It Is Time To Decommission Lake Powell and Glen Canyon Dam - 2015

 

It Is Time To Decommission Lake Powell and Glen Canyon Dam

The Lower Colorado River Basin -

The Lower Colorado River Basin begins at the cold, sterile outfall of Glen Canyon Dam. From that point on, the river again receives sediment from various streams and seasonal watercourses. Tributaries such as the Little Colorado River and Kanab Creek join the river, but provide only a fraction of the sediment that enters Lake Powell. Lake Powell loses as much as 5.6% of its volume annually to a combination of evaporation and seepage into its sandstone basin. As a result, the toxic load of chemicals, fertilizer and heavy metals from upstream is concentrated in the Lower Colorado River. Recently, the U.S. Geological Survey identified raised levels of both selenium and mercury in the Grand Canyon watershed.

Grand Canyon Country -

After the Civil War, officer and veteran John Wesley Powell explored the length of the Grand Canyon. Attempts to protect the Grand Canyon began early in the twentieth century. In 1906, President Theodore Roosevelt first declared a game preserve there and in 1908, he used the Antiquities Act of 1906 to create Grand Canyon National Monument. In 1919, three years after the creation of the National Park Service, congress created Grand Canyon National Park. In 1975, the former Marble Canyon National Monument, which followed the Colorado River northeast from the Grand Canyon to Lee's Ferry, became part of Grand Canyon National Park. In 1956, the U.S. Bureau of Reclamation (USBR) began building of Glen Canyon Dam. Until that time, “more dams in more places” on the Colorado River was the rallying cry of federal land managers.

In the early 1960s, the USBR touted plans for Marble Dam in Marble Canyon, downstream from the Glen Canyon Dam and Bridge Canyon Dam downstream from the Grand Canyon itself. Slowly, the populace and land managers alike realized that the Colorado River could not support so many storage facilities along its watercourse. Even with optimistic flow projections, the collection of proposed dams would never be full, let alone half-full. After the victorious building Glen Canyon Dam, promoters of federal dam projects along the Colorado River had to look elsewhere for places to build their socialist make-work projects.

The original rationale for building Glen Canyon Dam was to help regulate periodic flooding within the Lower Colorado River Basin. In that regard, Glen Canyon Dam became a classic case of “overkill”. Not only did the dam regulate water flow in an unnatural manner, it also sterilized whatever remaining water flowed through both Marble and Grand Canyons. There were no spring floods to rearrange and propel various sediments downstream. Without periodic recharging of sediments, beaches and shoals disappeared from the watercourse. Without new sediments to impede flow, the river scoured away the remaining sediments, including rocks and boulders of immense size. In the end, it was as if a slow motion flood had taken the life out of the river.

Only dissolved solids, such as salts and heavy metals could make it through the sieve that is the mudflats of upper Lake Powell. In recent years, regulatory authorities at Glen Canyon Dam have allowed several simulated floods to recharge the beaches and hollows necessary for a more diverse ecosystem in Marble and Grand Canyons. Even so, most of the sediments required to sustain life downstream remain trapped in the methane volcano-fields at the upper reaches of Lake Powell. If one were to plan today for the least healthy Lower Colorado River possible, Glen Canyon Dam would be an essential aspect of that plan.

Lake Mead -

Currently, Lake Mead covers approximately 247 square miles, while Lake Powell covers a slightly larger 254 square miles. At Hoover Dam, the surrounding geology includes “K-T Volcanics”, which are mostly "Cretaceous and Tertiary andesitic and basaltic flows". In other words, both Hoover Dam and Lake Mead rest on old, hard rock. Glen Canyon Dam resides in and Lake Powell rest upon younger, softer and more permeable sandstone. Once water reaches Lake Mead, a bit less than one percent of it evaporates annually.
Comparing Lake Powell and Lake Mead.

The generally accepted figure for annual evaporation at Lake Powell is about three percent. Because of its porous, sandstone shell, Lake Powell loses an additional 2.6% of inflow to seepage. The dry sandstone under and around Lake Powell is like an insatiable sponge, constantly drawing water away from the reservoir. If we compare the .09% evaporation loss and negligible seepage at Lake Mead to the 5.6% total evaporation and seepage at Lake Powell, we find that Lake Mead is 6.2 times more efficient at preventing environmental loss of volume. In the old days, one might call that a differential calculus or maybe even a quantum leap.

If the main goal is to preserve and conserve water in both the Upper and Lower Colorado Basins, Lake Mead is the best place to do that. If Lake Mead were at full capacity, it would grow from the present surface area of 247 square miles to a total of 255 square miles, or a positive change of 3.2%. In both lakes, evaporation is largely dependent on surface area and insolation. By reducing Lake Powell to “dead pool” size and increasing Lake Mead to near full capacity, water losses due to both evaporation and seepage along the Colorado River would decrease dramatically.

The Navajo Nation -

As a political and cultural entity, the Navajo Nation has had a long and difficult relationship with coal. To this day, many Navajo homes burn coal for both cooking and heat. At Black Mesa, near Kayenta, Arizona, large-scale mining destroyed the underlying aquifer and left a moonscape of physical destruction on the surface. In recent decades, aging coal-fired facilities such as the Four Corners Generating Plant, west of Farmington, New Mexico and Navajo Generating Station (NGS), near Page, Arizona came under increased scrutiny. As a result, the Navajo Nation doubled down on coal by completing various ownership and responsibility agreements designed to keep the coal fires burning.

Ignoring the health and welfare consequences of an old energy, coal economy, the Navajo Nation sought to justify its new status as a gross polluter of the environment. To do this, they invoked the sanctity and necessity of jobs in the mining, transportation and production of coal-fired energy. In sad consanguinity with Navajo/corporate mining deals of the past, the Navajo Nation has accepted ill health and decreased life expectancy for its people. In exchange for a minimal number of old energy jobs, the Navajo Nation continues to degraded the environment of All that Is.

The Correct Course of Action -

There are advocates for keeping Lake Powell half-full and Lake Mead half-full. In their justifications, they point to Lake Powell tourism, payment of long-term indebtedness, loss of power production and water delivery to Page Arizona and NGS as primary reasons for maintaining the status quo. They pass off the higher seepage and evaporation rates at Lake Powell by saying, “Water evaporates – get over it”.

Scientific studies of evaporation and other storage losses are now under peer review. Preliminary findings indicate that emptying Lake Powell to dead pool size and transferring its contents downstream to Lake Mead could save up to one million acre-feet of water annually. To put that into perspective, the City of Los Angeles consumes about one million acre-feet of water annually. That amounts to almost one fourth of California's annual allotment of Colorado River water.

Lake Powell has become a beautiful anachronism in the desert. It is an oasis built over a sinkhole, and has failed as an efficient water storage scenario. On the strength of water conservation alone, the U.S. Bureau of Reclamation should decommission Lake Powell. For a transitional period, both NGS and the City of Page, Arizona could continue to draw water as Lake Powell reduces toward dead pool size. Over time, Page would likely shrink economically nearer to what it was before exuberant boosters and developers began publicizing luxury houseboats and “lake view estates”. Once again, river runners and rafters will develop new businesses based in Page.

Once we scientifically determine that the Navajo Generating Station is a climate change engine, responsible parties will find alternative, more progressive energy sources for air-conditioning or to pump water around the West. New energy technologies will arise to pump Colorado River water over several mountain ranges during its trip to to Phoenix and Tucson, Arizona. If Arizona residents and politicians reject new technologies and logical courses of action, they will be the first and hardest hit of all Colorado River stakeholders. In 2015, only an exceptional monsoon season allowed Arizona relief from mandatory reductions in water withdrawals from the Colorado River .

If the people of Arizona support the recombination of two dying reservoirs into a single healthy one, they may avoid future mandatory cutbacks and major scale water rationing. By installing solar and wind power near the pumps along the Central Arizona Project, Arizona could reduce or eliminate its reliance on NGS and dirty coal. Phasing out NGS over a period of ten years should allow sufficient time for installation of new and renewable energy sources for vital water pumping functions. Federal incentives and business development investment in Navajoland should offset any jobs now held by Black Mesa black-lung miners and the stokers of the coal fires at NGS.

Some people say that human activities have no net effect on our world, our environment or our prospects for a sustainable future. Others believe that human activities, especially the burning of fossil fuels are the root cause of Climate Change, Global Warming and the looming Sixth Extinction. If that Sixth Extinction comes to pass, will we be mere observers or its final living participants? Sixty-five million years hence, some intelligent species may come to Earth and study the last remaining fossils of humankind. After visiting the petrified mudflats that once were the upper reaches of Lake Powell, imagine the scientific conclusions of those future visitors; “They could have saved themselves, but did not care enough about Nature to do so”.

The Benefits of Correct Action -

I almost forgot to mention, if we decommission Glen Canyon Dam, the real and original Glen Canyon of the Colorado would reappear. If so, we can all watch as Mother Nature repairs that Eden in the Desert to its previous glory. If still living, both John Wesley Powell and Edward Abbey would approve.

This is Part 3 of a three-part article. To begin at Part 1, please click HERE. To return to Part 2, please click HERE.

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By James McGillis at 12:01 AM | Colorado River | Comments (0) | Link

Coal-Fired Power Intensifies a Heat-Island Over Four Corners Region - 2015

 

Coal-Fired Power Intensifies a Heat-Island Over Four Corners Region

Navajo Generating Station (NGS) -

In August 2015, I ate lunch at the Wahweap Overlook to Lake Powell. One year prior, I had visited the same place and eaten lunch while looking out over Lake Powell. This time, I was amazed to see that the Lake level was slightly higher than the previous year. Then I remembered the southwestern monsoon of May 2015. Throughout that month, unusually strong thunderstorms made their way north from the Gulf of California and into the Four Corners region. Even in these drought-stricken times, intense storms appear to turn back the clock on scarcity, quenching both land and lake.

During my visit, a throng of French-speaking tourists viewed the ethereal sight of so much water in a sandstone desert. None of them seemed to notice the three tall concrete stacks standing in the distance, on the far side of the lake. Although dwarfed by the landscape, each of the three flue gas stacks stands 775 feet tall. At that height, they are among the tallest structures in Arizona. The stacks and the coal-fired power plant that they service comprise the Navajo Generating Station (NGS).

Prior to the installation of new burners in 2009, NGS was the largest emitter of nitrogen oxide in the country. As a greenhouse gas, nitrogen oxide is 300 times more powerful than carbon dioxide. In 2011, NGS emitted 71,000 tons of sulphur dioxide, 14,000 tons of nitrogen oxide and 586 pounds of mercury into the air above Lake Powell and Page, Arizona. As such, NGS remains one of the largest heat and pollution sources in the Four Corners region.

Heat Island Effect -

If you have visited Phoenix, Arizona in the summer, you will be familiar with the term, “heat island”. During the day, pavement and buildings absorb heat from the sun. At night, the convective qualities of dry desert air are insufficient to dissipate the heat of the day. As a result, nighttime often feel as hot as daytime. Only the slow change of seasons brings relief to residents and visitors alike.

Near Lake Powell, the coal fired NGS plays a significant role as a heat generator. Fuel consumed in 2011 provided 170,529,313 Million Btu of heat input. As coal burns in the enormous furnaces at NGS, all of that heat is either absorbed at ground level or sent up the flue gas stacks and into the environment. There, the heated flue gases, still laden with sulfur dioxide, nitrogen oxide, fly ash and heavy metals such as mercury meet the giant methane bubble already in place over the Four Corners region. Picture a gaseous blob of airborne chemicals propelled into the high atmosphere. Effluent from the giant flue stacks of NGS and other coal-fired power plants in the region often punch through the atmospheric inversion layer. Once this heated stream of gas disperses, it creates a persistent regional haze over much of the Southwest.

What are the final consequences of having a highly volatile chemical heat island hovering over the Four Corners region? First, the heat island deflects rainfall away from the area, further exacerbating (perhaps creating) the persistent regional drought. With their rise on a cloud of methane, these greenhouse gases head directly toward the stratosphere, and beyond. Perhaps we need a new “Blue Marble” photo from space, showing the degradation of our atmosphere over the past fifty years.

Four Corners Regional Drought -

For geodetic proof of the Four Corners regional drought, look no further than Google Maps. Most people are familiar with zooming in on a Google map, thus increasing the resolution of small objects. While zooming in on the Wahweap Overlook, I discovered that the midlevel map of the area was a USGS Landsat Map of undetermined age. By zooming in one additional level, I discovered a Google Data map of more current vintage. Click on the thumbnail image of Lake Powell on this page to see a top and bottom comparisons of the two maps.

In the 2015 Google Data map, significant portions of the former lake are now dry land. If not for a new channel cut across it, the former Antelope Island would require the more apt name of “Antelope Peninsula”. Also in the 2015 view, new shoals are visible in each of the first four primary basins, hinting that more dry land will surface in the future. At the upper end of the lake, sediment clogs the river, exacerbating evaporation and producing what scientists call methane volcanoes in the mud.

This is Part 2 of a three-part article. To return to Part 1, please click HERE. To read Part 3, please click HERE.

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By James McGillis at 11:02 PM | Colorado River | Comments (0) | Link

The Once-Great Colorado River Rises on the Colorado Plateau - 2015

 

A Once-Great River Rises on the Colorado Plateau

The Upper Colorado River Basin -

By the time the Colorado River passes Moab, Utah, it already carries a heavy load of minerals, trash and sewage. By mid-summer, water levels drop, exposing driftwood, sewage and trash along the shore. Only the next spring flood will loosen these stinking mixtures of organic material and plastic from the shoreline. In 2014, when I saw methane bubbles rising from one such stinking mass, it opened my eyes wide to the damage already done to this once great river.

A Place Called Potash, Utah -

After skirting the Matheson Wetlands along one bank and the Moab Pile on the other, the Colorado River descends through the Portal and on to a place called Potash, Utah. To make potash sound more interesting, the owners of the Cane Creek Potash Plant named themselves "Intrepid" Potash-Moab, LLC. Using dubious and undocumented Colorado River water rights, Intrepid Potash-Moab infuses millions of gallons of river water annually into the Cane Creek Anticline.

After injection, the anticline collapses ever so slightly. This subsidence burps out untold acre-feet of a brine solution, which is rich in potash salts. After drying and processing, Intrepid-Moab ships the resulting product out via rail and interstate highway. Later, agents and retailers resell the packaged product to farmers and home gardeners. The success of the corporate farming, as we know it today depends on finished potash and other synthetic fertilizers for its success.

Intrepid-Moab uses solar power to dry its potash brine in shallow, lined ponds. These ponds cover many colorful acres of bench land overlooking the Colorado River. From the Potash Road, four-wheelers access the Shafer Trail by traversing through the Cane Creek Plant. If terrestrial scenes of chemical degradation and poor stewardship of the land are not enough for you, I suggest an air tour of the area. On a Redtail Aviation flight out of Moab’s Canyonlands Field several years ago, our pilot banked the plane sufficiently for me to capture some revealing photos of the Cane Creek Plant.

Gushing from injection well sites that are high up on the bench land, the upwelling brine cascades unchecked until it reaches the settling ponds below. Any miscalculation of volume could result in overflow of the settling ponds. From the air, you can see a white crust that has dried upon the walls of small canyons leading down to the Colorado River. This tells me that Intrepid Potash-Moab has experienced both overflow and leakage at the settling ponds. Dwarfing any inputs upstream in Utah and Colorado, Intrepid Potash-Moab could be the largest contributor of organic solids anywhere in the Upper Colorado River Basin. After potash spills into the river, it goes back into solution, adding to the salinity of the water and turning the river into an organic time bomb.

Mudflats and Methane Volcanoes -

After its confluence with the Green River, the first full stop for the Colorado River is at the upper reaches of Lake Powell in Southeastern Utah. Soon after the lake reached its full potential size in the early 1980s, its water level began to fluctuate and then decline. During the past fourteen years of persistent drought, Lake Powell lost nearly half of its peak volume. Today, optimists might say that Lake Powell is “half full”. Almost unanimously, climate scientists agree that the reservoir is “half empty” and will continue to decline.

With many miles of former lakebed exposed to sunlight at the upper end of Lake Powell, the environment on those mudflats has deteriorated significantly. As water laden with heavy metals and organic material arrives at the upper end of the lake, it mixes with silt and sand. The result is a phenomenon known as methane volcanoes. Methane gas can be a byproduct of flatulence in cattle, coal mining or the baking of organic mud. Most people are familiar with carbon dioxide as our most ubiquitous “greenhouse gas”. Fewer people might know that methane is fifteen times more powerful as a greenhouse gas than carbon dioxide. Carbon dioxide puts the effervescent fizz in our soft drinks. Methane smells bad, is flammable and if contained, may explode.

The Navajo Reservation is Coal Country -

First, the stinking, organic mudflats at the upper end of Lake Powell create and release untold amounts of methane gas. Usually, warm air and light gases like methane rise from the surface and dissipate in the upper atmosphere. Often methane from Lake Powell remains in the lower atmosphere, trapped near the ground by an atmospheric inversion layer. If an atmospheric inversion is present, warm air aloft traps hot and volatile gasses below, thus creating a bubble of noxious air at or near ground level.

Not ironically, a huge methane gas bubble now floats above the Four Corners region. Is this unprecedented bubble of volatile gas the result of Navajo Nation coal mining, cattle flatulence or the stinking mudflats and methane volcanoes at the upper reaches of Lake Powell? Personally, I am betting on a combination of coal mining and fertilized mudflats. Thank you for your fertile potash input, Intrepid Potash-Moab, LLC.

Glen Canyon Damned -

After flowing over and sifting through the mudflats, the Colorado River enters many miles of forced confinement between sandstone canyon walls. There it drops its remaining sediment to the bottom of what once was a desert garden of legendary beauty. Known as Glen Canyon, living humans who saw it in its untrammeled glory are now few and elderly. Only through old black and white photographs and essays by such writers as John Wesley Powell and Edward Abbey do we know about a place once visited only by dory boat or river raft.

Once the water in Lake Powell reaches the penstocks and electrical turbines at Glen Canyon Dam, it is cold, dark and nearly devoid of oxygen. The portion of lake water that rests below the deepest intake on the dam, we call the “dead pool”. The lake water in the dead pool is as near to dead as fresh water can be. Once released downstream, dam water is clear, cold and capable of supporting no life higher than green fronded algae. Such algae grow wherever the water flow is slow enough to support life. If Colorado means, “colored red” or “Red River”, immediately below Glen Canyon Dam, that name does not apply. Running clear, cold and fringed with green algae, its name should revert to “Green River”.

This is Part 1 of a three-part article. To read Part 2, please click HERE.

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By James McGillis at 02:56 PM | Colorado River | Comments (0) | Link

Metrolink Refuses to Admit Failure of Rotem Anti-Derailment Blade - 2015

 

Metrolink Refuses to Admit Failure of Rotem Anti-Derailment Blade

Recently, both Ventura County Star and L.A. Times articles reported on Metrolink’s unexpected decision to place newly leased Burlington Northern Santa Fe (BNSF) freight engines at the head-end of all Metrolink trains. Both articles omit important safety related information. In the Star article, Moorpark City Councilman Keith Millhouse, a member of the railroad's board of directors said, “… since we don’t know what role, if any, the cab cars played, we won’t speculate on it. The only way to run the railroad and take away a potential risk, if any, until we know the answer, is to put locomotives up front.”

In February 2015, a Metrolink passenger train with a Hyundai-Rotem cab car in front derailed after hitting a Ford F-450 utility truck and trailer. Predawn, that rig became high-centered on to the tracks near the 5th St. and Rice Ave. grade crossing outside of Oxnard. After the collision, Metrolink officials were quick to declare that the state-of-the-art cars with energy absorbing crush zones, heavier construction and anti-derailing features appeared to reduce deaths and injuries in the accident.

The direct quote, at that time was: "We can safely say that the technology worked," Metrolink spokesman Jeff Lustgarten told reporters. "It minimized the impact of what (could have been) a very serious collision. It would have been much worse without it." Now, almost six months after the deadly Oxnard collision, Metrolink spokesman Jeff Lustgarten, or is it now Scott Johnson should retract those erroneous and self-serving statements. It was a "very serious collision". As a result, Sr. Engineer Glenn Steele died. There were twenty-seven injured, including some with life-changing consequences. What could be worse; if everybody died?

In the recent L.A. Times article, Keith Millhouse said, “This is an interim measure until the plow can be evaluated and beefed up if necessary. This is going to be costly for the railroad, but you can't put a price on safety.” Further, the article read, “Millhouse stressed that the temporary restrictions on the Rotem vehicles relate specifically to how the plow performed in the crash, not the larger debate over the safety of cab cars”.

With the Hyundai-Rotem anti-derailment plow, there is no “performance” issue. It is a clear-cut case of structural failure. As demonstrated by news photos taken soon after the collision, the plow, which was formerly attached to Hyundai-Rotem cab car No. 645 is nowhere in sight. As the most important piece of forensic evidence from that deadly collision, what happened to that anti-derailment plow? Is it in the custody of the National Transportation Safety Board (NTSB)? Did contractors who cleaned up the crash site discard it along with other assorted debris? If no one saved that blade, how can Metrolink or the NTSB determine the circumstances of its detachment from the cab car?

To add insult to injury, Metrolink announced just days ago, that it will purchase up to forty-nine state-of-the-art Electro-Motive Tier 4 locomotives. The new locomotives will be replacements for its aging, unreliable and admittedly un-maintained fleet of 1990’s diesel locomotives. With not so much as a prototype of the new Electro-Motive Tier 4 locomotive available for inspection or testing, an artist’s rendering is all that we have to go on.

In the 2015 Oxnard collision, when it impinged upon a Ford F-450 utility truck and trailer, the lightweight Hyundai-Rotem anti-derailment plow experienced a catastrophic failure. Already, Electro-Motive is touting their new Tier 4 locomotive as the lightest weight (280,000 lb.) locomotive available on the market today. If lighter is better, why is Metrolink leasing up to fifty-eight of the heaviest BNSF locomotives available to head up its commuter trains? Without a prototype to test, how do we know if the anti-derailment plow installed on Metrolink’s new Tier 4 locomotives will pass the “F-450 Truck & Trailer Crash Test”?

The Electro-Motive website shows a futuristic picture of a cab-forward locomotive “design” with an anti-derailment plow attached. With its slightly bulbous nose, it looks like a bullet train from one of Governor Gerry Brown’s high-speed rail dreams. If not for the thirty-plus grade crossings on the Metrolink Ventura County Line alone, this lightweight locomotive might be a good idea.

Until necessary grade-crossing safety improvements are completed, I will expect the "heavy iron" of a BNSF freight locomotive up front on my next Metrolink Ventura County Line ride. In block letters, Metrolink should emblazon each BNSF locomotive with the words, "BNSF MEANS TONNAGE". Still we will have the uninformed or unsuspecting, such as Mr. Jose Sanchez Ramirez who's F-450 debacle led to all of this controversy. Most local commuters will slow to a stop when they see the Great BNSF Behemoth approaching their grade crossing. Suicide is still a potential factor, but with BNSF tonnage up front, most Metrolink commuters involved in a collision will probably survive and prosper, even after such an encounter.

For decades, airlines have told us what aircraft will service our flight. So too should Metrolink tell us, what is the consort of any given train. If there is a cab car up front or an obsolete, Bombardier bi-level coach anywhere in the mix, I will not board or ride that train. It is simply too dangerous.

Safety related information released by Metrolink, or its parent organization, the Southern California Regional Rail Authority (SCRRA) is so rare and nuanced, that it fosters conspiracy theories within me. Helping to cheer me up, a source close to the Metrolink investigation recently told me, “I believe the NTSB has the plow and there is no conspiracy to steal it or to foil the investigation. Metrolink will not give details, but I believe that the NTSB informed the railroad about the failure. It is amazing that they are replacing the Rotem cab cars with engines, using an ‘emergency provision’ related to safety. More to come.”

Being closed-mouthed and tight-lipped, SCRRA and Metrolink do little to create or enhance a positive image for passenger rail service in Southern California. It is time for someone or some organization to break through the “cloak of invisibility” that the SCRRA has thrown over its own proceedings. In violation of the California Open Meeting Law (Brown Act), the meeting in which the SCRRA board decided to lease the fifty-eight freight locomotives was closed to both the press and the public. The public has the right to know details regarding the lease of fifty-eight BNSF locomotives, as well as the cost, including who will be footing that bill.

Are the two interlocking passenger rail agencies (SCRRA & Metrolink) serious about competing in the Southern California commuter marketplace? If so, they should reformulate the SCRRA board to include railroad operating and safety experts, not more politicians and political appointees. Until they do, you can expect Metrolink’s operational and legal costs to skyrocket, while ridership continues its long, slow decline. SCRRA and Metrolink, it is time for transparency and reform.

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By James McGillis at 11:29 PM | | Comments (0) | Link

Metrolink to Spend $338 Million on New Locomotives, but Little for Passenger Safety - 2015

 

Metrolink to Spend $338 Million on New Locomotives, but Little for Passenger Safety

According to the Los Angeles Times “engines of change” article, Metrolink plans to spend $200 million on twenty-nine new “Tier 4” locomotives from Electro-Motive, a Caterpillar, Inc. subsidiary. That means each new engine will cost almost $6.9 million. Options on another twenty new Tier 4 locomotives will push that replacement scheme to a total of almost $338 million. Using exhaust gas re-circulation technologies, engines on Tier 4 locomotives are designed to lower both nitrogen oxide and particulates in their exhaust stream. Since Metrolink will be the first passenger rail system in the country to operate Tier 4 locomotives, both reliability and fuel economy remain in question.

As of 2012, Metrolink had 137 Bombardier cab-cars and coaches in its operational fleet. In 2013, Metrolink spent $263 million to replace what it said was “substantially all” of its obsolete Bombardier bi-level coaches. The actual purchase included a mix 137 new Hyundai-Rotem cab-cars and coaches, for an average price of $1.9 million each.

As early as 2005, Metrolink admitted that, “fixed worktables” in Bombardier bi-level coaches “added to injuries” in a Glendale collision that year. Of the eleven deaths in that collision, no one knows how many died because of impact with fixed worktables. In 2005, a Metrolink spokesperson said, "We are not going to start ripping out the old tables tomorrow". In the 2008 Metrolink Chatsworth collision, more than one passenger died as a result of abdominal or thoracic impact with a fixed worktable. Despite death and near dismemberment in Chatsworth, Metrolink never did retrofit those coaches with safer worktables, nor did they cordon them off from passenger use.

The 2013 purchase of 137 new Hyundai-Rotem coaches with padded, frangible tables was supposed to solve the “killer table” problem that Metrolink had previously swept under the rug. Despite their average of over one million miles traveled, Metrolink did not retire all of their obsolete Bombardier bi-level coaches. Instead, in many of their current trains, Metrolink intersperses Bombardier coaches with incompatible Hyundai-Rotem coaches. The Hyundai-Rotem coaches employ crash energy management (CEM) technology, while the Bombardier coaches are inelastic and prone to decoupling in a collision.

The National Transportation Safety Board has not yet published its final report regarding the February 2015 Oxnard Metrolink collision, which took the life of Metrolink engineer Glenn Steele, and injured twenty-eight. When it does, it is likely to find that the obsolete Bombardier bi-level coach riding in the second position was a major contributing factor to the decoupling and derailment of all five cars in that train.

If Metrolink replaced “substantially all” of its obsolete Bombardier bi-level coaches, why was Metrolink passenger Marc Gerstel riding across the Oxnard Plain in that ill-fated Metrolink train? In the Oxnard Metrolink collision, why was he tumbled against several “killer worktables” in a coach that should have been retired years ago? Apparently, in Metrolink-speak, “substantially all” is not the same as “all”. It is time for Metrolink to go public on this issue and scrap all Bombardier bi-level coaches still remaining in their operating fleet.

In early 2014, Metrolink quietly began selling off their excess fleet of Bombardier bi-level coaches with “killer worktables” still installed. If Metrolink-surplus Bombardier bi-level coaches should experience a collision, unsuspecting Caltrain passengers heading to or from Silicon City (San Francisco) may soon subject themselves to severed bodies. Did Metrolink disclose the unsafe worktables to Caltrain prior to purchase or did both agencies ignore their fiduciary and legal responsibilities?

In 2012, Metrolink considered Bombardier bi-level coaches with more than one million miles of service to be functionally obsolete. If those coaches were obsolete in Southern California, why are they acceptable for service in Northern California? As P.T Barnum said, "There's a sucker born every minute".

For the whole story regarding Metrolink's passenger safety issues, please visit our website, 5thandRice.com.

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By James McGillis at 03:22 PM | | Comments (0) | Link

Substandard Safety Prevails at the Fifth and Rice Railroad Grade Crossing in Oxnard, California - 2015

 

Substandard Safety Prevails at the Fifth and Rice Railroad Grade Crossing in Oxnard, California

I have lived in Ventura County, California for almost half my life. I love the place, but I know its history as a formerly remote, rural county whose patron families did not like change. In the 1950s and 1960s, their mantra was, “If we don’t build roads, no one will come”. With or without adequate roads, the people came. In 1970, the county population was 400,000. In 2013, it had more than doubled, to 840,000.

In 2004, Ventura County voters spurned a half-cent sales tax that would have been devoted to transportation projects. In 2008, county officials again ran that idea up the flagpole, only to see it shot down from every direction. Continued attempts to raise sales taxes in Ventura County was like a parody of the famous line in the movie, The Treasure of the Sierra Madre. “Roads? We don’t need no stinkin roads!”

In July 2015, the Ventura County Transportation commission announced the results of their most recent poll regarding a new half cent sales tax in Ventura County, which would fund transportation improvements. Although sixty percent of respondents favored the idea, a ballot measure would require a two-thirds positive vote to succeed. If the measure appears on the 2016 ballot, we can expect a groundswell of opposition. Their likely rallying cry will be, “Taxes? We don’t need no stinkin taxes”.

In July 2015, train crash survivor Marc Gerstel and I visited the February 2015 Metrolink Oxnard collision site. First, we paid our respects at the memorial for engineer Glenn Steele, who died from injuries sustained in the collision. Then, Gerstel and I agreed that we would use my characters, Plush Kokopelli and Coney the Traffic Cone to make our visit more meaningful. Almost immediately, Plush Kokopelli jumped up on the Rice Ave. “crossbuck”, which is the generic term for the big overhead railroad warning sign. Aiming his flute down toward ground level, Plush Kokopelli pointed out a serious safety deficiency. If left unattended, the deficiency could have catastrophic consequences for motorists and train passengers at the crossing.

On the cast metal base of the crossbuck, one of four support flanges was split wide open, thus weakening the entire structure. Since the split flange faced Rice Ave., I assumed that a speeding vehicle had hit the metal base quite hard. If another vehicle were to strike the base at that vulnerable spot, the crossbuck tower-sign could collapse onto the roadway and even the railroad tracks.

Meanwhile, Coney had waited patiently while we took pictures of the damaged base of the crossbuck. By then, he could hardly contain himself. While standing by the crossbuck, Coney had made friends with a large Caltrans traffic cone, which was lying on its side, unable to right itself. After Coney got my attention, I tipped the Caltrans Coney up, so that it could stand on its own base. Since I have channeled Kokopelli and Coney for years, I could see that my Coney wanted to help Caltrans Coney once again be a productive member of the safety cone community.

Most news reports about the February 2015 Metrolink collision are incomplete. The driver of the F-450 work truck, Mr. Jose Sanchez-Ramirez was not a “recent transplant from Tucson, Arizona”. In fact, he was making his first-ever trip from Tucson to the Oxnard Plain. There, he was to deliver welding equipment to one of the local farms. The previous day, after driving from Tucson to San Diego, his original rig broke down. After waiting for delivery of a replacement truck, he headed north toward Ventura County. Somewhere along the way, he was in a minor traffic accident, which only delayed him further.

After driving all day and all night without rest, Jose Sanchez-Ramirez arrived before dawn on Rice Ave., heading south toward Fifth St. Having no GPS guidance, Sanchez-Ramirez relied on a printout of an internet map to guide him. There, exhausted and in the dark, he mistook the railroad tracks for Fifth St. and turned too soon. Eighty feet west, he stopped on the tracks, thus setting up the pre-dawn collision with Metrolink Train No. 102.

In July 2015, Marc Gerstel and I stood where Sanchez-Ramirez made his fateful turn. Beyond the crossbuck, but before the railroad tracks, I placed Caltrans Coney in his rightful place. If Caltrans Coney had been there, silently standing guard between the crossbuck and the tracks on that fateful morning, there would have been no collision. The vigilant Caltrans Coney would have warned Jose Sanchez-Ramirez against his errant turn. If that turn had not happened, Glenn Steele would be alive today and Marc Gerstel would still be an adjunct professor of dental technology at LA City College.

I found my first Coney the Traffic Cone almost a decade ago. Since then, I have collected many of the mistreated and abandoned traffic cones that I have found along the highway. Some were in good shape while others were nearly shredded. The good thing about a traffic cone is that if run over by a vehicle, more often than not, it will pop back into shape and keep on coning. If you look along the roadsides of America, eventually you will spot a Coney, standing or lying there with nothing productive to do.

If you find an abandoned Coney along the road, please pick it up. If you are in Ventura County, please carry it to the Fifth and Rice grade crossing. Once there, place it along the side of the road, between the crossbuck and the tracks. Then, drive away smiling, because you may have prevented the next Metrolink collision at Rice Ave. and Fifth St. in Oxnard, California. As Marc Gerstel, Coney, Kokopelli and I drove away from the scene; the battered and beaten Caltrans Coney proudly stood guard at the deadliest railroad crossing in Ventura County.

After visiting the collision site, Marc Gerstel gave me the latest facts regarding that intersection. “According to David Golonski, the chairperson of the LOSSAN Rail Corridor Agency, this is the second busiest rail corridor in the nation. For the past twenty years, the Rice Ave. and 5th Street crossing has earned the label as the ‘deadliest crossing in Ventura County’. With a total of fourteen accidents and four deaths, it is in the ‘top-23 list’ of most dangerous crossings in California. It ranks as the third most deadly in Southern California. The proposed solution by Mr. Leahy, which is to install ‘pavement sensors that would be faster and cheaper’ than a grade separation is like putting a Band-Aid on a gunshot wound.”

According to the office of Congresswoman Julia Brownley (D - Agoura Hills), from 2006 - 2014, the Federal Highway Administration California Division has received over $42 million in federal money intended specifically for remediation of dangerous rail crossings. According to Malcolm Dougherty, Director of Caltrans, the grade crossing at Rice and Fifth is not high enough on the statewide priority list to receive any of that funding. Despite Dougherty's statement that, "We are committed to expeditiously obligating and utilizing all federal funds for this (safety) effort", to date none of the $42 million has been obligated or spent.

If the previously allocated, yet un-utilized federal funding were to be allocated for improvements at the Fifth and Rice grade crossing, there would be sufficient funds to build and dedicate the proposed "Glenn Steele Memorial Overpass" at the site of his fatal injuries. If not, I expect the sixth extinction to be complete and the next ice age to commence before we see any mitigation of the dangers still evident at Fifth and Rice, in Oxnard, California.

This is Part 2 of a two-part article. To read Part 1, please click HERE.

To read all of our Ventura County railroad safety articles in one place, please visit 5thandRice.com.

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By James McGillis at 11:57 AM | | Comments (0) | Link