The deadly train derailment in Quebec this weekend is set to bring intense scrutiny to the dramatic growth in North America of shipping crude oil by rail, a century-old practice unexpectedly revived by the surge in shale oil production.

At least five people were killed, and another 40 are missing, after a train carrying 73 tank cars of North Dakota crude rolled driverless down a hill into the heart of Lac-Megantic, Quebec, where it derailed and exploded, leveling the town center.

It was the latest and most deadly in a series of high-profile accidents involving crude oil shipments on North America’s rail network. Oil by rail – at least until now – has widely been expected to continue growing as shale oil output races ahead far faster than new pipelines can be built.

Hauling some 50,000 barrels of crude, the train was one of around 10 such shipments a month now crossing Maine, a route that allows oil producers in North Dakota to get cheaper domestic crude to coastal refiners. Across North America, oil by rail traffic has more than doubled since 2011; in Maine, such shipments were unheard of two years ago.

“The frequency of the number of incidents that have occurred raises legitimate questions that the industry and government need to look at,” said Jim Hall, managing partner of consultants Hall & Associates LLC, and a former chairman of the U.S. National Transportation Safety Board.

“The issue here is: are they expanding too rapidly?” he said. “Are they in a rush to accommodate and to make the economic advantage of carrying these?”

MUCH AT STAKE
There are many unanswered questions about the Quebec disaster that will likely shape the public and regulatory response, including why a parked freight train suddenly began rolling again, and why carloads of crude oil – a highly flammable but not typically explosive substance – caused such widespread disaster.

“There may have been some vapors, maybe? I don’t know. We don’t know exactly what happened,” Edward A Burkhardt, chairman of Montreal, Maine & Atlantic Railway, said in an interview on Saturday when asked about why the tankers may have exploded.

Apart from the human toll, the disaster will draw more attention to environmental risks of transporting oil.

Much is at stake: Oil by rail represents a small but important new source of revenue for big operators like Canadian Pacific Railway Ltd and Warren Buffett’s BNSF, which have suffered a drop in coal cargo. It is also a flexible and cheaper option to more expensive European or African crude for refiners like Irving Oil, which confirmed on Sunday that the train was destined for its 300,000 bpd plant in Saint John, New Brunswick.

And for producers like Continental Resources Inc which have pioneered the development of the Bakken fields in North Dakota, railways now carry three-quarters of their production; new pipelines that can accommodate more oil are years away.

Saturday’s train wreck may also play into the rancorous debate over the $5.3 billion Keystone XL pipeline from Canada to the U.S. Midwest, which is hinging on President Barack Obama’s decision later this year.

Obama said last month that approval for the line would ultimately depend on its impact on carbon-dioxide emissions. An earlier draft report from the State Department suggested that rejecting the project would not affect emissions because crude would still be shipped by rail.

As a result, the incident may strengthen the resolve of those opposed to the Keystone pipeline rather than soften resistance. The oil industry at large is already broadly supportive of both rail and pipeline transport.

“Committed critics … could conceivably seize upon the Lac-Megantic incident – in tandem with recent pipeline spills – to argue against oil production, irrespective of its mode of transport,” said Kevin Book, managing director of Research at ClearView Energy Partners.

MOVE IT BY RAIL
The railway industry has this year mounted a more robust effort to counter the suggestion that rail is a riskier way to transport crude than pipelines.

The American Association of Railroads has declined to comment on Lac-Megantic, but previously said its spill rate – based on the number of gallons of crude oil spilled versus every million miles of transport per barrel – is less than half that for pipelines.

The AAR also said the number of train accidents involving the release of hazardous material has dropped by 26 percent since 2000, and by 78 percent since 1980.

Since the beginning of the year, U.S. railroads moved nearly 360,000 carloads of crude and refined product, 40 percent more than in 2012, according to the AAR. In Canada, year-to-date traffic is up 24 percent.

With that growth has come a number of high-profile spills and accidents, many on Canadian Pacific Railway’s network, which runs through Alberta, the largest oil exporter to the United States, and the Bakken field.

Canadian Pacific suffered the industry’s first serious spill in late March, when 14 tanker cars derailed near Parkers Prairie, Minnesota, and leaked 15,000 gallons of crude. Regulators have not released the results of their investigation into the incident, and Canadian Pacific declined to comment.

Even before Saturday’s disaster, the practice of shipping oil by rail was stirring opposition in Maine.

“It’s a wake-up call of the worst kind,” said Meaghan LaSala, an organizer with 350 Maine, a group that opposes the hydraulic fracturing – or “fracking” – technology that makes shale production possible. “They say rail is the safest method, but there simply is no guaranteed way to transport such highly toxic and explosive materials.”

TOO SOON TO SAY
Many observers say it is too soon to say if the Lac-Megantic disaster will quell the crude-by-rail boom. Refiners not connected to the Midwest pipeline network will still use rail to access the cheapest crudes.

“On the face of it this should be a boost for pipeline solutions, especially given the improvements in pipeline technology over the past five decades,” said Ed Morse, managing director of commodity research at Citi Group.

But he and other analysts noted that not every devastating tragedy leads to new policy.
“We need all forms of transportation for oil, whether they’re rail, whether they’re pipeline, and no system is failsafe,” Charles Drevna, president of American Fuel and Petrochemical Manufacturers, said in a phone interview.

For Montreal, Maine & Atlantic Railway, crude oil shipments are a relatively new phenomenon. With just 510 miles of line, the small railway primarily carried paper and forest products until the financial crisis, and had suffered in the years after until the shale boom came along.

In the first four months of the year, it carried about 16,500 barrels per day (bpd) of crude, 10 times more than a year before and up from zero in early 2011, according to data from the Maine Department of Environmental Protection.

“In the 10 years or so we’ve been in business, this is the only serious derailment we’ve ever had,” Burkhardt told Reuters in the interview.

Henry Posner III, a former business partner who invested with Burkhardt in a railroad in Estonia, said he could not recall any incidents similar to what happened in Quebec during the 5-1/2 years they were in business together.

“Safety is the most important component of railway culture in North America and that’s one of the things we’re most proud of having exported to Estonia,” said Posner, who chairs Railroad Development Corporation, a Pittsburgh-based company that invests in railroads.

(Reporting by Scott Haggett in Calgary, Alberta, Dave Sherwood in Portland, Maine, and Cezary Podkul in New York; additional reporting by P.J. Huffstutter in Chicago, Jonathan Leff in New York and David Ljunggen in Ottawa; editing by Tiffany Wu and Matthew Lewis)
U.S.

Special thanks to Richard Charter

Common Dreams: Lac-Megantic: Ecological Tragedy Unfolds Amid Human Loss. Dozens still missing as questions emerge about scale of environmental damage

Published on Monday, July 8, 2013 by Common Dreams

– Jon Queally, staff writer

lac
The downtown core lays in ruins as fire fighters continue to water smoldering rubble Sunday, July 7, 2013 in Lac-Mégantic,, Quebec after a train derailed ignited tanker cars carrying crude oil. (Photo: Ryan Remiorz/The Canadian Press)

In addition to the human deathtoll from the disaster in the town of Lac-Megantic, Quebec—which local officials say is almost sure to rise—fears over the ecological destruction caused by Saturday’s oil train derailment and explosion are also beginning to emerge.

While Quebec’s emergency management agency has confirmed that both Lac-Megantic itself and the Chaudière River have both been contaminated by the spill, Canadian environmental groups are warning that the impact on the region’s water and air quality could be impacted for years to come.

The spilled oil and other toxins contained within it, says Greenpeace Canada’s Keith Stewart, will create lasting pain for the region. “It gets into the ecosystem, it gets into the water, it gets into the soil,” he told the Montreal Gazette. “Depending on the amount of oil spilled, the effects can be big, and they can mitigate the damage but not get rid of them entirely.”

In this case, because of the fires and amount of fuel that was burned, a large concern is the air pollutants that were created.
In fact, it is the fires that have delayed the cleanup so far, making the long-term impacts possibly much worse. “The longer term impacts are effects on water and on soil, which are hard to clean up, and normally you want to clean them up as soon as possible to reduce damage,” Stewart explained.

One of the lingering unknowns, says Stewart, is exactly what kind of oil the train cars were carrying. “If it’s (heavy oil) bitumen, it sinks so you actually have to go down to the riverbed, but if it’s light crude, it will float and you can [try to] skim it off the top,” Stewart said.

“We suspect that the oil is coming from North Dakota, and that would means it’s shale oil,” said Steven Guilbeault, co-founder and deputy director of the Quebec-based group Équiterre. “It’s not the oil people are used to. Beyond that, (it’s a question of whether) it’s light crude or heavy crude. … Depending on the type of crude oil, the environmental impacts, safety issues, decontamination issues are very different because of what’s in the oil.”

As was the case regarding recent oil spills in Kalamazoo, Michigan and Mayflower, Arkansas—both of which involved Canadian tar sands oil—these heavier crudes prove much more difficult to clean up, especially when they enter bodies of water.

“Typically what they have to do is try to scoop it up out of the water and dig up the soil that’s been contaminated and they can never get all of it,” said Guibeault. “It gets into the ecosystem, it gets into the water, it gets into the soil. Depending on the amount of oil spilled, the effects can be big, and they can mitigate the damage but not get rid of them entirely.”

________________________________