DeSmog

By Robyn Allan - DeSmog Canada, August 28, 2017

When Prime Minister Trudeau announced approval of the Trans Mountain project he said the expansion “will create 15,000 new, middle class jobs — the majority of them in the trades.” 

Natural Resources Minister, Jim Carr, repeatedly points to this figure to justify Ottawa’s approval. He says, “the project is expected to create 15,000 new jobs during construction.”

Alberta Premier Notley relies on it too. “Initially we’re looking at about 15,000 jobs…” Former Premier Christy Clark said, “And then there’s Kinder Morgan, 15,000 new jobs…”

When the figure of “15,000” for new construction jobs emerged, I was confused. Kinder Morgan told the National Energy Board (NEB) that construction employment for the project was an average of 2,500 workers a year, for two years. It was laid out in detail in Volume 5B of the proponent’s application. 

Why would elected officials promote a construction jobs figure six times Kinder Morgan’s actual number?

I contacted the Prime Minister’s office. I asked his staff to explain how the figure their boss relies on was developed. They did not do so. I even wrote the Prime Minister directly. I received no reply. Natural Resources Canada said, “The numbers are from the proponent” and “believed” they were based on Conference Board of Canada estimates, while Premier Notley’s office said it came from the industry and directed me to Trans Mountain’s website.

There it was. “During construction, the anticipated workforce will reach the equivalent of 15,000 jobs per year…” Kinder Morgan provided no insight as to how that figure was derived.

I inquired directly and was told, “the figures come from two Conference Board of Canada reports.” Links to those reports were provided. 

I read both reports. Neither included reference to 15,000 construction jobs as Kinder Morgan said they would. What they did provide was a figure of 58,037 person years of project development employment—over seven years beginning in 2012.

I knew the 58,037 figure to be the same as that provided in a Conference Board of Canada report authored in 2013 and filed by Kinder Morgan as part of the discredited NEB hearing. The Conference Board based its estimate on an Input Output model which — because of its many design flaws — delivers highly exaggerated results.

By Justin Mikulka - DeSmog Blog, October 23, 2014

Disclaimer: The views expressed here are not the official position of the IWW (or even the IWW’s EUC) and do not necessarily represent the views of anyone but the author’s.

Earlier this month Hunter Harrison, the CEO of Canadian Pacific told the Globe and Mail that he thought regulators have “overreacted” to the oil-by-rail disaster in Lac-Megantic that killed 47 people.

“Lac-Mégantic happened, in my view, because of one person’s behaviour, if I read the file right,” Harrison said.

As detailed by DeSmogBlog, he didn’t read the file right. The accident was directly related to lack of regulation and the railroads putting profits before safety.

Harrison’s choice of words echoed those of American Petroleum Institute CEO Jack Gerard commenting on the new proposed oil-by-rail regulations when he stated: “Overreacting creates more challenges than safety.”

Yea, that’s right, according to Big Oil and Big Rail, the biggest threat to the 25 million people living in the bomb train blast zones is the overreaction of regulators.

The rail industry is now spending a lot of time pushing back on the new regulations on train speed. As anyone with a basic understanding of physics knows, the speed of the train is a critical factor in the severity of any accident.

Gregory Saxton, chief engineer for rail tank manufacturer Greenbriar, made that clear at a National Transportation Safety Board conference on oil-by-rail safety in April.

“Kinetic energy is related to the square of velocity. So if you double the speed, you have four times as much energy to deal with,” argued Saxton. “Speed is a big deal.”

Speed is also a big deal when it comes to profits. Canadian Pacific’s Harrison recently explained to the Wall Street Journal that his main focus on improving profits was on increasing train speeds, “This next stage of growth is driven by a lot of things, a little bit here, a little bit there, but it’s effectively all the things that impact train speed and train velocity.”

And just as Harrison has arrived at his own incorrect conclusion about Lac-Megantic, he has once again ignored the facts when it comes to the relationship of speed to rail safety. DeSmogBlog reported Harrison’s comments earlier this year on a conference call talking to investors about rail safety.

“I don’t know of any incidents with crude that’s being caused by speed. We keep slowing down in this North American network over the years. We don’t get better with speed. We get worse.”