Haisla voices at the Joint Review Panel: Samuel Robinson

This story presents the unfiltered voices of Haisla chiefs when they testified at the Northern Gateway Pipeline Joint Review hearings on January 10, 2011, at Kitamaat Village, based on the official transcript.  There have been minor edits for clarity.

 

My name is Chief Jassee. My English name is Samuel Robinson. I’m from Beaver Clan;

Samuel Robinson
Samuel Robinson

hereditary Chief of the Haisla Nation. I was born here in Kitamaat Village but spent a lot of my childhood days with my father trapping in Wewanee.

The area is rich with all kinds of food; halibut, cod, mussels and all kinds of seafood. There are a lot of fur-bearing animals. This is why I’m really concerned if this is damaged. In Wewa, we have a hot spring there. The first tub was made by my dad and my uncle George, made out of wood. If there’s any kind of spill that will be damaged.

There is a lot of seafood there. There is still a lot of seafood, I know because I’m owner/operator of a fishing charter business for the last 45 years. There are still a lot of fishing charter boats that depend on fishing in the Douglas Channel. I also watch the commercial fishermen. I know every inch of our territory because I’m out there almost every day in the summertime running my business.

I’ll get back to the head of the Kitimat River; this is where my concern starts.

We used to fish the number one reserve for a fish called eulachons, which is now no more because of pollution in the river for the last 30 years. But the river is not dead yet. The salmon still go up there; that’s why we have to protect it. I know we can’t do much about the eulachons now, but the salmon still go up there.

This is our last resort. Thank you for listening to me.

Up the river, we spend our days there, harvesting eulachons. In my childhood days, you didn’t need a net, you didn’t need hook, and you didn’t need anything. You can pick the eulachons out of the water. In fact you could walk across to the other side. That’s how plentiful it was when we were thriving. No more eulachons.

From the eulachon camp, we follow the river down to Kacla’isaa in my language Kacla is, English, “foot of the river.” There on the left-hand side, you’ll see a rock, a figure of a human being. We call it in my language, kwalach; that means sissy. It was used to teach young children, teenagers, not to run away from enemy but to stand up or else you’ll turn into a rock.

That’s what it is used for, to teach our children. This is what I’m concerned about, if it’s covered up with something. You travel down the same river, foot of the river, about a few lengths down you come to another carving, carving on rocks we call handumatsa in my language. It means bow and arrow, hatweegit. That protects the river; that’s what it’s there for.

And you travel down into the sea you come to my village, and at the point called Raley Point, right outside the south end of Kitamaat Village, there is another carving right down the beach, the figure is of a killer whale. You walk along the beach further to a creek called Wart, another carving is there and it’s carved, the figure is a human face. These are all signals that we were here for a long time.

If you look across the bay, right across the Bish Creek there’s another historic site there. We call it Huntclic in my language. It means targeting area. When the raiders come to raid my village they target in this rock. And the old people used to tell me the story — this is just within 100 years. The shafts of the arrows were sticking out. When the white man came here, they heard of it and went to check it and they found the remains of the arrowheads.

You travel down a little ways more and there’s a rock sticking out, the name of it is Kabat Regat. It’s a historical site too that teaches the young kids about sex and all that, what you’ll turn into if you misuse it. Adultery was a no -no in my village and that’s what this was for, to teach the young kids.

You travel down furthermore, you come to a place called Gilttoyees, a long inlet, and on the south mouth of the river — of the inlet you’ll see paintings, paintings of Indian paint telling who owns that area, who was there. And I’m one of the last ones that can read the signs and it makes me — tears come out of my eyes.

You follow the channel; you come to a place called Foch Lagoon. There was a village there — still there, a historic site too that will be affected by whatever damage. These were half human beings and half animals. It’s recorded in our history. We call it Fochfu in my language.

So these are all the places that I’m really worried about.

And you go further down the channel, we go into the Hartley Bay area, there are big boulders there carved in stone. It’s still there. Now I will tell you what the reason is, why these are carved in a tidal water. Most of it is below low water.

The Chief hired helpers to carve these rocks at low tide so when the raiders come in they will be the first one to spot the raiders and warn the Chief to get away. They were also helpers that carved mid-tide; these were done to warn the Chief, early warning, when the raiders come.

These are all the places that I’m worried about. It’s our history and it’s how we teach our children and our teenagers up till today.

And you go up to the Kitlope, at Kemano Village, at the south end of the village there’s another carving, a carving of a human being, a human face, That’s to protect that village from raiders. You go up to Kitlope, at the mouth of the river you’ll see all kinds of paintings telling who owns that place — we own it.

So these are all the things that I’m worried about. If it’s covered up with oil how are we going to protect ourselves? This is my concern.

And getting back to the sisur rock in the mouth of the water. If we — are we going to protect ourselves or are we all going to turn into stone? I don’t know. I’m happy — I’m hoping that doesn’t happen.

So all my area where I trap, where I trap — my dad’s favourite trap, I own it now. There are an abundance of fish there. There’s halibut, all kind of seafood, all kind of birds, all kind of fur animals.

This is what I’m concerned about, because my people, my family and everybody survived on all these animals. Please help us and hear us so we can continue to live the way we are. We are who we are.

I am the 11th Haimus, hereditary Chief of Kitimaat Village. My name is Jassee. I was born into the bloodline; that is why I’m a chief. I did not choose to be a chief. All our lives my brother and I were trained in the role of responsibility as a leader of the Beaver Clan and the Haisla Nation. It just didn’t happen overnight.

I started my training from my grandmother and mother when I was only
12 years old. I know all the history, laws, ins and out of the Native culture. Probably
I’m the last one. So there, hear me, please.

The transfer of my name was done according to custom tradition of our ancestors. The oldest son of the mother is first in line for the title. When he dies the next oldest brother takes over, the son to be, same bloodline clan as the mother.

My brother Tom — the late Tom Robinson, my brother — held this name before me for 50 years. So if you add all the chiefs together it comes to a lot of numbers.

Our nation is subdivided by a clan system according to your mother’s line. The Beaver Clan, the Raven work together. The Eagle Clan, Fish, Salmon, and Killer Whale, each clan is headed by the chief who acts as their leader and all the directions of Jassee of the Beaver Clan. The major benefit of this system keeps history, maintains law, protects family, divides responsibility and education.

During a trauma, a celebration, a major undertaking all clan members provide comfort and support. We know ourselves, Haisla, which means “People Living at the Foot of the River at the South End.” Haisla means “south.” You know we’re in the north but to the Nass Valley people we’re the south people; that’s why we’re called Haisla.

Later the Tshimshian called us Kitamaat, which means “People of the Snow.” We speak part Kwakuit language. Group of why we understand people from clan too, Bellabella, Alert Bay, Macaw from the United States. Our territory is located approximately centre of the north and south border of the west coast of B.C. We are surrounded by other First Nations.
Our territory includes the land and waters surrounding all of Kitimat River, the Douglas Channel up to including Gardner Canal. We know all these places by Haisla name and by the use of their resources.

In the past, during the mid-winter, our people move over gathering and providing food, making tools, building canoes, drying salmon, digging for clams and cockles, collecting roots, berries, plants, medicine; for many other reasons.

We live here in Kitamaat Village which was used as a winter settlement because of the location from extreme weather conditions. My mother, late mother, Laura, was asked how long we have lived here. She motioned with her thumb and her index finger almost together and said: “Since the trees were this small.” That’s my mother.

Judging from the growth of the spruce tree located near the Kitimat River Oolikan camp Housing Site, we have been here for 1,500 to 2,000 years according to the growth of the tree. Our people have travelled various of locations to harvest food, material, trading with other communities up and down the Coast by dugout canoe.

We also travelled by land through the B.C. interior. For example, our people in Kimaloo area travelled over the mountain to trade our eulachon grease with people living in the B.C. interior. Some married there and some of us still have relations living there.

We know our ancestors travelled up and down the West Coast of what is called now “the United States”. Because of our isolat ion, we had to be self-sufficient, depending our ability to utilize our territory resources: the forest for its plants and animals; the river for its varieties of food, seafood, shell fish and other seafood.

Our main source is the salmon which we preserve by the hundreds for each family for immediate use and winter use. It worries me to think all of these will be lost and destroyed when there is a spill. Mark my word, when there is a spill. Experience shows it will happen.

We have always been taught to take only what we need and to leave the harvest site in the same or better manner, condition, which — when we leave the area. This is a global concern to keep everything clean now.

We always have been a peaceful nation but when it isn’t through discussion and negotiation, when all fails, we went to war to protect our family, our rights, our ownership of food, shelter and safety.

When they made our reservations, our Chiefs had very little education; in fact, couldn’t write or read. But we had one stand-out Chief named Sunre. His name was Johnny Bolton. On September 1st, 1913, the Royal Commission interviewed Kitamaat Indian Chief Sunre. Chief Johnny Bolton made the following statement — Chief Johnny Bolton, this is his words:

“We are troubled about our land. It is not straight to us somehow. It is ours because we were born here, our forefathers before us. We want you to understand it. We want to know how Government got the land outside the Reserve. Chairman, we have not anything to do with land outside the Reserve, we have no authority to settle that question at all. It is no use bringing it before us.”

“We are troubled about how the Government has gone and sold our land outside our Reserve. We know it’s our land and not the Government’s and they have gone out and sold it and done what they like with it.”

 

For that, I don’t want that to happen again. We want to say — we want our say in this process that’s coming up, this pipeline. We will be not walked over again like the way they’ve done on the Reserve system. We want to have a voice and we’re going to have a voice.

Thank you for your kind attention.

Links January 7, 2012 | Updated Container ship Rena breaks up in heavy seas off New Zealand

Financial meltdown hits oil tanker fleets

Energy Business Tankers

648-P1050771.jpgA tanker entering Prince Rupert harbour. (Robin Rowland/Northwest Coast Energy News)

The world’s oil tanker companies are in financial meltdown, a crisis little noted outside the industry itself and the financial media, a crisis caused, experts say, by combination of the weakening world economy and an over abundance of the giant vessels that ply the world’s oceans filled with crude .  

 Although oil prices are generally on the rise, this has not helped the tanker fleets, because overall demand for oil is down and  there is a  “glut” on the tanker  market, with too many vessels, so chartering and transportation fees are dropping. ( One ship broker reports that “day rates for leasing tankers” have dropped 47 percent since the start of 2010.  Rates for tankers were $229,000-a-day  at the peak of the market in  2007. By mid-November that had dropped to  $28,829).

The crisis in the tanker industry first hit the financial news in mid-November.

649-TORM_Logo.jpg On November 16, 2011, Torm, a Danish tanker company warned investors that it was revising expectations and stated that the company expected to lose $175-$195 million US (pdf) for 2011, because freight rates  in the second half of 2011 for tankers, especially the large tankers, had  been “lower than expected.”

650-gmc.jpgOn November 17, 2011, General Maritime Corp., a New York based major American crude transportation company that describes itself “one of the world’s largest and most diverse fleets of tankers, filed for Chapter 11 bankruptcy.  GMC is said to be the second largest American flagged crude carrier.

According to Reuters,the same day, Torm told the markets it was  in talks with creditors. Three days later, on Nov. 20, Torm (pdf) cancelled an order for a new tanker that would have been delivered in 2013.

651-frontlinelogo.jpgOn Nov. 22, Frontline Ltd, based in Bermuda, reported that the company could run out of money in early 2012.  Frontline has one of the world’s largest tanker fleets, including Very Large Crude Carriers. The company has $1 billion in bonds and loans due in the coming decade, and is looking for new cash.

 652-acmlogo.jpgOn Nov.  23, ACM Shipping, a  British company, told The Financial Times  that company was taking a £6.85 million write-off largely due to poor market conditions. The paper added that ACM had strong cash reserves and ACM CEO Johnny Plumbe was confident about ACM’s  medium to long-term prospects.

The Financial Times says the oil tanker industry is facing “the worst market conditions in 25 years.” The FT adds that the oversupply of ships has pushed earnings for most tankers to well below the level required to cover operating costs   The paper also noted that ACM is “one of a handful” of tanker companies publicly listed on stock exchanges, raising questions about the state of the books of privately held tanker companies, which do not report.

Both the Reuters report and  the financial website The Street quoted analysts as saying that more tanker company bankruptcies were expected.  The analysts say at least in the near future, the tanker companies will probably have trouble getting bank financing. The reports also say that the Eurozone crisis could make things worse, but if the economy rebounds, the industry could recover in late 2012, or 2013.

General Maritime Corp listed total assets of $1.72 billion and liabilities of $1.41 billion as of September. The private equity company  Oaktree Capital Management will provide it with $175 million in equity.  Creditors will defer cash payments of about $140 million to June 2014. GMC.

 ACM said its revenue decreased by 9% to £13.2 million mainly due to adverse currency movements and the company still made a before tax and amortization of  £2.3 million. It said it had a strong cash position of £4.9 million at 30 September 2011 and no debt (£5.0 million as at 31 March 2011)

Frontline’s third quarter report said it had a net loss $44.7 million in the third quarter of 2011. The company’s long term outlook says world oil consumption is rising but American imports (at least by tanker) will continue to decline unless that country’s economy recovers.
 
According to Bloomberg, John Fredriksen, the Norwegian-born billionaire who controls a 34 percent stake in Frontline and serves as its chairman, “has the funds available and he is prepared to go in and try to find solutions” if creditors go along, says Tor Olav Troim, one of his aides.

The Financial Times notes that the shipbrokers – who arrange the buying, selling and chartering of ships – suffer earnings declines as their commission is dependent on earnings by the shipowner.

The financial crisis in the tanker industry is going to add new factors to the debate over current and proposed tanker traffic along the west coast of  British Columbia, especially with the energy industry and the government of Prime Minister Stephen Harper pushing for greatly increased tanker traffic along the coast on the assumption that the Enbridge Northern Gateway pipeline is approved.

That’s because Enbridge has acknowledged that company is no longer legally responsible for the bitumen crude once it has been loaded on a tanker for shipment to a customer.  Enbridge, has however, filed thousands of pages of contingency plans for handling any oil spill that may occur in Kitimat harbour, along Douglas Channel or the British Columbia coast.

Under Canadian and international law, the tanker owners are legally responsible for any damage caused by a wreck or spill along the coast.  Under plans filed by Enbridge with the Joint Review Panel, the tanker companies are also supposed to  have to have special training for officers and crew, not only to ply the waters of British Columbia but what do in the case of an accident at sea, in the Douglas Channel and the Kitimat terminal.

Many of the tankers that will call at the proposed Enbridge terminal will be the Very Large Crude Carriers.  Frontline, one of the companies’ in financial difficulty, owns many of the world’s VLCC (see list)

While there are international contingency funds marked to handle spills, one question has to be whether or not a bankrupt company, now or, if in the future if still in bankruptcy protection, be able to able or willing to pay compensation for a spill.

It is highly unlikely that tanker rates will return to the highs seen in 2007.  Operating costs are likely to be a problem for tanker companies in the future, even if the economy comes back to life.

As has been seen in other industries, financial problems, even if a company is not bankrupt, usually leads to cutbacks in areas such as maintenance and training.
        

See also Huffington Post Frontline Shares Down On Dismal Earnings, Oil Tanker Company Needs Cash, Debt Restructuring

    

Chinese agri giant tours Kitimat harbour, evaluating facilities

Kitimat

A delegation from the giant Chinese state owned agribusiness, Heilongjiang Beidahuang Nongken Group Co. (Beidahuang Group) toured Kitimat and Kitimat harbour Thursday, to evaluate the harbour for possible expansion beyond the current facilities owned by Rio Tinto Alcan and  the Methanex/ Cenovus Energy terminal purchased Wednesday by Shell Canada.

 Accompanying the delegation from the Beidahuang Group were executives from  Hangfeng Evergeen, one of the world’s major producers of fertilizer, with headquarters in Toronto, but with most of its business in China and Southeast Asia.

Kitimat Mayor Joanne Monaghan said the delegation is on a tour of British Columbia ports looking for the best place to ship  agricultural products to and from China. Monaghan said that when the delegation met with BC premier Christy Clark earlier, Clark suggested that they include Kitimat on their itinerary.

In China, Beidahuang operates 104 state-owned farms, supplying crops to Beijing, Shanghai, and the military, using about 1,400,000 tonnes of fertilizer a year.

 As an exporter, Beidahuang sells kidney beans, green mung beans, small red beans, cow peas, and soybeans to Canada, South America, South Africa, North Africa, the Middle East, South Asia, and Europe.

Beidahuang has been aggressively expanding its holdings around the world in the past few years, purchasing or developing agricultural holdings in Canada, Russia, the Philippines, Brazil, Argentina, Australia, Zimbabwe and Venezuela. As an importer, Beidahuang deals in wheat, corn, soybeans, fruit and vegetables and wine. The company also has holdings in oil and mining.

In 2010, Hanfeng Evergreen signed a joint venture  agreement with Beidahuang to establish a fertilizer factory in northern Heilongjiang province

Monaghan said the delegation was looking at possibly either new or expanded port facilities in Kitimat to handle the import and export of the agricultural products and fertilizers. It will be some time before any decision is made, since the delegation will return to China and evaluate its tour before making any decision.

Beidahuang’s world wide expansion has been somewhat controversial. 

Bloomberg reported that Beidahuang’s $1.5 billion investment in Argentina’s Patagonia, which would include upgrading unused land and expanding port facilities there, brought objections from local farmers and activists because the agreement with government of Rio Negro province means farmers “will be kept captive by the Chinese for 20 years” since the agreement would force farmers to sell their produce to Beidahuang.

Beidahuang is also heavily investing in palm oil plantations across Southeast Asia, which brings objections from environmental activists who say vulnerable and valuable tropical rainforest is destroyed so the palm oil plantations can be established.

Activists ramp up scrutiny of Enbridge Northern Gateway plans. I Western approaches

Energy Environment

596-Wagner1.jpgDieter Wagner, of Douglas Channel Watch, briefs District of Kitimat Council on the perils of Wright Sound, Oct. 17, 2011. (Robin Rowland/Northwest Coast Energy News)

Activists in northwestern British Columbia are ramping up their scrutiny of  Enbridge’s plans for the Northern Gateway pipeline, including the company’s contingency plans in case something goes wrong.

There is also growing controversy over one part of the pipeline process that is separate from the Joint Review Panel, the TERMPOL process that is supposed to ensure the safety of shipping on the west coast.  TERMPOL, which is run by the Canadian Coast Guard on behalf of Transport Canada, has two major flaws, opponents say, first, that unlike the Joint Review Panel, TERMPOL’s proceedings are secret and, second, participation in the process for shipping companies and others is voluntary.

At the regular bi-weekly meeting of the District of Kitimat Council on Monday, Oct.  17, 2011 Dieter Wagner, of the group Douglas Channel Watch gave a detailed analysis of what his group says are the dangers involved in shipping supertankers along the west coast of British Columbia and up the Douglas Channel to Kitimat.

Wagner told the Council that the TERMPOL documents on Northern Gateway shipping are confusing, contradictory and often difficult for the layperson, even those with years of experience in the waters of  northwestern British Columbia to follow.

Wagner said that many areas of the coast approaching Douglas Channel are tricky to navigate with shallow water, rocks and shoals and thousands of crab traps, all very close to the proposed tanker routes.  Wagner said the TERMPOL study shows that in some of the areas approaching the Channel, the charts show 10 fathoms, (60 feet or 18.28 metres) while the supertankers draw 70 feet.

Wagner said that on some parts of the coast, sailors can see kelp, often growing on gravel beds, and since growing kelp is less than 70 feet high, it is another area that could be damaged if a tanker runs aground.

That means, Wagner said, the smallest mistake would mean that tankers would run aground. He also pointed out the plans for the pilots to board the tankers once the ships are already in shallow water.  He cautioned the plans say that under some circumstances, boarding by the pilot could be delayed, probably by bad weather and he doubted whether the companies involved would want to delay their tankers by two or three or more days, as BC Ferries are sometimes delayed in really rough weather.

The most dangerous area, Wagner said, is Wright Sound at the entrance to Douglas Channel, where the tankers would have to make a tight turn to enter the Channel.  Ferries and other ships heading south also have to make a turn and it was in Wright Sound that the ferry Queen of the North went off course, struck Gill Island and sunk. Wagner told the District Council what the Gitga’ata  First Nation said at last year’s Enbridge rally, the Queen of the North is still leaking oil.

(Other people in the Kitimat region, including the aboriginal people who have sailed the area for thousands of years, also express concern about Wright Sound, not only due to congestion from all the traffic using the Inside Passage but because of tricky winds and currents, especially in bad weather).

Wagner also said he doubted the extra navigational aides that Enbridge has promised to install along the route would stop human error accidents any more than traffic lights do.

He also said the up to 225 supertankers that would be used for the Northern Gateway project, crossing the Pacific to China or going down to California would greatly add to the green house gases going into the atmosphere from what he said was half a billion tons a fuel a year burned by the ships.  Tugs, liquified natural gas tankers and other ships would also to the emissions.

He concluded by saying that there are no Canadian regulations governing the use of the escort tugs contemplated by Enbridge’s plans.  Wagner also said that everything in the documents from Enbridge are just promises and there is no way at the moment to ensure that the promises are kept.

At the conclusion of the presentation, Councillor Randy Halyk, who is also a candidate for mayor, told his colleagues that one of the biggest problems with the review of the Northern Gateway is the secrecy of the TERMPOL process.

Kitimat LNG, Rod and Gun to consult on “legacy” fish and wildlife program at Bish Cove: NEB

589-rowland_bishcove_4.jpg

Bish Cove, site of the KM LNG (Kitimat LNG) natural gas terminal, photographed on a stormy Sunday, Sept. 18, 2011. (Robin Rowland/Northwest Coast Energy News)

KM LNG (also known as Kitimat LNG) will consult with the Kitimat Rod and Gun club about creating a “legacy” fish and wildlife program at Bish Cove, according to the National Energy Board decision that granted an export licence for liquified natural gas to the partnership.

As part of its consideration of the social, economic and environmental aspects of the project, the NEB noted:

The Kitimat Rod and Gun Association requested that KM LNG and its partners establish a fish and wildlife “legacy” program for the area. In response, KM LNG committed to working with the Kitimat Rod and Gun Association to explore a partnership and stated it and its partners are committed to investing in the communities where KM LNG operates. KM LNG noted it already supported some community initiatives and would set aside funds to support others, after a positive investment decision.

KM LNG has hired the energy services company KBR to do a front end engineering and evaluation study of the project which is expected to be completed in December. The partners will then make the decision whether or not to go ahead with the project.

Mike Langegger of the Kitimat Rod and Gun, who made the presentation to the hearings in June, says the club has had some preliminary talks with the KM LNG public relations staff but so far there have been no formal talks about the legacy program.

In its presentation to the NEB, Kitimat Rod and Gun said it would ask KM LNG for a legacy fund that would be $7.25 million over the twenty-year period of the export licence. The money would be used to preserving fish, wildlife and habitat in the area around the natural gas terminal

Langegger says while it is uncertain if KM LNG will agree to the complete proposal, no matter what the outcome he wants all stake holders to be involved, with they are “consumers” (hunters and anglers) or “non-consumers” (naturalists) so that the habitat is maintained.

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NEB decision on KM LNG application(PDF)

Kitimat Rod and Gun submission to NEB (PDF)

Not enough bitumen production to support both Northern Gateway and Keystone XL consultant says

Energy

Bloomberg news reports that a Calgary based energy research company believes Enbridge’s Oil Sands Project Is Years Early


Enbridge Inc., Canada’s largest pipeline operator, wouldn’t need to build the Northern Gateway project to export Alberta’s oil-sands crude for almost a decade if TransCanada Corp.’s Keystone XL is approved this year, according to IHS CERA, an energy research company.

The 732-mile (1,177-kilometer) Northern Gateway pipeline would pump 525,000 barrels a day from near Edmonton, Alberta, to the port of Kitimat, British Columbia, where crude would be loaded on tankers bound for Asia. The line, scheduled to start in 2017, would reduce Canadian dependence on U.S. markets and compete with the Keystone XL, designed to pipe 700,000 barrels a day to refineries in Texas along the Gulf of Mexico by 2013.

Jackie Forrest, a director of global oil at IHS CERA, said there won’t be enough oil sands production to support Northern Gateway’s launch even if, as she expects, Keystone XL approval helps the output double in 10 years to 3 million barrels a day.

The Bloomberg article goes on to quote one analyst who believes the Northern Gateway fight will get a lower profile than the Keystone XL.

Northern Gateway faces opposition from environmentalists and Indian groups because it passes through the Great Bear Rainforest and raises the risk of supertanker oil spills in the Douglas Channel. However, the Canada-only route may make the project less prominent than Keystone XL, which has drawn protests from celebrities such as Daryl Hannah and Margot Kidder, who played Lois Lane in several Superman movies.

 “Northern Gateway would be an all-Canadian fight and thus perhaps could be less sensational and muscular, think Canadian Football League vs. U.S. NFL, but nonetheless might get very contentious,” Judith Dwarkin, chief energy economist for ITG Investment Research, wrote in an e-mail from Calgary.

Approval of the Keystone XL may not be the slam dunk that some in  the Calgary oil patch believe. As Konrad Yababuski reports in The Globe and Mail in Keystone XL: More about the politics than the petroleum

Proponents of the TransCanada Corp. project, which would double the amount of Alberta crude flowing south, now fear that President Barack Obama will give in to pressure from the base of the Democratic Party to nix the pipeline.

With Mr. Obama’s approval rating sliding to a record low – leading more than half of Americans to think for the first time that he will be a one-term President – the White House needs to bring every stray Democrat it can find back into the fold before the 2012 election.

The progressive wing of the Democratic Party has been feeling particularly unloved by this White House. Killing the Keystone XL project would be a powerful way for the administration to show its renewed affection.

Which means of course if President Barack Obama does kill Keystone XL to keep his base happy, there will be more than enough bitumen sands for the Northern Gateway pipeline.

Editor’s note:  Disclosure.  I have always liked the CFL game, with three downs and the bigger field over the NFL, so the analogy is probably apt in describing the contentious Northern Gateway debate, a more wide open and interesting struggle.   

Egyptian LNG terminal is model for Kitimat project: Encana

Energy

The rugged, rocky, windswept shoreline of Douglas Channel and Kitimat harbour are very different from the Nile Delta, a gigantic flat estuary, so much bigger than the Kildala or Giltoyees, warm, on the Mediterranean, a cradle of human civilization.

KBR, the main contractor for the Kitimat LNG project front end engineering, is basing its planning  for the Kitimat terminal on a project it built in Egypt, Dave Thorn, Encana Vice President of  Canadian Marketing told an investor conference call on Tuesday, Oct, 4, 2011.

Thorn told the call that plans for the Kitimat terminal are based on the “Seagas” terminal in Damietta, (also known as Dumyat) Egypt,  60 kilometres west of Port Said on the Nile Delta.

The terminal is used to export liquified natural gas from fields in Egypt to customers in Spain.

In 2000,  what was then Haliburton KBR was given the contract for front-end engineering and design (FEED)  through a joint venture in Egypt,  Damietta LNG Construction Llc.  The joint venture later got the contract to build the LNG terminal complex.

The terminal is formally called SEGAS, an acronym for the Spanish Egyptian Gas Company.

 According to the Wikipedia entry,  the output capacity of the plant is 5 million tons of LNG per year.  The complex includes the LNG liquefaction train, inlet gas reception area (metering and analysis), natural gas liquids removal and fractionation area, a docking jetty for tanker loading and transportation, LNG refrigerated storage and export facilities (tanks and booms), utilities and supporting infrastructure (power, water and roads), gas metering and treatment facilities (acid gas removal and dehydration), refrigerant condensate and LNG storage (two 150,000 m³ PC LNG storage tanks). The total investment costs of the LNG complex were around US$1.3 billion.

Unlike Kitimat, where the natural gas will come from the Horn River Basin, the natural gas in Egypt is close to the terminal, in large fields under the Nile Delta.  The plant is supplied by natural gas from the West Delta Deep Marine  Concession Area about 140 kilometres (90 mi) from the LNG complex.

About 3.2 million tons of LNG is sold to  Unión Fenosa Gas which has a receiving terminal at Sagunto, Spain.  The rest is sold on the open market by the Egyptian Natural Gas Holding Company.

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In ancient history the port was known as Tarniat, It was later overshadowed by the growth of nearby Alexandria.  From seventh to the twelfth centuries, under Muslim caliphs, Diamietta was both an important naval base and an import point for goods from as far away as China. Today, in addition to the LNG terminal, it has a major container port.

KBR, formerly Kellogg Brown and Root has been involved in construction, mostly in the energy industry, for more than a century.   For many years the company was part of the Haliburton empire, but was spun off in 2007 and is now headquartered in Houston, Texas.
The company was recently involved in a number of scandals and lawsuits, mainly tied to its role as a prime contractor for the US military in Iraq.

Related link:  SEGAS Liquefied Natural Gas Complex, Damietta

 

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How Kitimat harbour will look if both Northern Gateway and KM LNG go ahead

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Detail of a map filed by Enbridge Northern Gateway with the Joint Review Panel showing the foot print of the proposed bitumen terminal and the LNG terminal.  The proposed BC LNG terminal would add a third terminal at North Cove (green text on this map)

A recent filing by the Enbridge Northern Gateway project with the Joint Review Panel shows just what Kitimat harbour and the service area will look like if the liquified natural gas projects go ahead and so does the Northern Gateway.

Three maps show areas where the two pipelines follow the same routes and where they diverge beginning just east of the service centre.  (Larger versions of maps pop up if you click your mouse)

532-EnbridgeLNG4-thumb-500x268-531.jpgIn this map, the Enbridge pipeline is yellow with a black outline, the LNG pipeline is red. Where there are yellow and red alternating squares, that means the two pipelines will follow the same route. Solid orange lines are paved roads,broken orange lines are unpaved roads and the green lines are power lines.

535-EnbridgeLNG3-thumb-500x265-534.jpgJust before the pipelines reach the service centre, they diverge, the yellow Enbridge pipeline following the road route around the periphery of the service centre, while the gas pipeline at first follows the route of the Pacific Trails Pipeline and then snakes off at the hydro substation.  The two pipelines then run parallel just off Haisla Boulevard across from the Rio Tinto Alcan plant. The green line beside the two pipelines marks a hydro line that would be build to power the facilities.

538-EnbridgeLNG2-thumb-500x265-537.jpgThe final map shows the Enbridge pipeline coming into the bitumen/condensate terminal with its large footprint, while the natural gas pipeline continues, crosses Bish Creek and then enters the Bish Cove KM LNG terminal.  If the BC LNG terminal is built at North Cove, just west of the proposed Enbridge Northern Gateway facility, a branch pipeline would go from the main gas pipeline down to that facility. (There were indications at the June NEB hearings that negotiations were under way on “sharing” gas “molecules” between the two groups).

541-EnbridgeLNG5-thumb-500x447-540.jpgFootprint of the Enbridge Northern Gateway plant.

Enbridge photo maps showing Northern Gateway and LNG routes in pdf format

Rex Murphy’s rant on search and rescue cutbacks: National Post

Link The Coast

Rex Murphy: A decision so dumb, only a government would make it

Rex Murphy, writing in The National Post is fully justified in his rant Saturday against more search and rescue cutbacks in Newfoundland by the Harper government. Since it involves his beloved “Rock,” my former colleague is at his rhetorical best (and as the northwest knows the BC coast faces equally dumb cutbacks here)

Scarcely had Mr. Harper captured the PM’s job again, this time as a
majority leader in the last election, when one of his ministers came out
with the equally ludicrous decision to move search-and-rescue
operations: Last week, it was announced that the co-ordination centre in
St. John’s (along with one in Quebec City) was slated for termination,
with services relocated to Halifax and Trenton, Ont.

And according to reports circulating this week, the Department of
National Defence’s search-and-rescue services might soon be privatized.
(Currently, the job is done in partnership between DND and the Coast
Guard, which is overseen by the Department of Fisheries and Oceans). If
that happens, there’s no telling where the services would be relocated.

What is in the air in Ottawa? How do such absurd notions take root in
the federal mind? Would they ever take similar steps in regard to, say,
the regulation of Lake Ontario shipping?

Search and Rescue is not some toy service. It concerns life and
death. And considering the tragedies that fret the history of the
province over the centuries, this would not only be a wrong decision,
but an offensive one, as well.

Rex is certainly right on this issue, but wrong about the weather, when he says about Newfoundland being special:

Newfoundland is unique. It stands alone, shrouded in impenetrable mists and answering to the rhythms of its own weather gods. Newfoundland weather is not a little like the world of subatomic physics; a buzz of random and paradoxical probabilities, a thing that may be observed but not measured or, contrariwise, measured but not observed, and not either, ever, from Halifax. It is a wonder and a despair.

The weather along the BC coast has been shrouded in impenetrable mists for most of this summer (if you can call it summer).

The decision by Coast Guard bureaucrats  to replace the (70 foot, 21 metre) Point Henry in Prince Rupert with a smaller, (47 foot, 14 metre) open motor life boat and the similar move in Campbell River replace the Point Race was protested up and down the coast, and almost cost Vancouver Island North MP John Duncan his seat in the May election. Duncan, of course, is  toeing the Conservative party line now that he is safely back in the Commons.

The decisions on both coasts are equally dumb. The ocean is as dangerous in Newfoundland as on the BC coast.

 But Rex spoils his rant with his own dumb ideological conclusion:

My only explanation is that it serves to illustrate this unshakeable
axiom: Some decisions are so dumb that only governments can make them.

Northwest BC has had been the victim of many really dumb decisions by the private, corporate sector over the years and those dumb decisions are responsible for the economic decline of the region (with no help from government). The difference should be that government decisions may be influenced and changed by the electorate.  There are no checks or balances on corporate decisions.

So if Rex is right and search and rescue is privatized, becomes some sort of  for-profit venture, what dumb decisions are we going to hear from the CEO of SARCAN LLC? Checking someone’s credit score before launching a rescue?

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