Thomas Linzey: The Coal Trains’ Track to Nowhere

Thomas Linzey: The Coal Trains’ Track to Nowhere

By Thomas Linzey / CELDF

Four years ago, as we were leaving Spokane to help rural Pennsylvania communities stop frack injection wells and gas pipelines, this region’s environmental groups couldn’t stop talking about “stopping the coal trains.”

After people in British Columbia – including NASA’s top climate scientist James Hansen – were arrested for blocking oil trains; and after people in Columbia County, Oregon have now proposed a countywide ban on new fossil fuel trains, one would think that both the Spokane City Council and the region’s environmental groups would have begun to take strong steps here to, well, actually stop the coal trains.

After all, there is now almost universal agreement that the continued use of fossil fuels threatens almost every aspect of our lives – from scorching the climate to acidifying the oceans and fomenting widespread droughts.

But it seems that both the Council and this region’s environmental groups have resigned themselves to being silent accomplices to this slow-moving disaster.

A few weeks ago, at a forum on coal and oil trains, rather than propose a citywide ban on oil and coal trains, those groups instead focused on the dangers of train derailments and coal dust – two real issues to be sure – but ones that fall completely short of recognizing the underlying problems posed by the trains.

If the problem is derailments and dust, then the solution is to reinforce and cover the railroad cars. That may or may not happen, but even if it does, it doesn’t solve the fundamental problem posed by the coal and oil trains. Instead, such a stance broadcasts the message from the City of Spokane and this region’s environmental groups that the coal and oil trains are okay as long as they are “safe.”

The real problem, of course, is that the fossil fuels that the oil and coal trains carry – when used the way they are intended to be used – can never be made “safe” because their guaranteed combustion is slowly boiling the very planet on which we live.

At the end of Spokane City Council President Ben Stuckart’s presentation at the forum last week, he spoke about his dead-end meetings with state and federal officials, whose doors were open to the energy and railroad corporations but not to communities affected by the trains. Stuckart declared that he wasn’t sure that anything short of laying down on the tracks would stop the coal and oil trains.

For one brief shining moment, it seemed that the heavens had parted and what we’re really up against – a governmental system controlled by the very corporations it is ostensibly supposed to regulate – came shining through.

As I watched, people across the room began to shout and applaud; and then, just as quickly as it had come, it passed, as the hosts of the forum steered everyone back to their latest moving target – this time, urging people to write letters begging Governor Inslee to stop proposed oil and gas exports. In other words, now nicely asking the Governor to stop more oil and coal trains from invading Spokane.

I then realized why I stopped going to those gatherings – I stopped because the form of activism proposed by the groups actually strips us of the belief that we’re capable of doing anything by ourselves, as a community, to actually stop the trains. Writing letters reinforces a hopelessness of sorts – that we’re completely dependent on the decision by others to “save” us, and that we’re incapable of taking action to save ourselves.

It would be akin to the civil rights movement writing letters to congress instead of occupying the lunch counter or the seats at the front of the bus. Or Sam Adams sending a letter to King George urging him to put safety bumpers on the ships carrying tea, rather than having a tea party by dumping casks of tea in the harbor.
Until we confront the energy and railroad corporations directly, they will continue to treat Spokane as a cheap hotel. We need to ban and stop the trains now – using everything that we can – before future generations wonder why we spent so much time sending letters and so little time protecting them.

Thomas Alan Linzey, Esq., is the Executive Director of the Community Environmental Legal Defense Fund and a resident of the City of Spokane. The Legal Defense Fund has assisted over two hundred communities across the country, including the City of Pittsburgh, to adopt local laws stopping corporate factory farms, waste dumping, corporate water withdrawals, fracking, and gas pipelines. He is a cum laude graduate of Widener Law School and a three-time recipient of the law school’s public interest law award. He has been a finalist for the Ford Foundation’s Leadership for a Changing World Award, and is a recipient of the Pennsylvania Farmers Union’s Golden Triangle Legislative Award. He is admitted to practice in the United States Supreme Court, the Third, Fourth, Eighth, and Tenth Circuit Courts of Appeals, the U.S. District Court for the Western and Middle Districts of Pennsylvania, and the Commonwealth of Pennsylvania. Linzey was featured in Leonardo DiCaprio’s film 11th Hour, assisted the Ecuadorian constitutional assembly in 2008 to adopt the world’s first constitution recognizing the independently enforceable rights of ecosystems, and is a frequent lecturer at conferences across the country. His work has been featured in the New York Times, the Los Angeles Times, Mother Jones, the Nation magazine, and he was named, in 2007, as one of Forbes’ magazines’ “Top Ten Revolutionaries.” He can be reached at tal@pa.net.

90-car oil transport train derails and explodes in Alabama

By Soumya Karlamangla / Los Angeles Times

A 90-car train derailed and exploded in rural Alabama early Friday morning, spilling its crude oil cargo into the surrounding wetlands and igniting a fire so intense that officials said it will take 24 hours to burn out. No one was injured.

The train was crossing a timber trestle above a wetland near Aliceville late Thursday night when 20 railcars and two of three locomotives derailed. Earlier reports said fewer cars had derailed.

On Friday morning, about 10 train cars were burning, according to a statement from train owner Genesee & Wyoming.

Emergency responders decided to let the cars burn out. Though the bridge is also burning, the fire is contained, officials said.

Scott Hughes, spokesperson for the Alabama Department of Environmental Management, told the Los Angeles Times that the oil has been spilled into the wetlands area.

“Typically wetlands are a sanctuary for a variety of different types of aquatic species, so once we’re able to get in and assess environmental impacts, we’ll certainly look at any impacts to aquatic organisms and other types of wildlife,” Hughes told the Los Angeles Times.

There are extensive wetlands near Aliceville, according to the state’s Forestry Commission website.

Hughes said that it’s difficult to determine how much oil has been spilled, because responders can’t get close to the fire. Hughes said his agency checked the drinking water wells in the area, and said there will be no effect on the water.

“The area’s pretty rural, there’s not a whole lot around,” Alabama Emergency Management spokesperson Yasamie August told the Los Angeles Times.

One family was evacuated, but has already been returned home, she said

The Environmental Protection Agency has one person on scene who is overseeing the clean-up and monitoring of air quality to assess the impact of the crude oil spill, regional Environmental Protection Agency spokesperson James Pinkney told The Times.

The train was en route from Amory, Miss., to Walnut Hill, Fla., according to the Genesee statement.

The use of rail to move oil amid rapidly expanding U.S. production is coming under growing regulatory scrutiny after the horrific explosion of an oil train in Canada’s Lac-Megantic, Quebec, killed at least 42 residents in July, The Times reported in September. A train with 72 tank cars hauling crude oil from North Dakota’s Bakken Shale fields rolled downhill into the city and ignited an inferno that destroyed half of downtown.

Don Hartley, a regional coordinator for the Alabama Emergency Management Agency, told The Times that the train in Alabama likely originated in North Dakota.

The Times also reported that railroads are carrying 25 times more crude oil than they were five years ago. And though railroads have improved their safety in recent years, moving oil on tank cars is only about half as safe as in pipelines.

From Los Angeles Times: http://www.latimes.com/nation/nationnow/la-na-nn-alabama-train-explosion-20131108,0,1137139.story

CEO confronts green activists during stunt at his mansion

CEO confronts green activists during stunt at his mansion

By Generation Alpha

Environmental activist group Generation Alpha has released a video of their confrontation with Aurizon CEO Lance Hockridge. The group’s Over Our Dead Bodies campaign has started targeting Aurizon over their crucial financial and infrastructure role in mining the Galilee Basin in Australia.

The coal mining complex planned for the Galilee Basin is the biggest in the world, and will challenge the Tar Sands as the most damaging resource project on the planet. Mining the Galilee would produce 330 million tonnes of coal, enough to fill a train wrapped around the world one and half times.

The activists visited the CEO at his $4.5 million mansion to place giant carbon footprints coming from his front gate, to demonstrate his personal responsibility for what is seen by the environment movement as an impending environmental catastrophe. He saw the action and approached the activists, accusing them of trespass, even though they were clearly outside his property.

In the confrontation between Lance Hockridge and campaign coordinator Ben Pennings, Hockridge firstly denies the importance of Aurizon. However, when Pennings asks how the mining companies will transport the coal without a rail line the CEO simply says, “That’s a matter for them isn’t it”.  Afterwards, Pennings said:

Mining the Galilee Basin is like setting off a bomb. 700 million tons of extra carbon pollution each year is a deadly catastrophe, an environmental crime. CEOs shouldn’t be able to hide behind a corporate entity for their life threatening decisions. We will continue to target Lance Hockridge, to tell the truth about this crime to his neighbours, his community, the world. We will do this and much more till he considers what’s best for the future, not just his wallet.

Time is Short: Stop the Flows, Stop the Machine

Time is Short: Stop the Flows, Stop the Machine

Industrial civilization is killing the planet. It is, by its very nature, entirely dependent upon tearing & rending apart the fabric of the living world for the raw materials which sustain industrial society. As civilization fells ever more forests, blows apart ever more mountains, dams ever more rivers, vacuums ever more fisheries, drains ever more wetlands, plows ever more prairies, and replaces ever more of the natural world with concrete and fields growing food for solely human use, the bloody hands of empire must reach ever further afield to grasp for new pockets of wilderness to seize.

As industrial society becomes more and more globalized, so too does industrial destruction. Wild places that may once have been too remote to access find the crushing weight of civilization brought to bear upon them.

While the reach and presence of this way of life accelerate around the planet, the privileges and material prosperities afforded by its war against life remain the property of a small minority at the center of empire. It is to this center that the overwhelming portions of planetary plunder flow. It’s coded into the way empires—and civilizations—operate. The center of power conquers outlying lands, colonizing them and forcefully extracting resources, which flow back to feed the bloated power base.

The pattern is the same, whether we’re talking about cities extracting food via agriculture from the surrounding lands or the global economy extracting oil, steel, wood, etc. from the Global South. It is the same dynamic of empire—of colonies and conquerors. We may rationalize the pattern through complex social and economic theory, but it doesn’t change the underlying relationship of exploiter and exploited.

Central to the smooth function of this way of life are the logistics and transportation necessary to physically transport those materials from the site of extraction to the center of empire. The global economy is incredibly complex, so much so that how exactly it operates in the physical world may seem inexplicable, and only comprehensible in the abstract. But despite this, there are very specific infrastructures—foundations of support—that are fundamental to its function. The infrastructure of globalized transportation and logistics is among these; without them, the precarious balance of industrial society would collapse.

In the incessant drive towards ever-greater efficiency—the drive to expand “economic production” (read the conversion of living landbases into private wealth) beyond any limitations—the industrial economy is becoming ever more dependent upon fast-paced transportation and logistics. It’s why most grocery stores only have a 72 hour supply of food in-store. By reducing inventory capacity and relying upon “Just-in-Time” transportation systems, industrialism has accelerated its pace, but at the expense of its stability.

For those who understand the destruction and horror that is this way of life—those who understand that it must be stopped and dismantled at any cost—the centrality and fragility of the systems responsible for the transportation of resources & goods presents a strategic target for disruption and sabotage.

Fortunately, these transportation networks are large and poorly defended. A paper recently released by the Macdonald-Laurier Institute, written by Douglas Bland, cited the criticality and vulnerability of Canada’s rail transport infrastructure as weaknesses which could be exploited to cripple the entire Canadian economy. The report talks specifically about the potential of an “aboriginal uprising” in Canada and how such a mobilization could impact the industrial economy of the nation:

In the event of an insurgency, the Canadian economy could be shut down in weeks. The 2012 CP Rail strike cost an estimated $540-million a week, as it hit industries including coal, grain, potash, nickel, lumber and autos. Some First Nations leaders like Terry Nelson in Manitoba have already concluded that a covert operation involving burning cars on every railway line would be impossible to stop.

This vulnerability in the structure of modern civilization is present outside of Canada; indeed, it is characteristic of the global economy. These transportation and logistical networks—those that connect and maintain the flow between the different nodes of industrial production—are fragile, sprawling, and poorly guarded. And they’re very vulnerable to sabotage.

As just one recent example, some anonymous folks sabotaged rail lines in Central Oregon in celebration of May Day a month ago. In their own words,

Late at night on May Day we sabotaged a rail line in Central Oregon to interrupt the flow of commodities. Capital depends more than ever on the metropolis, the constant flow of commodities, services, capital, information, and any interruption of that flow is a small victory… This action was quick and easy. Using copper wire with the ends stripped, we wrapped both ends of wire around the rail and buried the middle section. This sends a false signal that there is a train on the tracks, delaying any other movement until the blockage is cleared.

Like many forms of sabotage, it doesn’t take much, as the communique issued by those behind this particular action so kindly describes.

Of course, while we understand that disrupting a single rail line on a single night will have little to no measurable impact on the masticating gears of industrialism, such sustained actions—as described by Bland’s paper—could translate into effective systems disruption. With the whole of the globalized economy so dependent upon such a precarious & precisely balanced transportation infrastructure, the impacts of such a campaign of sabotage could have massive and far reaching effects.

This way of life cannot last. It remains steady and standing only through actively destroying and consuming the fabric of the living world. The movement of materials—the blood soaked corpses of its victims—through the industrial system is central to this. To stop that movement is to stop the machine. While it may not be the first course of action many would turn to, and while it may make some uncomfortable, sustained and coordinated sabotage against the industrial transport infrastructure presents a strategic way to disrupt and halt the monstrous activity of industrial civilization.

Civilization is not static; it is a holocaust in motion.  As we all know, an object in motion stays in motion, unless acted upon by an outside force. It’s long past time to apply that force.

Time is Short: Reports, Reflections & Analysis on Underground Resistance is a biweekly bulletin dedicated to promoting and normalizing underground resistance, as well as dissecting and studying its forms and implementation, including essays and articles about underground resistance, surveys of current and historical resistance movements, militant theory and praxis, strategic analysis, and more. We welcome you to contact us with comments, questions, or other ideas at undergroundpromotion@deepgreenresistance.org

Photo by American Public Power Association on Unsplash

First Nations may engage in economic blockades if Canada refuses treaty talks

By Jorge Barrera / APTN

First Nations leaders have discussed plans to launch country-wide economic disruptions by the middle of January if Prime Minister Stephen Harper doesn’t agree to hunger-striking Attawapiskat Chief Theresa Spence’s demand for a treaty meeting, APTN National News has learned.

During three days of meetings and teleconferences, chiefs from across the country discussed a plan setting Jan. 16 as the day to launch a campaign of indefinite economic disruptions, including railway and highway blockades, according to two chiefs who were involved in the talks who requested anonymity.

“The people are restless, they are saying enough is enough,” said one chief, who was involved in the discussions. “Economic impacts are imminent if there is no response.”

Chiefs were still finalizing details of their plans Monday evening and it remained unclear to what extent their discussed options would translate into the official position.

Assembly of First Nations National Chief Shawn Atleo is expected to write Harper a letter outlining the chiefs’ position.

Spence launched her hunger strike on Dec. 11 to force a meeting between Prime Minister Stephen Harper, Governor General David Johnston and First Nations leaders to discuss the state of the treaties. Spence said in a statement issued Monday that the aim of the meeting was to “re-establish” the treaty relationship and finally put First Nations people in their “rightful place back here in our homelands that we all call Canada.”

The plan of action comes as the Idle No More movement continues to sweep across the country through round dances, rallies along with highway and rail blockades.

The Tyendinaga Mohawks briefly blockaded a main CN rail line between Toronto and Montreal Sunday, stranding about 2,000 Via Rail passengers. The Mi’kmaq from the Listuguj First Nation, Que., continue to hold a rail blockade on a CN line along with members of the Aamjiwnaang First Nation who have shut a CN line in Sarnia, Ont. In British Columbia, the Seton Lake Indian Band ended a rail blockade on Sunday.

How the chiefs’ action plan will mesh with the Idle No More movement remains to be seen. Idle No More organizers issued a statement Monday that distanced the movement from the chiefs.

“The chiefs have called for action and anyone who chooses can join with them, however, this is not part of the Idle No More movement as the vision of this grassroots movement does not coincide with the visions of the leadership,” said the statement, posted on the Idle No More Facebook page. “While we appreciate the individual support we have received from chiefs and councillors, we have been given a clear mandate by the grassroots to work outside the systems of government and that is what we will continue to do.”

One of the chiefs involved in action plan discussion said the leadership wanted to be sensitive to the grassroots-driven movement and make clear that their plans are being developed in support and as a response to Idle No More.

“Chiefs are standing firm in support of Idle No More and grassroots citizens,” said the chief. “We now need to unify.”

Read more from APTN