Stupid to the Last Drop

This is a book review I wrote a few months ago for the latest from Montreal Gazette reporter William Marsden. Liberals will love the book, as it does a good job pouring more fuel onto the fire that is the hate-on Alberta.

William Marsden’s recent book, Stupid to the Last Drop, reads like a eulogy for Alberta’s environment.

The investigative reporter for the Montreal Gazette won this year’s National Business Book Award with his critique on Alberta, fully titled Stupid to the Last Drop: How Alberta Is Bringing Environmental Armageddon to Canada (And Doesn’t Seem To Care).

Marsden’s barrage on the Albertan intelligence starts not with energy policy or sustainability, but with a story about an American geologist who almost convinced Alberta and all of Canada to nuke itself.

Marsden writes, “By July 1959, the Canadian and Albertan governments were ready to give final approval for Project Oil Sands.  It seemed that it was time to nuke Alberta.”

Although this plan was aborted, it was one of the early theories of how to extract the oil from the oil sands that exist in massive quantities in northern Alberta.  Needless to say, they found another way and have been doing so with no end in sight, argues Marsden.

The book then takes aim at American intervention into the oil sands, and Canada’s failure to retain energy security.

Marsden explains the implications NAFTA had on the oil industry.  The free trade agreement guarantees the US gets a proportional amount of resources as is kept in Canada.  Essentially, if we start running out of oil, we still have export as much as we’re using, says Marsden.

His trip to Fort McMurray, Alta., the Saudi Arabia of North America, was an eye-opening one, as he toured one of the largest Canadian producers, Syncrude Canada.

Syncrude produces about 240,000 barrels of what is referred to as “sweet crude,” the good stuff.

Marsden goes on to say the industry uses about one barrel of natural gas to produce two barrels of oil, sending 20 million tonnes of greenhouse gases into the atmosphere each year, not to mention the used water.

Much of the book deals with the depletion of the Athabasca River, Alberta’s main source of fresh water.  Up to five barrels of water can be used to produce just one barrel of oil, with that used water retired to a useless toxic swamp, says Marsden.

Much of this contaminated water has found its way to a nearby Native community, Fort Chipewyan, where unusually high rates of cancer have been reported, only to hear back from government officials that there are no ties to the oil industry, says Marsden.

“The residents of Fort Chip first felt the effects of the oil sands in 1982, when their fish began to taste like gasoline,” writes Marsden.

Marsden’s attack constantly shifts back toward the Conservative Klein government’s treatment of the environment.

“When he became premier, Klein gutted the Energy Efficiency Branch and cut back the budgets of the environment and energy departments.  He campaigned throughout Canada against Kyoto, joking the global warming was caused by dinosaur farts,” writes Marsden.

Marsden blames the Albertan Tories for allowing oil companies to cut-and-run – with Klein lowering the taxes paid by these companies to exploit the land.

“The oil extracted from the sands belongs to the people of Alberta, but despite the huge profits they earned in 2005, the government of Alberta required Syncrude’s partners to pay only a minimum one per cent royalty to Albertans,” writes Marsden.

He also takes issue with the province’s Heritage Fund, money from taxes paid by the oil industry.  Alberta’s fund, started in 1976, sits at $15.4 billion – which may sound impressive if Alaska’s fund was not at $37 billion, not to mention Norway’s which has earned over $300 billion in ten years alone.

Marsden doesn’t excuse the Albertan public from blame either, noting “…Albertans loved his style.  They re-elected Klein and his Tories three times.”

The experts Marsden talks to paint a grim picture for the future, with scientist David Schindler bluntly expressing that “by 2100, we don’t have a hope in hell” if it’s business as usual in the oil sands.

If Armageddon is around the corner, Marsden’s Stupid to the Last Drop is its playbook.  The wide variety of issues addressed could each produce their own paperback, with Marsden making it look like Alberta’s going down in flames, and taking the rest of us with them.

In the end it seems Marsden’s open can of worms can only have one answer: “The money’s just too good.”

Tweeting Fleeting? Or Here To Stay?

Many tweeters come under scrutiny for their constant and mundane postings.

I first heard about Twitter about a year ago. Like many others, I wasn’t sure how a social networking website would be effective solely using Facebook-style updates, “microblogging,” as it’s now called.

“How is 140 characters going to amount to anything?” I remember thinking.

After a while I noticed celebrities jumping on the bandwaggon, notably Lance Armstrong. As the face of pro cycling in North American, and the only reason most people this side of the Atlantic would tune in to a cycling race, Lance has effectively turned himself into a brand. His “LiveStrong” mantra turned label is the momentum behind the man, and along with the Lance Armstrong Foundation, he’s raised millions for cancer research.

As a fan of professional cycling, and one who witnessed Lance win the Tour de France seven straight times, I consider myself a fan. When I found out Lance was on Twitter, and that it was actually Lance, it enticed me. In a world of prepared statements and staged interviews, I was curious as to what the man was really like, even if it was 140 characters at a time.

On the cycling side of things, it’s interesting to follow updates regarding Lance’s training regime, to get a feel for how often and how hard a professional cyclists trains. During big events like the Giro d’Italia (the Tour of Italy) and Le Tour, it’s fun to read, see, and sometimes watch how Lance and friends felt about their performances.

Essentially, Twitter, among other avenues, allows us regular folks in to the lives of the people we idolize. Investigating further, we can sometimes get a better sense of the person, and sometimes, realize how bad their grammar really is.

Shoot, I haven’t even addressed the professional uses of Twitter.

Next time.

Photography.

On the note of interests, photography and cycling are constantly duking it out for tops  as my favourite, (looking for a bike photographer? Pick me!)

But for serious, photography is looking more and more like a career I’d like to pursue.

With little formal instruction in photography, coupled with my BJ (unfortunately turned BJour), I’ll be diving in to the Toronto market as a freelance photojournalist.

Plus, “freelance” is the new “employed” so like, whatever.

I have always had a passion for photography, but my drive varied year to year. I had owned a point-and-shoot for a couple years, but was growing tired of its Mac-like autopilot and lackluster results.

Now, I know what you’re thinking, “A good photographer can shoot with anything, no matter P&S or SLR.”

To that, I say most good great photogs carry $10,000 worth of equipment for a reason. Just sayin’.

Anyways, there were two things that really led me to the rekindling of my love of photography:

#1. My cousin Greg and his Sony A200.

Greg shooting in the basement of the Kaisers' apartment.

He bought the thing back in May 2008 and was pleased, to say the least, with the results. It’s one of, if not the most affordable DSLR on the market – and he’s still getting his money’s worth.

After a trip through Europe armed with his trusty P&S, he chose his next destination, Peru, and upgraded his arsenal.

The results were apparent when he returned. Three weeks of shooting global landmaks like Machu Picchu made up his mind – this Sony was for real.

And I needed to get one.

#2. Centretown News

Alex Molnar, resident photojournalist, walks us through our kit.

Lucky enough to be a Carleton University journalism student, I was able to shoot for Centretown News, a local paper run by Carleton students with a circulation of almost 20,000.

Even though I was a photographer for only six weeks, it opened my eyes to a career that combined the spontaneity of journalism with the art of photography.

Rachael, fellow photoj, flashed during our first class. No, not like that.

Giving up the entry-level Nikons was hard. The six weeks were over and I couldn’t shoot wherever and whenever anymore.

So the hunt began.

Countless blogs, forums, websites, and coversations with Greg led me to my current cannon. The Canon 40D:

Me, still in the Kaisers' basement.

I love it. I’ll save the camera reviews for the forums.

And that was that, just like that.

Hire me?

Just a heads-up.

I’m a big fan of cycling. All sorts. Specifically, I’m interested in road and track cycling – as well as its little bastard stepchild that is the ‘fixed-gear subculture.’

Now this movement goes by many different names, but one thing is constant – it’s growing. It started with couriers using track bikes on the street because of their simplicity and low-maintenance. Now, it’s a cultural movement.

Often coupled with ‘hipsterism’ and those alike (unfortunately) – this subculture is surfacing with big business trying to cash in.

The fixed-gear bicycle had always been marketed rather simply: a bike for track cyclists. They were designed to go fast and turn left, that’s it.

Today, we see big-bike-businesses like GIANT marketing their brand of track bike by letting us know “The streets are rough  and bowery responds with pure speed and simplicity.”

In case you didn’t know, the bike, “Bowery,” was named after a street in southern Manhattan, or to those more socially inclined – SoHo.

Classic homage or tasteless throwback?

Thanks GIANT, but I think I’ll stick with a real track bike.

Don’t get me wrong, I’d love to see the popularity of cycling take off just as much as the other two-wheeled commuter – but do you have to take the soul out of it?

Now, I know I’m sounding like a douchey elitist who only rides MKS and NJS, but I don’t, and I’m not.  Right guys? Right?

Sorry to those who ride a Bowery. It’s really affordable – I’ll give it that much.

Next week – AEROSPOKES!

Gold like whoa!

European Free Trade Agreement

I know. Sounds exciting doesn’t it? Are all of you furiously reading on in anticipation? What’s that you say – You won’t minimize until you’re finally filled in on the interactions of a group of small European nations and Canada?

Well if you’re a fan of our shipbuilding industry, you’ll get a kick outta this.

Karl Risser Jr. grew up in a common maritime household. A shipyard worker himself, both his father and grandfather lived their lives building and repairing ships.

Coming out of World War 2, Risser’s grandfather established himself in the shipyard at a time when work was abundant. In Risser’s father’s era, much of the work was government procurement and heavily subsidized.

For Riser, the industry is drying up, and the harmony between government policy and the industry is lost.

Risser is now the president of Canadian Auto Workers, Local 1, and represents the interests of marine workers in the Maritimes.

Today, he sits in front of the Standing Committee on International Trade and pleads his case.

“Building ships is like a continuation of your childhood. You build something Canada needs, and you get to watch it sail out to harbor. We take a lot of pride in that,” says Risser.

The shipbuilding industry is not what it used to be. The industry has lagged due to deregulation and shrinking subsidies, unfairly leaving them on even playing ground with international competitors, says Risser.

The committee is discussing Canada’s inclusion in the European Free Trade Agreement (EFTA). Canada signed on to the partnership of Iceland, Norway, Switzerland and Liechtenstein on Jan. 26, 2008. Although the legislation was delayed by the election, it could be brought into effect as early as July 1, 2009.

Negotiations of this deal have been in the works for over 10 years.

The deal was first established by Prime Minister Chrétien in 1997, and still is based on fundamentally positive factors of free trade: reduced tariffs on Canadian products entering EFTA nations, Canada as an appealing investment location, and a gateway to further befriend European markets.

EFTA is especially attractive to Canadian industry such as processed food and fish, with all tax eliminated, says Dean Beyea, head of trade in goods in the Department of Finance. “Although our trade with the EFTA countries is already quite substantial, there’s no doubt trade will increase with Canada part of the free trade agreement.”

Total trade between Canada and EFTA nations was just short of $13 billion in 2007, with the nations ranking fifth in export destination, according to Foreign Affairs and International Trade Canada.

Although, when it comes to competing, Canada’s shipbuilding industry is not prepared to go up against European markets that have benefited from years of substantial government subsidy, says Risser.

“It’s disturbing to me when I hear some Canadian politicians talking about our industry not being able to compete with Asian and European yards,” says Risser. “What you’re asking us to do is jump into the ring and fight a professional when we haven’t had any training.”

Last week, International Trade Minister Stockwell Day addressed the House of Commons about the benefits of expanding our free trade agreements, especially during a recession.

“We understand that if we really want to protect industries within our country, if we really want to protect our workers, then what we do is we open the doors and the opportunities for them to sell their products and services and manufacture those things which are wanted in other parts of the world,” says Day.

Opposition MPs think too much is being given up in the name of free trade.

“…the Conservative government…basically handed over our shipbuilding industry without attaining more than the ideological platitudes we heard from the Minister,” says NDP MP Peter Julian. “Essentially what we have seen from the government is a steady drumbeat of wanting to sign trade agreements at any cost.”

According to some MPs, shipbuilding should be “carved out” of EFTA.

The Norwegian shipbuilding industry has been heavily subsidized for 30 years and is one of, if not the strongest in the world.

During that time, they used protectionist methods to keep out foreign competition, says Liberal MP Scott Brison. He emphasized the need for government to keep the shipbuilding industry out of harm’s way with this legislation.

“The fact is that things have changed dramatically in terms of the global economic situation, which is one of the reasons why we as parliamentarians have a responsibility, at the committee level, to ensure due diligence as we are evaluating these types of agreements in terms of making sense for Canada,” says Brison.

The government has taken funds, previously earmarked for shipbuilding, and assigned them elsewhere as part of their stimulus plan – a response to the dismal economic situation.

“There is enough work for the Canadian shipyards on both coasts and in Quebec to keep people employed, and to keep that sector of the economy going full-tilt,” says Defence Minister Peter MacKay in an interview with The Canadian Press.

Alternatively, the Canadian shipbuilding industry has endured a hard decade, and in some places, is running below 50 per cent capacity. Davie yard, a shipyard outside of Quebec City, was closed temporarily in December, leaving 1,100 workers without work and no date for reopening. “We know full well that this agreement will destroy shipbuilding in Canada,” says Julian.

Although the upcoming budget includes $175 million for new ships and repairs, Liberal MP Larry Bagnell says the government cannot ensure the work is done in Canada, as the budget states, if indeed Canada joins the EFTA, making foreign products more easily available.

When it comes to protecting our shipbuilding and waterways, Risser says Canadians don’t care because we don’t see the problems.

“If we regulated our highways the way we regulated the St. Lawrence, people would go crazy. Average Canadians don’t know what’s going on in our industry,” says Risser.

In 1920, the United States passed the Jones Act, regulatory measures that applied to American waterways and vessels. The law included no foreign presence of ship operators or owners on US coastline, ensuring a level of sovereignty and economic benefit. It also limited the amount of repair a US ship could undergo in foreign territory.

During the negotiations of the Jones Act, Canada should have realized it was a smart move and established a similar law, says Risser. To this day, Canada has no such legislation.

“Canada is a maritime nation – the only maritime nation that has not introduced similar policy to the Jones Act in 50 years. The shipbuilding industry is unique in that it affects our sovereignty, our ability to be able to stand alone. All of the waterways that we are responsible for, especially the arctic passage need to be protected,” says Risser.

Yet another development surrounding the issue is this year’s trade deficit – our first in 32 years. According to Statistics Canada, Canadians bought more from foreign suppliers than we sold abroad – to the tune of $458 million.

We rely heavily on decreasing resources, says Risser about the trade deficit. “We have to find things we have to produce in Canada to send overseas, and ships are one of them.” The production of ships is a big job, one that creates many jobs in itself.

While these jobs are not as highly subsidized as before, the government has enacted some policies to make it easier for Canadian shipbuilders and owners to operate in the country.

A measure called the Accelerated Capital Cost Allowance (ACCA) was introduced to financially help ship owners. Only a limited number of owners qualified for the program, so another program was introduced.

The other, Structured Finance Facility (SFF), is meant to ease interest costs for domestic and foreign ship owners when they choose to operate within a Canadian shipyard. In 2007, this program was renewed until 2011 and given $50 million. Though, in just a year, almost half of the money had been spent already.

The government also announced a shipbuilding policy for procurement in Canada; a plan that would span several years and spend a total of $43 billion.

Within the Canada-EFTA deal, there is record 15-year tariff built in, and is meant to give Canadian shipbuilders a chance to catch up to their European counterparts.

“I feel that our shipbuilding sector can compete and that our workers are some of the best in the world,” says Conservative MP Gerald Keddy, who says Canada’s shipbuilding industry is tough. “I fail to understand why one party…does not have any faith in the shipbuilding sector and is not willing to allow it to compete in the international marketplace.”

But Risser says tariff protection is the wrong way to go. “Instead of protecting a wounded industry, we need to build our industry and make it healthy again. In order to do that we need to put the right policies in place.”

“EFTA is a bad deal for Canada, and I believe it will destroy our industry.”

While there are critics who have labeled shipbuilding a “sunset industry,” Risser believes there will always be jobs along Canada’s coastlines.

Congratulations! You’ve made it through a B+ piece that deserved a B-.

As a reward, you all can wait in agony for my next post, probably sometime in April, and probably just as random.

An Introduction.

This is not my first time blogging. I plan to share things that I’m interested in, as well as the goings-on in my life. I hope it sounds funny, intelligent, endearing, sarcastic, and a whole bunch of other words I don’t understand.

This creative outlet goes against my journalistic training – but I think it’ll be fun.

Let’s hope I don’t bail after the first post.

Jake