Deep seabed mining is risky. If something goes wrong, who will pay for it?

Deep seabed mining is risky. If something goes wrong, who will pay for it?

by | Nov 24, 2021 | Biodiversity & Habitat Destruction, Human Supremacy, Mining & Drilling, The Problem: Civilization

This story first appeared in Mongabay.

Editor’s note: O Canada! Welcome to the new wild west. If you liked Deepwater Horizon you will love Deep Sea Mining. This statement pretty much sums it up, “countries could have their chance to EXPLOIT the valuable metals locked in the deep sea.” Corporations love to deal with poorer, less developed countries  who can do less by way of supervision because they lack greater resources and capacity.     

“Like NORI, TOML began its life as a subsidiary of Nautilus minerals, one of the world’s first deep-sea miners. Just before Nautilus’s project in Papua New Guinea’s waters failed and left the country $157 million in debt, its shareholders created DeepGreen. DeepGreen acquired TOML in early 2020 after Nautilus filed for bankruptcy, the ISA said the Tongan government allowed the transfer and reevaluating the company’s background was not required.”

And mining royalties are paid to the ISA. If this doesn’t sound fishy, I don’t know what does. There never should be a question as to what a corporation’s angle is. Their loyalty always is to the stockholders.       

By 

  • Citizens of countries that sponsor deep-sea mining firms have written to several governments and the International Seabed Authority expressing concern that their nations will struggle to control the companies and may be liable for damages to the ocean as a result.
  • Liability is a central issue in the embryonic and risky deep-sea mining industry, because the company that will likely be the first to mine the ocean floor — DeepGreen/The Metals Company — depends on sponsorships from small Pacific island states whose collective GDP is a third its valuation.
  • Mining will likely cause widespread damage, scientists say, but the legal definition of environmental damage when it comes to deep-sea mining has yet to be determined.

Pelenatita Kara travels regularly to the outer islands of Tonga, her low-lying Pacific Island home, to educate fishers and farmers about seabed mining. For many of the people she meets, seabed mining is an unfamiliar term. Before Kara began appearing on radio programs, few people knew their government had sponsored a company to mine minerals from the seabed.

“It’s like talking to a Tongan about how cold snow is,” she says. “Inconceivable.”

The Civil Society Forum of Tonga, where Kara works, and several other Pacific-based organizations have written to several governments and the International Seabed Authority (ISA) to express concerns that their countries may end up being responsible for environmental damage that occurs in the mineral-rich Clarion-Clipperton Zone, an expanse of ocean between Hawai‘i and Mexico.

“The Pacific is currently the world’s laboratory for the experiment of Deep Seabed Mining,” the groups wrote to the ISA, the U.N.-affiliated body tasked with regulating the nascent industry. As a state that sponsors a seabed mining company, Tonga has agreed to shoulder a significant amount of responsibility in this fledgling industry that may threaten ecosystems that are barely understood. And if anything goes wrong in the laboratory, Kara is worried that Tonga’s liabilities could exceed its ability to pay. If no one can pay for remediation, Greenpeace notes, that may be even worse.

“My concern is that the liability from any problem with deep-sea mining will just be too much for us,” Kara says.

Another Pacific Island state, Nauru, notified the ISA in June that a contractor it sponsors is applying for the world’s first deep-sea mining exploitation permits. The announcement triggered the “two-year rule,” which compels the ISA to consider the application within that period, regardless of whether the exploitation rules and regulations are completed by then.

Among the rules that may not be decided upon by the deadline is liability: Who is responsible if something goes wrong? Sponsoring states like Nauru, Tonga and Kiribati — which all sponsor contractors owned by Canada-based DeepGreen, now The Metals Company — are required to “ensure compliance” with ISA rules and regulations. If a contractor breaches ISA rules, such as causing greater damage to ocean ecosystems than expected, the contractor may be held liable if the sponsoring state did all they could to enforce strict national laws.

However, it’s not yet clear how these countries can persuade the ISA that they enforced the rules, nor how they can prove that they are able to control the contractors, when the company is foreign-owned. The responsibility of sponsoring states to fund potentially billions of dollars in environmental cleanup depends on the legal definitions of terms like “environmental damage” and “effective control,” which may be as murky two years from now as they are at present.

Myriad problems may occur in the mining area: sediment plumes may travel thousands of kilometers and obstruct fisheries, or damage could spread into other companies’ areas. Scientists don’t know all the possible consequences, in part because these ecosystems are poorly understood. The ISA has proposed the creation of a fund to help cover the costs, but it’s not clear who will pay into it.

“The scales of the areas impacted are so great that restoration is just not feasible,” says Craig Smith, an oceanography professor emeritus at the University of Hawai‘i, who has worked with the ISA since its creation in 1994. “To restore tens or hundreds of thousands of square kilometers would be probably more expensive than the mining operation itself.”

Nauru voices concerns

Just over a decade ago, before Nauru agreed to sponsor a deep-sea mining permit, the government worried that it was going to find itself responsible for paying those damages. The government wrote to the International Tribunal for the Law of the Sea, voicing concerns about the liability it could incur. As a sponsoring state with no experience in deep-sea mining and a small budget to support it, the delegation wanted to make sure that the U.N. did not prioritize rich countries in charting this new frontier in mineral extraction. Nauru and other “developing” countries should have just as great an opportunity to benefit from mining as other countries with more experience in capital-intensive projects, they argued.

Sponsoring states like Nauru are required to ensure their contractors comply with the law but, the delegation wrote, “in reality no amount of measures taken by a sponsoring State could ever fully ‘secure compliance’ of a contractor when the contractor is a separate entity from the State.”

Seabed mining comes with risks — environmental, financial, business, political — which sponsoring states are required to monitor. According to Nauru’s 2010 request, “it is unfortunately not possible for developing States to perform their responsibilities to the same standard or on the same scale as developed States.” If the standards of those responsibilities varied according to the capabilities of states, the Nauru delegation wrote, both poor and rich countries could have their chance to exploit the valuable metals locked in the deep sea.

“Poorer, less developed states, it was argued, would have to do less by way of supervision because they lacked greater resources and capacity,” says Don Anton, who was legal counsel to the tribunal during the decision on behalf of the IUCN, the global conservation authority.

The tribunal, issuing a final court opinion the next year, disagreed. Each state that sponsored a deep-sea miner would be required to uphold the same standards of due diligence and measures that “ensure compliance.” Legal experts generally regarded the decision well, because it prevented contractors from seeking sponsorships with states that placed lower requirements on their activities. However, according to Anton, the decision meant that countries with limited budgets like Nauru have only two choices when they consider deep-sea mining: either sponsor a contractor entirely, or avoid the business altogether.

According to the tribunal’s decision, “you cannot excuse yourself as a sponsoring state by referring to your limited financial or administrative capacity,” says Isabel Feichtner, a law professor at the University of Würzburg in Germany. “And that of course raises the question: To what extent can a small developing state really control a contractor who might just have an office in that state?”

Nauru had just begun sponsoring a private company to explore the mineral riches at the bottom of the sea Clarion-Clipperton Zone. Nauru Ocean Resources Inc. (NORI), initially a subsidiary of Canada-based Nautilus Minerals, transferred its ownership to two Nauru foundations while the founder of Nautilus remained on NORI’s board. As a developing state, Nauru said, this kind of public-private partnership was the only way that it could join mineral exploration.

Nauru discussed the tribunal’s decision behind closed doors, according to a top official  there at the time, and the government sought no independent consultation, hearing only guidance from Nautilus. Two months after the tribunal gave its opinion, Nauru officially agreed to sponsor NORI.

Control

After the tribunal’s decision, the European Union recognized that writing the world’s first deep-sea mining rules to govern companies thousands of miles away would be a tall order for countries with little capacity to conduct research.

The EU, whose member states also sponsor mining exploration, began in 2011 a 4.4 million euro ($5.1 million) project to help Pacific island states develop mining codes. However, by 2018, when most states had finished drafting national regulations, the Pacific Network on Globalization (PANG) found that the mining codes did “not sufficiently safeguard the rights of indigenous peoples or protect the environment in line with international law.” In addition, in some cases countries enacted legislation before civil society actors were aware that there was legislation, says PANG executive director Maureen Penjueli.

“In our region, most of our legislation assumes impact is very small, so there’s no reason to consult widely,” she says. “We found in most legislations is that it is assumed it’s only where mining takes place, not where impacts are felt.”

For Kara, mining laws are one thing, but enforcement is another. Sponsoring states must have “effective control” over the companies they sponsor, according to mineral exploration rules, but the ISA has not explicitly defined what that means. For example, the exploration contract for Tonga Offshore Mining Limited (TOML) says that if “control” changes, it must find a new sponsoring state. When DeepGreen acquired TOML in early 2020 after Nautilus filed for bankruptcy, the ISA said the Tongan government allowed the transfer and reevaluating the company’s background was not required.

Kara questions whether Tonga can adequately control TOML, its management, and its activities. TOML is registered in Tonga, but its management consists of Australian and Canadian employees of DeepGreen. It is owned by the Canadian company. Since DeepGreen acquired TOML, the only Tongan national in the company is no longer listed in a management role.

“It’s not enough to be incorporated in the sponsoring state. The sponsoring state must also be able to control the contractor and that raises the question as to the capacity to control,” Feichtner says.

When Kara’s Civil Society Forum of Tonga and others wrote to the ISA, they argued Canada should be the state sponsor of TOML, considering TOML is owned by a Canadian firm. In response, the ISA wrote that the Tongan government “has no objection” to the management changes, so no change was needed.

“Of all the work they’re doing in the area, I don’t know whether there’s any Tongan sitting there, doing the so-called validation and ascertaining what they do. We’re taking all of this at face value,” Kara says. With few resources to track down people who live in Canada or Australia, Kara is worried that Tonga will not be able to hold foreign individuals accountable for problems that may arise.

In merging with a U.S.-based company, DeepGreen became The Metals Company and will be responsible to shareholders in the U.S. The U.S., however, has not signed on to the U.N. convention that guides the ISA, and as such is not bound by ISA regulations, the only authority governing mining in the high seas.

“What I think is pretty clear is that ‘effective control’ means economic, not regulatory, control,” says Duncan Currie, a lawyer who advises conservation groups on ocean law. “So wherever it is, it’s not in Tonga.”

The risks

On Sept. 7, Tonga’s delegation to the IUCN’s global conservation summit in France joined 80% of government agencies that voted for a motion calling for a moratorium on deep-sea mining until more was known about the impacts and implications of policies.

“As a scientist, I am heartened by their decision,” says Douglas McCauley a professor of ocean science at the University of California, Santa Barbara. “The passage of this motion acknowledges research from scientists around the world showing that ocean mining is simply too risky a proposition for the planet and people.”

Tonga’s government continues to sponsor an exploration permit for TOML. According to the latest information, Tonga and TOML have agreed that the company will pay $1.25 in royalties for every ton of nodules mined. That may amount to just 0.16% of the value of the activities the country sponsors, according to scenarios presented to the ISA by a group from the Massachusetts Institute of Technology. Royalties paid to the ISA and then distributed to countries may be around $100,000.

Nauru’s contract with NORI stipulates that the company is not required to pay income tax. DeepGreen has reported in filings to the U.S. Securities and Exchange Commission that royalties will not be finalized until the ISA completes the exploitation code. With the two-year rule, NORI plans to apply for a mining permit, regardless of when the code is written.

“The only substantial economic benefit [Nauru] might derive is from royalty payments, and these are not even specified yet. and on the other hand, it potentially incurs this huge liability if something goes wrong,” Feichtner says.

Like NORI, TOML began its life as a subsidiary of Nautilus minerals, one of the world’s first deep-sea miners. Just before Nautilus’s project in Papua New Guinea’s waters failed and left the country $157 million in debt, its shareholders created DeepGreen.

“I am afraid that Tonga will be another Papua New Guinea,” Kara says. “If they start mining and something happens out there, we don’t have the resources, the expertise, because we need to validate what they’re doing.”

DeepGreen has said it is giving “developing” states like Tonga the opportunity to benefit from seabed mining without shouldering the commercial and technical risk. DeepGreen did not respond to Mongabay’s requests for comment.

“I’m still trying to figure out their angle. Personally, I think DeepGreen is using Pacific islanders to hype their image. I’m still thinking that we were never really the target. The shareholders have always been their target,” Kara says.

She says she doubts the minerals at the bottom of the ocean are needed for the world to transition away from fossil fuels. In a letter to a Tongan newspaper, Kara wrote, “Deep-sea mining is a relic, left over from the extractive economic approaches of the ’60s and ’70s. It has no place in this modern age of a sustainable blue economy. As Pacific Islanders already know — and science is just starting to learn — the deep ocean is connected to shallower waters and the coral reefs and lagoons. What happens in the deep doesn’t stay in the deep.”

Electric Vehicles: Back to the Future? [Part 1/2]

Electric Vehicles: Back to the Future? [Part 1/2]

by | Nov 20, 2021 | Biodiversity & Habitat Destruction, Climate Change, Mining & Drilling, The Problem: Civilization

By Frédéric Moreau

In memory of Stuart Scott

Each year while winter is coming, my compatriots, whom have already been told to turn off the tap when brushing their teeth, receive a letter from their electricity supplier urging them to turn down the heat and turn off unnecessary lights in case of a cold snap in order to prevent an overload of the grid and a possible blackout. At the same time the French government, appropriately taking on the role of advertiser for the national car manufacturers in which it holds shares¹, is promoting electric cars more and more actively. Even though electric vehicles (EV) have existed since the end of the 19th century (the very first EV prototype dates back to 1834).

They also plan to ban the sale of internal combustion engine cars as early as 2035, in accordance with European directives. Electric cars will, of course, have to be recharged, especially if you want to be able to turn on a very energy-consuming heater during cold spells.

The electric car, much-vaunted to be the solution to the limitation of CO2 emissions responsible for climate change, usually feeds debate and controversie focusing mainly on its autonomy. It depends on the on-board batteries and their recharging capacity, as well as the origin of the lithium in the batteries and the origin of their manufacture. But curiosity led me to be interested in all of the other aspects largely forgotten, very likely on purpose. Because the major problem, as we will see, is not so much the nature of the energy as it is the vehicle itself.

The technological changes that this change of energy implies are mainly motivated by a drop in conventional oil production which peaked in 2008 according to the IEA². Not by a recent awareness and sensitization to the protection of the environment that would suddenly make decision-makers righteous, altruistic and selfless. A drop that has so far been compensated for by oil from tar sands and hydraulic fracturing (shale oil). Indeed, the greenhouse effect has been known since 1820³, the role of CO2 in its amplification since 1856⁴ and the emission of this gas into the atmosphere by the combustion of petroleum-based fuels since the beginning of the automobile. As is the case with most of the pollutions of the environment, against which the populations have in fact never stopped fighting⁵, the public’s wishes are not often followed by the public authorities. The invention of the catalytic converter dates from 1898, but we had to wait for almost a century before seeing it adopted and generalized.

There are more than one billion private cars in the world (1.41 billion exactly when we include commercial vehicles and corporate SUV⁶), compared to 400 million in 1980. They are replaced after an average of 15 years. As far as electric cars are concerned, batteries still account for 30% of their cost. Battery lifespan, in terms of alteration of their charging capacity, which must not fall below a certain threshold, is on average 10 years⁷. However, this longevity can be severely compromised by intermittent use of the vehicle, systematic use of fast charging, heating, air conditioning and the driving style of the driver. It is therefore likely that at the end of this period owners might choose to replace the entire vehicle, which is at this stage highly depreciated, rather than just the batteries at the end of their life. This could cut the current replacement cycle by a third, much to the delight of manufacturers.

Of course, they are already promising much cheaper batteries with a life expectancy of 20 years or even more, fitted to vehicles designed to travel a million kilometers (actually just like some old models of thermal cars). In other words, the end of obsolescence, whether planned or not. But should we really take the word of these manufacturers, who are often the same ones who did not hesitate to falsify the real emissions of their vehicles as revealed by the dieselgate scandal⁸? One has the right to be seriously skeptical. In any case, the emergence of India and China (28 million new cars sold in 2016 in the Middle Kingdom) is contributing to a steady increase in the number of cars on the road. In Beijing alone, there were 1,500 new registrations per day in 2009. And now with the introduction of quotas the wait for a car registration can be up to eight years.

For the moment, while billions of potential drivers are still waiting impatiently, it is a question of building more than one billion private cars every fifteen years, each weighing between 800 kilos and 2.5 tons. The European average being around 1.4 tons or 2 tons in the United States. This means that at the beginning of the supply chain, about 15 tons of raw materials are needed for each car⁹. Though it is certainly much more if we include the ores needed to extract rare earths. In 2050, at the current rate of increase, we should see more than twice as many cars. These would then be replaced perhaps every ten years, compared with fifteen today. The raw materials must first be extracted before being transformed. Excavators, dumpers (mining trucks weighing more than 600 tons when loaded for the CAT 797F) and other construction equipment, which also had to be built first, run on diesel or even heavy oil (bunker) fuel. Then the ores have to be crushed and purified, using at least 200 m³ of water per ton in the case of rare earths¹⁰.  An electric car contains between 9 and 11 kilos of rare earths, depending on the metal and its processing. Between 8 and 1,200 tons of raw ore must be extracted and refined to finally obtain a single kilo¹¹. The various ores, spread around the world by the vagaries of geology, must also be transported to other processing sites. First by trucks running on diesel, then by bulk carriers (cargo ships) running on bunker fuel, step up from coal, which 100% of commercial maritime transport uses, then also include heavy port infrastructures.

A car is an assembly of tens of thousands of parts, including a body and many other metal parts. It is therefore not possible, after the necessary mining, to bypass the steel industry. Steel production requires twice as much coal because part of it is first transformed into coke in furnaces heated from 1,000°C to 1,250°C for 12 to 36 hours, for the ton of iron ore required. The coke is then mixed with a flux (chalk) in blast furnaces heated from 1800 to 2000°C¹². Since car makers use sophisticated alloys it is often not possible to recover the initial qualities and properties after remelting. Nor to separate the constituent elements, except sometimes at the cost of an energy expenditure so prohibitive as to make the operation totally unjustified. For this reason the alloyed steels (a good dozen different alloys) that make up a car are most often recycled into concrete reinforcing bars¹³,  rather than into new bodies as we would like to believe, in a virtuous recycling, that would also be energy expenditure free.

To use an analogy, it is not possible to “de-cook” a cake to recover the ingredients (eggs, flour, sugar, butter, milk, etc.) in their original state. Around 1950, “the energy consumption of motorized mobility consumed […] more than half of the world’s oil production and a quarter of that of coal¹⁴”. As for aluminum, if it is much more expensive than steel, it is mainly because it is also much more energy-intensive. The manufacturing process from bauxite, in addition to being infinitely more polluting, requires three times more energy than steel¹⁵. It is therefore a major emitter of CO2. Glass is also energy-intensive, melting at between 1,400°C and 1,600°C and a car contains about 40 kg of it¹⁶.

Top: Coal mine children workers, Pennsylvania, USA, 1911. Photo: Lewis WICKES HINE, CORBIS
Middle left to right: Datong coal mine, China, 2015. Photo: Greg BAKER, AFP. Graphite miner, China.
Bottom: Benxi steelmaking factory, China.

A car also uses metals for paints (pigments) and varnishes. Which again means mining upstream and chemical industry downstream. Plastics and composites, for which 375 liters of oil are required to manufacture the 250kg incorporated on average in each car, are difficult if not impossible to recycle. Just like wind turbine blades, another production of petrochemicals, which are sometimes simply buried in some countries when they are dismantled¹⁷. Some plastics can only be recycled once, such as PET bottles turned into lawn chairs or sweaters, which are then turned into… nothing¹⁸. Oil is also used for tires. Each of which, including the spare, requires 27 liters for a typical city car, over 100 liters for a truck tire.

Copper is needed for wiring and windings, as an electric car consumes four times as much copper as a combustion engine car. Copper extraction is not only polluting, especially since it is often combined with other toxic metals such as cadmium, lead, arsenic and so on, it is also particularly destructive. It is in terms of mountain top removal mining, for instance, as well as being extremely demanding in terms of water. Chile’s Chuquicamata open-pit mine provided 27.5% of the world’s copper production and consumed 516 million m³ of water for this purpose in 2018¹⁹. Water that had to be pumped, and above all transported, in situ in an incessant traffic of tanker trucks, while the aquifer beneath the Atacama desert is being depleted. The local populations are often deprived of water, which is monopolized by the mining industry (or, in some places, by Coca-Cola). They discharge it, contaminated by the chemicals used during refining operations, to poisoned tailings or to evaporate in settling ponds²⁰. The inhumane conditions of extraction and refining, as in the case of graphite in China²¹, where depletion now causes it to be imported from Mozambique, or of cobalt and coltan in Congo, have been regularly denounced by organizations such as UNICEF and Amnesty International²².

Dumper and Chuquicamata open-pit copper mine, Chile – Photo: Cristóbal Olivares/Bloomberg

And, of course, lithium is used for the batteries of electric cars, up to 70% of which is concentrated in the Andean highlands (Bolivia, Chile and Argentina), and in Australia and China. The latter produces 90% of the rare earths, thus causing a strategic dependence which limits the possibility of claims concerning human rights. China is now eyeing up the rare earths in Afghanistan, a country not particularly renowned for its rainfall, which favors refining them without impacting the population. China probably doesn’t mind negotiating with the Taliban, who are taking over after the departure of American troops. The issue of battery recycling has already been addressed many times. Not only is it still much cheaper to manufacture new ones, with the price of lithium currently representing less than 1% of the final price of the battery²³, but recycling them can be a new source of pollution, as well as being a major energy consumer²⁴.

This is a broad outline of what is behind the construction of cars. Each of which generates 12-20 tons of CO2 according to various studies, regardless of the energy — oil, electricity, cow dung or even plain water — with which they are supposed to be built. They are dependent on huge mining and oil extraction industries, including oil sands and fracking as well as the steel and chemical industries, countless related secondary industries (i.e. equipment manufacturers) and many unlisted externalities (insurers, bankers, etc.). This requires a continuous international flow of materials via land and sea transport, even air freight for certain semi-finished products, plus all the infrastructures and equipment that this implies and their production. All this is closely interwoven and interdependent, so that they finally take the final form that we know in the factories of car manufacturers, some of whom do not hesitate to relocate this final phase in order to increase their profit margin. It should be remembered here that all these industries are above all “profit-making companies”. We can see this legal and administrative defining of their raison d’être and their motivation. We too often forget that even if they sometimes express ideas that seem to meet the environmental concerns of a part of the general public, the environment is a “promising niche”, into which many startups are also rushing. They only do so if they are in one way or another furthering their economic interests.

Once they leave the factories all these cars, which are supposed to be “clean” electric models, must have roads to drive on. There is no shortage of them in France, a country with one of the densest road networks in the world, with more than one million kilometers of roads covering 1.2% of the country²⁵. This makes it possible to understand why this fragmentation of the territory, a natural habitat for animal species other than our own, is a major contributor to the dramatic drop in biodiversity, which is so much to be deplored.

Top: Construction of a several lanes highway bridge.
Bottom left: Los Angeles, USA. Bottom right: Huangjuewan interchange, China.

At the global level, there are 36 million kilometers of roads and nearly 700,000 additional kilometers built every year ²⁶. Roads on which 100 million tons of bitumen (a petroleum product) are spread²⁷, as well as part of the 4.1 billion tons of cement produced annually²⁸. This contributes up to 8% of the carbon dioxide emitted, at a rate of one ton of this gas per ton of cement produced in the world on average²⁹, even if some people in France pride themselves on making “clean” cement³⁰, which is mixed with sand in order to make concrete. Michèle Constantini, from the magazine Le Point, reminds us in an article dated September 16, 2019, that 40-50 billion tons of marine and river sand (i.e. a cube of about 3 km on a side for an average density of 1.6 tons/m3) are extracted each year³¹.

This material is becoming increasingly scarce, as land-based sand eroded by winds is unsuitable for this purpose. A far from negligible part of these billions of tons of concrete, a destructive material if ever there was one³², is used not only for the construction of roads and freeways, but also for all other related infrastructures: bridges, tunnels, interchanges, freeway service areas, parking lots, garages, technical control centers, service stations and car washes, and all those more or less directly linked to motorized mobility. In France, this means that the surface area covered by the road network as a whole soars to 3%, or 16,500 km². The current pace of development, all uses combined, is equivalent to the surface area of one and a half departments per decade. While metropolitan France is already artificialized at between 5.6% and 9.3% depending on the methodologies used (the European CORINE Land Cover (CLC), or the French Teruti-Lucas 2014)³³, i.e. between 30,800 km² and 51,150 km², respectively, the latter figure which can be represented on this map of France by a square with a side of 226 km. Producing a sterilized soil surface making it very difficult to return it later to other uses. Land from which the wild fauna is of course irremediably driven out and the flora destroyed.

 

In terms of micro-particle pollution, the electric car also does much less well than the internal combustion engine car because, as we have seen, it is much heavier. This puts even more strain on the brake pads and increases tire wear. Here again, the supporters of the electric car will invoke the undeniable efficiency of its engine brake. Whereas city driving, the preferred domain of the electric car in view of its limited autonomy which makes it shun the main roads for long distances, hardly favors the necessary anticipation of its use. An engine brake could be widely used for thermal vehicles, especially diesel, but this is obviously not the case except for some rare drivers.

A recent study published in March 2020 by Emissions Analytics³⁴ shows that micro-particle pollution is up to a thousand times worse than the one caused by exhaust gases, which is now much better controlled. This wear and tear, combined with the wear and tear of the road surface itself, generates 850,000 tons of micro-particles, many of which end up in the oceans³⁵. This quantity will rise to 1.3 million tons by 2030 if traffic continues to increase³⁶. The false good idea of the hybrid car, which is supposed to ensure the transition from thermal to electric power by combining the two engines, is making vehicles even heavier. A weight reaching two tons or more in Europe, and the craze for SUVs will further aggravate the problem.

When we talk about motorized mobility, we need to talk about the energy that makes it possible, on which everyone focuses almost exclusively. A comparison between the two sources of energy, fossil fuels and electricity, is necessary. French electricity production was 537 TWh in 2018³⁷. And it can be compared to the amount that would be needed to run all the vehicles on the road in 2050. By then, the last combustion engine car sold at the end of 2034 will have exhaled its last CO2-laden breath. Once we convert the amount of road fuels consumed annually, a little over 50 billion liters in 2018, into their electrical energy equivalent (each liter of fuel is able to produce 10 kWh), we realize that road fuels have about the same energy potential as that provided by our current electrical production. It is higher than national consumption, with the 12% surplus being exported to neighboring countries. This means a priori that it would be necessary to double this production (in reality to increase it “only” by 50%) to substitute electricity for oil in the entire road fleet… while claiming to reduce by 50% the electricity provided by nuclear power plants³⁸.

Obviously, proponents of the electric car, at this stage still supposed to be clean if they have not paid attention while reading the above, will be indignant by recalling, with good reason, that its theoretical efficiency, i.e. the part of consumed energy actually transformed into mechanical energy driving the wheels, is much higher than that of a car with a combustion engine: 70% (once we have subtracted, from the 90% generally claimed, the losses, far from negligible, caused by charging the batteries and upstream all along the network between the power station that produces the electricity and the recharging station) against 40%. But this is forgetting a little too quickly that the energy required that the mass of a car loaded with batteries, which weigh 300-800 kg depending on the model, is at equal performance and comfort, a good third higher than that of a thermal car.

Let’s go back to our calculator with the firm intention of not violating with impunity the laws of physics which state that the more massive an object is and the faster we want it to move, the more energy we will have to provide to reach this objective. Let’s apply the kinetic energy formula³⁹ to compare a 1200 kg vehicle with a combustion engine and a 1600 kg electric vehicle, both moving at 80km/h. Once the respective efficiencies of the two engines are applied to the results previously obtained by this formula, we see that the final gain in terms of initial energy would be only about 24%, since some of it is dissipated to move the extra weight. Since cars have become increasingly overweight over the decades⁴⁰ (+47% in 40 years for European cars), we can also apply this calculation by comparing the kinetic energy of a Citroën 2CV weighing 480 kg travelling at 80km/h with a Renault ZOE electric car weighing 1,500 kg travelling on the freeway at 130km/h.

The judgment is without appeal since in terms of raw energy, and before any other consideration (such as the respective efficiency of the two engines, inertia, aerodynamics, friction reduction, etc.) and polemics that would aim at drowning the fish to cling to one’s conviction even if it violates the physical laws (in other words, a cognitive dissonance), the kinetic energy of the ZOE is eight times higher than the 2CV! This tends first of all to confirm that the Deuche (nickname for 2CV standing for deux-chevaux, two fiscal horse-power), as much for its construction, its maintenance, its longevity as for its consumption, was probably, as some people claim, the most “ecological” car in history⁴¹.

But above all more ecological as far as energy saving is concerned, all the while failing to promote walking, cycling, public transport, and above all, sobriety in one’s travels. And losing this deplorable habit of sometimes driving up to several hundred kilometers just to go for a stroll or to kill time, therefore promoting antigrowth (an abominable obscenity for our politicians, and most of the classical economists they listen to so religiously). So it would be necessary to go back to making the lightest possible models and to limit their maximum speed. Because even if the formula for calculating kinetic energy is a crude physical constant, that obviously cannot be used as it is to calculate the real consumption of a vehicle. For the initial energy needed to reach the desired velocity, it nevertheless serves as a reliable marker to establish a comparison. To confirm to those for whom it did not seem so obvious until now that the heavier you are, the faster you go the more energy you consume, whatever the nature of that energy is. The pilots of the Rafale, the French fighter aircraft which consumes up to 8,000 liters of kerosene per hour at full power, know this very well.

Having made this brief comparison, we must now look a little more closely at the source of the electricity, because it is an energy perceived as clean. Almost dematerialized, because it simply comes out of the wall (the initial magic of “the electric fairy” has been somewhat eroded over time). Its generation is not necessarily so clean, far from it. In my country, which can thus boast of limiting its carbon footprint, 71% of electricity is generated by nuclear power plants. When it comes to the worldwide average, 64-70% of electricity is generated by fossil fuels – 38 -42%  by coal-fired power plants⁴² (nearly half of which are in China that turns a new one on each week). Apart from Donald Trump, few people would dare to assert, with the aplomb that he is known for, that coal is clean. 22-25% is generated by gas-fired power plants and 3-5% by oil-fired plants. Moreover, electricity generation is responsible for 41% (14.94 GT) of CO2 emissions⁴³ from fossil fuel burning, ahead of transport. And our leaders are often inclined to forget that when it comes to air pollution and greenhouse gases, what goes out the door, or the curtain of the voting booth, has the unfortunate tendency to systematically come back in through the window. We can therefore conclude that the French who drive electric cars are in fact driving a “nuke car” for two-thirds of their consumption. And across the world, drivers of electric cars are actually driving two-thirds of their cars on fossil fuels, while often unaware of this.

[Part II will be published tomorrow]

1 The French Government is the primary shareholder for Renault, with 15%, and a major one for PSA (Citroën and other car makers), with 6.2%.

2 https://en.wikipedia.org/wiki/Peak_oil

3 First described by the French physicist Joseph Fourier.

4 https://www.climate.gov/news-features/features/happy-200th-birthday-eunice-foote-hidden-climate-science-pioneer

5 Jean-Baptiste Fressoz, L’Apocalypse joyeuse. Une histoire du risque technologique, Seuil, 2012 & François Jarrige et Thomas Le Roux, La contamination du monde Seuil, 2017 (The Contamination of the Earth: A History of Pollutions in the Industrial Age, The MIT Press).

6 https://hedgescompany.com/blog/2021/06/how-many-cars-are-there-in-the-world/

7 https://www.transportenvironment.org/sites/te/files/publications/2021_05_05_Electric_vehicle_price_parity_and_adoption_in_Europe_Final.pdf

8 https://corporateeurope.org/en/dieselgate-its-tremors-and-role-car-industry-lobbying

9 https://notre-environnement.gouv.fr/IMG/pdf/focus_ressources_naturelles_version_complete.pdf (page 167)

10 Guillaume Pitron, La guerre des métaux rares. La face cachée de la transition énergétique et numérique, Les liens qui libèrent, 2018, p. 44.

11 Ibid.

12 Laurent Castaignède, Airvore ou la face obscure des transports, Écosociétés, 2018, p. 39.

13 Philippe Bihouix et Benoît de Guillebon, Quel futur pour les métaux ? Raréfaction des métaux : un nouveau défi pour la société, EDP Sciences, 2010, p. 47.

14 Laurent Castaignède, op. cit., p. 75.

15 Ibid., p. 194.

16 https://www.statista.com/statistics/882616/us-canadian-built-light-vehicles-average-glass-weight/

17 https://www.latimes.com/business/story/2020-02-06/wind-turbine-blades

18 But here we have to salute as it deserves the courageous political decision to have banned cotton buds and stirring sticks.

19 https://www.fineprint.global/wp-content/uploads/2020/01/fineprint_brief_no_9.pdf & https://www.equaltimes.org/the-pressure-on-water-an?lang=fr#.YPzxq_k6_IU

20 https://chinawaterrisk.org/wp-content/uploads/2016/08/China-Water-Risk-Report-Rare-Earths-Shades-Of-Grey-2016-Eng.pdf

21 https://www.washingtonpost.com/graphics/business/batteries/graphite-mining-pollution-in-china/

22 https://www.amnesty.org/en/documents/afr62/3183/2016/en/

23 https://web.archive.org/web/20211221082924/https://www.ademe.fr/sites/default/files/assets/documents/90511_acv-comparative-ve-vt-rapport.pdf (page 238)

24 https://www.nature.com/articles/s41586-019-1682-5 & https://www.sciencedirect.com/science/article/abs/pii/S0304389420303605

25 https://www.statistiques.developpement-durable.gouv.fr/sites/default/files/2018-10/de114.pdf

26 www.planetoscope.com-mobilité-1838-construction-de-routes-dans-le-monde.html

27 En 2013. https://web.archive.org/web/20230120162448/https://www.routesdefrance.com/wp-content/uploads/USIRF_BITUME_Sept2013.pdf

28 https://www.iea.org/reports/cement

29 https://psci.princeton.edu/tips/2020/11/3/cement-and-concrete-the-environmental-impact

30 https://www.lemoniteur.fr/article/quelle-realite-se-cache-derriere-les-betons-dits-bas-carbone.2123604 & https://elioth.com/le-vrai-du-faux-beton-bas-carbone/

31 https://www.seetao.com/details/70499.html

32 https://www.theguardian.com/cities/2019/feb/25/concrete-the-most-destructive-material-on-earth

33 Summary of the joined scientific assessment, INRA – IFFSTAR, December 2017.

34 https://www.emissionsanalytics.com

35 https://www.nature.com/articles/s41467-020-17201-9

36 http://www.oecd.org/newsroom/measures-needed-to-curb-particulate-matter-emitted-by-wear-of-car-parts-and-road-surfaces.htm

37 https://www.rte-france.com/actualites/bilan-electrique-francais-2019-une-consommation-en-baisse-depuis-10-ans-une-production

38 The Energy Transition Law, voted in 2015, has programmed this reduction by 2035.

39 Ek = ½.m.v², Ek is the energy in joules (1 watt = 3600 joules), m the mass in pounds, and v the velocity in feet per second.

40 https://thecorrespondent.com/310/your-car-has-a-weight-problem-and-we-need-to-regulate-it/41009665950-d1c675d3 & https://www.transportenvironment.org/sites/te/files/publications/2018_04_CO2_emissions_cars_The_facts_report_final_0_0.pdf (page 32)

41 https://car-use.org/la-2cv-citroen-de-loutil-utile-au-loisir-ecologique/

 

Political Prisoner Support for Ruby Montoya and Jessica Renzicek

Political Prisoner Support for Ruby Montoya and Jessica Renzicek

by | Nov 18, 2021 | Biodiversity & Habitat Destruction, Climate Change, Culture of Resistance, Direct Action, Movement Building & Support, Property & Material Destruction, Repression at Home, Toxification, Women & Radical Feminism

By Max Wilbert

On July 24th, 2017, Ruby Montoya and Jessica Renzicek made a public statement admitting that they had carried out multiple acts of sabotage against the then-under-construction Dakota Access Pipeline (DAPL) in Spring 2017 during the #NoDAPL #StandingRock movement. The two activists set fire to heavy machinery and used blow torches to damage the oil pipeline and valves in an effort to decisively halt the project.

While the Dakota Access Pipeline was ultimately completed, their actions singlehandedly delayed construction for months. Jessica and Ruby are calling on others to consider similar tactics in their struggles against pipelines and other destructive projects.

On June 30, Jessica was sentenced to eight years in prison. Now, Ruby is scheduled to appear in Federal Court to argue that Energy Transfer Partners lied and demonized her and Jessica to try and get them locked up as “eco-terrorists.” Her defense, if successful, could set important legal precedents for eco-activists around the country.

To do this, she needs financial help. Please donate here to support Ruby’s legal defense. Funding will go directly to her attorney, Daphne Silverman.

DONATE:
https://www.gofundme.com/f/nodapl-water-protector-ETP

RUBY MONTOYA SUPPORT WEBSITE:
https://justice4ruby.com/

JESSICA REZNICEK SUPPORT WEBSITE (Jessica is now a political prisoner and we encourage supporters to write letters to her):
https://supportjessicareznicek.com/

Changes to global fisheries subsidies could level the playing field for traditional coastline communities

Changes to global fisheries subsidies could level the playing field for traditional coastline communities

by | Nov 10, 2021 | Biodiversity & Habitat Destruction, Culture of Resistance, Human Supremacy, The Problem: Civilization

This story first appeared in Mongabay.

by Gladstone Taylor

  • Community fishers struggle to hold their own against heavily-subsidized foreign fleets. Fisheries subsidies have long given wealthy nations an edge over Small Island Developing States (SIDS) like Jamaica that are rich in fishing traditions and natural resources.
  • In places like the multigenerational fishing village of Manchioneal, Jamaica, artisanal fishers say they simply can’t compete with heavily-subsidized foreign fleets working in depleted waters.
  • But decisions made by the WTO this year on subsidies could lead to more sustainable and equitable fisheries around the world, in turn leading to better food security and more fish.
  • This story was produced with the support of Internews’ Earth Journalism Network.

MANCHIONEAL, Jamaica — Nestled deep in the northeast coast of Jamaica, hidden in the thick fertile forests of Portland parish, sits the multigenerational fishing community of Manchioneal. Families have been continually fishing these tropical waters since at least the 1950s, preserving and passing down artisanal fishing traditions. The community’s work and lifestyle, which includes earning their catch many miles offshore, has persisted even in the face of foreign competition bolstered by subsidies.

Trips taken by Manchioneal fishers can last anywhere between two and four days, depending on the weather and the fisher’s discretion. Fishing is one of this community’s main sources of income, responsible for at least 35% of employment in the community, according to available information.

Though their fishing traditions remain intact, the risks and costs are high. Today, the very survival of Manchioneal’s fishing community has been put in peril by the uneven playing field influenced by global subsidies to fisheries.

Globally, experts estimate that governments allocate about $35.4 billion annually in fishing subsidies. These funds are meant to support fisheries industries, which some governments acknowledge as drivers of both economic growth and food security.

But approximately $22.2 billion of those subsidies are geared toward capacity-enhancing, according to one 2019 analysis. For a large-scale fishing fleet, that includes things like marketing, tax exemptions, fishing access agreements, boat construction, fishing port development, and more. Since these fleets already have the means and equipment, the additional support exponentially increases their ability to fish for longer periods of time and go farther out into international waters. Rural fisher community development programs also benefit from subsidies, but artisanal fishers like those in Manchioneal say the reality is that they remain threatened by the sheer level of competition.

“I’ve seen them [Jamaica’s National Fisheries Authority] bring a few lines and some hooks once I think,” said 20-year veteran fisherman Cato Smith in an interview. “But I didn’t receive any and whatever they gave wasn’t much compared to how often we spend for upkeep.”

Weighted hooks and fishing line. Image courtesy of Gladstone Taylor.
Fishing gaff made of pipe. The survival of Manchioneal’s fishing community has been put in peril by the uneven playing field influenced by global subsidies to fisheries, which includes the quality of fishing equipment. Image courtesy of Gladstone Taylor.

For every $1 in fishing subsidies spent in Small Island Developing States (SIDS) like Jamaica, industrialized nations spend $7, according to research by the Sea Around Us project at the University of British Columbia’s fisheries center.

Independent, nonaligned Jamaican fishers, in particular, don’t benefit from any fishing subsidies. This adds another layer of competition with heavily subsidized foreign fleets, both in international waters adjacent to Jamaica and in Jamaica’s own waters.

In general, foreign fleets are also able to operate far longer at sea than artisanal fishers, drastically increasing overfishing within those waters. That leaves unsubsidized fishers like Smith unable to venture out far enough to supply the island’s domestic demand for fish.

“The demand is always there, so to get enough fish we have to go far out,” Smith said.

Overfishing is a global issue that has the potential to destabilize food systems worldwide, posing a real threat to food security and trade relations. There has been some movement to create more protections, though it’s still in the early stages.

On July 15 this year, WTO member states, including Jamaica, met for marathon discussions on a draft text asking members to strictly prohibit illegal, unreported and unregulated (IUU) fishing. The draft text not only calls for an end to subsidies for IUU fisheries, but also an end to all subsidies for overfished stocks.

“No Member shall grant or maintain subsidies for fishing or fishing related activities regarding an overfished stock,” it states.

The agreement was initially brought forward in 2001 in response to an increase in overfishing at the turn of the new millennium, according to the U.N.’s Food and Agriculture Organization. The task set by the WTO was clear: minimize or eliminate subsidies in overfished waters.

Talks are scheduled to conclude with a final agreed-upon document by the end of the year.

Traditional fishers in Jamaica. Image via PxHere (Public domain).

A persistent tradition

For many who live in coastal communities like Manchioneal, seafood is the main source of protein. Fisheries also provide employment for many young people in general in Jamaica, some of whom have fallen through the cracks of the education system because of lack of financial support.

According to the agriculture ministry’s draft fisheries policy, the fisheries industry contributes to direct and indirect employment of more than 40,000 people and contributes to the local economy of many fishing communities. It also makes an indirect contribution to the livelihoods of more than 200,000 people.

The community of Manchioneal gets its name from the fruit-bearing manchineel (Hippomane mancinella) trees that grow along the area’s coastline. The tree species is known for its wide-set branch network, love of water, and production of what many call beach apples, which are ironically toxic.

But it’s the shape of the harbor that makes the town truly special.

The harbor is perched between two arches of land on either side with a belt of mountains overlooking the small opening of about 600 meters (nearly 2,000 feet) that leads out to the Caribbean Sea.

An 18th-century cannon is still perched on a hill overlooking Manchioneal Bay to this day. The harbor and its cannons made for an impressive defensive fortress, which made the site highly valuable to the British during the 1600s when they first colonized Jamaica.

18th century British Cannon on a hill in Muirton Boy’s Home, overlooking Manchioneal Bay. Image courtesy of Gladstone Taylor.

Sylvester Robinson, a fisherman and net maker in Manchioneal, says the area has long been a fishing community.

“I started originally in Port Antonio in the ’60s, and I didn’t really know much about it, but I had some friends who were fishers,” Robinson said in an interview. “At first, I was working at the bakery, and during the week I would take bread for my fisher friends. What I found out was: if I brought them bread in the week, I could get a fish from each of them on the weekend. I really liked that.”

In the past, that was how many people got involved in fishing: they knew a friend who knew a friend, who had a boat.

“One day I saw a man making nets, and to me it looked interesting, so I would visit him after work,” Robinson said. “I would watch him making nets, and ask him questions, until I started to go out to sea with him. At that time, we used paddle boats, with long oars. Eventually, I moved here to Manchioneal, by that time I had gone from paddle boat to motorboat so I could go out further and I would catch hundreds of pounds of fish.”

Many of the fishers in the community are born into the traditions of a fishing family. Those traditions include the use of hooks and lines, poles, nets, pots and even spears for those who know how to free dive.

Manchioneal’s Smith is a second-generation fisherman, who has been in the business long enough to witness the impact of globalization firsthand.

“Fishing has been my occupation since I was 20 years old, it was handed down from my father to me,” he said. “So, I grew up fishing.”

Even though fishers like Smith and others regularly work out of Manchioneal Port, several miles offshore, they are also often forced to venture out into deeper waters.

“Our fishing port is like 14 miles [22.5 kilometers] offshore, but we have banks that are like 40-plus miles [more than 64 km] offshore, in international waters,” Smith said. “But you have other boats who come and catch a lot of fish, because Jamaica has more fish than other Caribbean countries.”

Parked boat on land at Manchioneal Harbor. Even though fishers like Cato Smith and others regularly work out of Manchioneal Port, several miles offshore, they are also often forced to venture out into deeper waters. Image courtesy of Gladstone Taylor.
Cato Smith, a second-generation fisherman, holding one of his fishing poles. Image courtesy of Gladstone Taylor.

The threat of increasingly unpredictable weather has also played a role in recent years, as climate change impacts intensify weather systems like hurricanes. Jamaica’s 2021 hurricane season saw four storms by mid-October.

That, in turn, has exacerbated international competition on the seas. According to fishers, some small-scale fishers in other parts of Jamaica, like Port Maria, St. Catherine or Oracabessa, simply tend to fish within their own harbors and ports, unless they’re driven farther out to sea due to depleted fishing stocks.

But, according to Smith, that’s not the case.

“No, it is not overfishing,” he said. “You have to go [specific] places to catch the fish, because the demand for it is great, worldwide. Fishing here has always been going out to the deep sea.”

Experts note, however, that some of the traditional catches by these local fishers, include kingfish, jack, sprat, mackerel and tuna, among others which are typically found further from shore.

A decade ago, in 2011, a report on coastal coral reefs in Jamaica from the World Resources Institute noted that Jamaica’s “nearshore waters are among the most overfished in the Caribbean.” The report also places Manchioneal near-shore reefs in the “very high” threatened category, which indicates a danger to biodiversity and overall fisheries in the area.

Even Smith concedes that despite longtime traditions, the impetus for his and others’ extended sea treks today is linked to the fact that current demand exceeds the volume of fish available in nearby waters.

Manchioneal beach. A report on coastal coral reefs in Jamaica noted that Jamaica’s “nearshore waters are among the most overfished in the Caribbean.” Image courtesy of Gladstone Taylor.

On equal footing

For local fishers to even access subsidies, certain formalities must be observed. The Oracabessa Fishing Sanctuary, located in Jamaica’s St. Mary parish, is one the 10 gazetted fishing sanctuaries that receive subsidies from the local government in the form of financial aid to the sanctuary. This cooperative group of fishers, according to executive director Travis Graham, has banded together with nearby hotels, and its members currently work as coral gardeners and sanctuary patrols.

But artisanal fishers like Smith and Robinson say they haven’t benefited from any subsidy programs so far.

“It’s hard to get the fishermen as a group, and without that, they cannot access any funding from the government,” said George William, a fisher and agent with the National Fisheries Authority.

William is a seasoned fisherman of 50 years, and has worked with the National Fisheries Authority, an arm of the Ministry of Agriculture and Fisheries, for roughly 30 years.

“They were thinking about making a sanctuary here [in Manchioneal],” William said, hinting at the viability of the bay. “But the fishers won’t band together. If they did, there would be a lot to preserve because all along the coast here sea turtles come to nest. It’s a breeding ground for them.”

With a clerk as his teammate, William services the National Fisheries Authorities outpost in Manchioneal, where they sell gasoline as well as boat and fishing licenses.

“Whenever they have work to do, for instance, out in Pedro Cay, I help out [with] things having to do with the sanctuaries and to see that the fishers don’t overfish, so that the next generation can grow up and have fish,” William said.

View from behind the Manchioneal Fisheries Authorities outpost. Image courtesy of Gladstone Taylor.

In 2018, the Jamaican government passed new adjustments to the Fishing Industry Act, placing heftier fines on outlawed fishing practices like operating without a license, possessing or selling prohibited or illegally caught fish, and more. The government also outlawed fishing by deep diving with compression air tanks. This had been a growing trend for years, despite the high risk of compression sickness or “the bends,” which has crippled and even killed some fishermen.

According to Smith, some fishers suffer from the bends while deep diving, recover, and then go right back to using it. Many are still willing to take the risk even after it was outlawed, because they feel it gives them an edge over their foreign counterparts on the water. Jamaica’s revised fishing subsidies draft could provide the leverage these local fishers need.

Floyd Green, Jamaica’s minister of agriculture and fisheries, did not respond to multiple inquiries about developments regarding the government’s current or new fisheries subsidies agreement.

WTO’s mission: Why it matters

The issue of hefty subsidies for wealthier foreign fleets over local fishers is about more than just unfair competition. These subsidies could throw a serious wrench into Jamaica’s food security agenda, forcing Jamaicans to purchase their own fish from foreign sources.

It’s one of the negative outcomes in the equation that the WTO is seeking to remedy with its revision process. Fishers from industrialized states, who are already well-equipped, will be ineligible for subsidies after the WTO’s 12th ministerial conference in November 2021.

The WTO agreement they’re scheduled to present and table in Geneva from November to December could end up being one of the single most important decisions they make for Jamaica’s long-term fisheries sustainability.

Muirton river, Jamaica. Image courtesy of Gladstone Taylor.

Banner image: Jamaican fishers in their fishing boat. Image by Adam Cohn via Flickr (CC BY-NC-ND 2.0).

Indigenous Understanding of Salween River Key for Biodiversity

Indigenous Understanding of Salween River Key for Biodiversity

by | Nov 9, 2021 | Biodiversity & Habitat Destruction, Culture of Resistance, Human Supremacy, Indigenous Autonomy, Repression at Home, The Problem: Civilization

This story first appeared in The Third Pole.

By Saw John Bright.

This week, governments from around the world will convene online for the first part of the UN Biodiversity Summit COP15 (the second part will take place partially in-person in Kunming in spring), which will agree on the post-2020 Global Biodiversity Framework. Framed as a ‘stepping stone’ to the 2050 Vision of ‘Living in harmony with nature’ as part of the Convention on Biological Diversity (CBD), ratified by 196 countries, this framework is intended to deal with runaway biodiversity loss over the next decade.

Increased attention is being paid to how Indigenous peoples have for centuries realised this aspiration of harmony. Indigenous peoples manage or have rights to 22% of the world’s land, yet this land supports 80% of the world’s biodiversity, even as they struggle to regain ancestral lands that were taken from them in many places. What is less recognised is how Indigenous understanding and perception of reality upholds this harmony.

The CBD meeting three years ago promised greater inclusion of Indigenous peoples and traditional knowledge, and there is much discussion of these issues ahead of COP15. The CBD developed the Akwé: Kon Guidelines in 2004 and further deepened involvement with the launch of a Traditional Knowledge Information Portal. Despite this progress, when mainstreaming of biodiversity into the energy sector was discussed by CBD parties in 2017, the negative impacts of hydropower dams were discussed in biodiversity and ecosystem terms, paying mere lip service to Indigenous rights.

A narrowly technical understanding of hydropower – passed off as “scientific” – underestimates how culture supports economies, conservation and utility for Indigenous peoples living in river basins. When external experts interpret Indigenous knowledge without the context of Indigenous perception of reality (ontology), they fail to grasp its importance. What is needed is an incorporation of Indigenous understanding of reality when discussing biodiversity in Indigenous territories, in order to manage ecosystems better.

The Salween through Indigenous eyes

The Salween River is one of the few major rivers in Asia who still flows freely and uninterrupted by large-scale dams. Roughly 2,400 kilometres long, the Salween flows from the Tibetan Plateau through Yunnan into Myanmar, briefly touching Thailand. The river supports some of the most biodiverse areas in the world and is home to diverse Indigenous groups including the Akha, Blang, Derung, Hmong, Kachin, Karen, Karenni, Kokang, Lahu, Lisu, Mon, Nu, Palaung (T’arng), Pa’O, Shan, Tibetan, Yao, and Wa.

As custodians of the Salween River, community members maintain a spiritual relationship with the Salween, as our ancestors have done since they descended from the Tibetan Plateau many centuries ago. For us, the Salween is home to countless important spirits who are intermediaries between our human societies and the environment around us. She supports the sacred animal and plant species who populate our cosmos and carries the memories of our ancestors whose lives were intertwined with the river. Our relationship with the spirits is maintained and the memories of our ancestors kept alive by our continuous interaction with the Salween River. She is the backbone of our traditional knowledge and practices.

This is a wider understanding of the river than a mere provider of ‘ecosystem services’ that sustains our ‘livelihoods’. In our Indigenous understanding and perception of reality, developed over generations of living in the Salween basin, we don’t make a distinction between plants, animals, humans and more-than-humans such as spirits and ancestral spirits. This interconnectedness remains strong because the Salween is a free-flowing river.

These connections are reflected in Indigenous land, water and natural resource management across the Salween basin. As has been noted with reference to the Htee K’Sah guardian spirits of the water in S’gaw Karen ontology in the journal Pacific Conservation Biology,

“Karen environmental governance consists of social relations and ceremonial obligations with more-than-humans… It is through relations with the K‘Sah that Karen villagers relate to the water and land itself, and humans’ rights to use the land are contingent on maintaining these ritual obligations.”

Indigenous knowledge systems lead to better conservation

Our customary water governance traditions include stewardship practices, hunting and fishing restrictions, and ceremonial protocols that have fostered harmony with nature and safeguarded biodiversity. Our river is inhabited and protected by guardian spirits. In sanctuary areas, prayer ceremonies are performed to protect the fish and harm those who fish there. Our traditional watershed management systems designate ecologically sensitive areas such as ridges, watersheds and old growth forests, where the cutting back of forest is prohibited.

The benefits of traditional knowledge and practices for biodiversity thus come from the cultivation of a harmonious relationship between humans and more-than-humans, which is why sacred areas – an old tree or an entire mountain or river – must be protected. The ongoing relevance of such traditional knowledge and practices can be seen in the Salween Peace Park, an Indigenous initiative in Karen state that was awarded the 2020 UNDP Equator Prize. Around 75% of the forests, mountains and rivers that constitute the 1.4-million-acre area is managed according to traditional ‘kaw’ customary knowledge that combines spirituality, culture and conservation. This combination characterises Indigenous knowledge and is at the heart of Indigenous identity even when people have adopted ‘formal’ religions.

Indigenous knowledge and practices that are beneficial for biodiversity cannot be separated from Indigenous understanding and perception of reality. The inseparability of Indigenous ontology, Indigenous knowledge and Indigenous practices is hard to recognise for people living outside these ontologies. It is not possible to capture or preserve our Indigenous knowledge in a museum or a book. What meditation and prayer in a house of worship is for other religions, for us is the interaction with the Salween River. Our knowledge regenerates from our interaction with our environment, especially at the countless natural sacred sites and auspicious confluence points where the Salween meets its tributaries. We see her as a living entity.

Uninterrupted interconnectedness is key for the Salween

There are plans for seven Chinese-built dams along the Salween River, which has been a source of friction between Myanmar and China, as well as the current and previous governments and Indigenous groups. If the Salween River is dammed, it will strike at the heart of our cultures and beliefs. The severance of the river itself and the cascade of consequences will be the death knell for our traditional knowledge and practices for three reasons.

Firstly, the Salween responds to seasonal snowmelt and monsoon rains. Altering these variations in her flow affects the river’s ecology, severing people’s interdependency with the river by causing a decline in local river-linked livelihoods such as fisheries and agriculture. If these are disrupted, young people will have no choice but to take up professions disconnected from the river or move away. Less interaction and cohabitation with the river over time weakens Indigenous knowledge systems.

In the Karen context, Lu Htee Hta is one of the most important ceremonies performed as part of our relationship with the water, a ‘founders’ ritual’ which maintains a social contract with the more-than-human owners of the water and land. If the next generation is not able to conduct these rituals, the social contract will be broken. Without the continuous interactions between animals, humans and non-humans in the Salween basin, Indigenous knowledge will cease, and with it practices that have sustained the rich biodiversity we see today.

Secondly, dam-induced changes to the river’s rhythms, levels and nutrition will reduce the numbers and ranges of many sacred aquatic species that are strictly protected in the traditional management systems of the Salween, including the fish Nya Moo, Nya Ter Taw, and Nya Pla (Neolissochilus sp.). For instance, a reddish species of Nya P’tay is regarded as the king of all fish and killing them, we believe, will result in the extinction of fish species and water scarcity and drought. The Salween is home to a diversity of turtles greater than any other river in the world, and we regard a number of them as sacred.

Mainstream dams will also affect river-based sites considered sacred, such as the Thawthi Kho watershed area, threatening the effective protected status of waterbodies rich in biodiversity such as spring-fed pools, mud beds, waterfalls, rapids and islands. If these sacred natural sites run dry or flood in unusual ways, people will believe that the spirits may become angry and cause accidents and illness in nearby communities, or leave the river altogether, stripping these sites of protection.

Third, if our Salween is fragmented by dams, this will disrupt the flow, interconnection and relationship between all beings that depended on it. This upsets the balance in the river, which in turn upsets the balance between the river, humans and more-than-humans. It is the wholeness of the river – connecting beginning to end; past to present; humans to more-than-humans – that makes her the backbone of our belief systems. This gives her a sacred meaning as an indivisible living entity that supports our Indigenous cosmos.

Recognition and action for Indigenous ontologies

We draw hope from recent developments that have seen the central importance of free-flowing rivers in Indigenous ontologies being increasingly recognised, including by parties to the CBD. In 2017, New Zealand acknowledged the sacred status of the Whanganui River in Maori ontology by giving the river legal personhood. Through this act, New Zealand recognised the Whanganui as “an indivisible and living whole, comprising the Whanganui River from the mountains to the sea, incorporating its tributaries and all its physical and metaphysical elements”. New Zealand acknowledged “the enduring concept of Te Awa Tupua – the inseparability of the people and the River” thereby echoing the ancient Maori proverb: “The Great River flows from the mountains to the sea. I am the River and the River is me.”

According to the New Zealand attorney general in charge of the process, their most difficult challenge was getting the country’s European-descendant majority “to see the world through Maori eyes”. While rivers have since been recognised as living entities in CBD member countries such as Ecuador, Bangladesh and Canada, many other CBD members are still severing the flow of rivers sacred to Indigenous Peoples. In our own country, Myanmar, the military junta recently announced a fresh push to dam the Salween River.

Participants at the COP15 of the Convention on Biological Diversity should move beyond previous calls for ‘participation by’ and ‘consultation with’ Indigenous Peoples to recognise ontological diversity in order to safeguard biodiversity in Indigenous territories. To play an effective role in addressing the biodiversity crisis, we have to be able to sustain our own ‘Ecological Civilisation’.

Parties to the CBD should consider legislation that recognises legal personhood and rights of rivers considered sacred to Indigenous Peoples and incorporate Rights of Nature into the post-2020 Global Biodiversity Framework. Parties should also translate the Akwé: Kon Guidelines into their national laws so that these guidelines become more relevant. Through enabling more research into Indigenous ontologies and their spiritual relationship with rivers, the CBD Secretariat should help to foster a better understanding of who a river is in the ontology of Indigenous Peoples.

Above all, parties to the CBD should, in their effort to mainstream biodiversity in the energy sector, commit to excluding large-scale hydropower as an energy option for rivers such as the Salween which are sacred and culturally significant to Indigenous Peoples.

Banner image: Christophe95 – Own work (CC BY-SA 4.0)

This Amazon dam is supposed to provide clean energy, but it’s destroying livelihoods and unique species

This Amazon dam is supposed to provide clean energy, but it’s destroying livelihoods and unique species

by | Nov 7, 2021 | Biodiversity & Habitat Destruction, Colonialism & Conquest, Culture of Resistance, Indigenous Autonomy, Mining & Drilling, The Problem: Civilization

This story first appeared in The Conversation.

By Brian Garvey and Sonia Magalhaes.

The Volta Grande region of the Amazon is a lush, fertile zone supplied by the Xingu River, whose biodiverse lagoons and islands have earned its designation as a priority conservation area by Brazil’s Ministry of the Environment.

But a recent decision by the Federal Regional Court in the state of Pará, Brazil, allows the continuing diversion of water from the Xingu River to the Belo Monte hydroelectric dam complex – rather than to local indigenous fishing communities. This is a disaster for the ecosystems and people of the Volta Grande.

Drowned trees in the midst of a riverbed
Damaged trees as a result of dam construction. Xingu Vivo, Author provided

The ruling, which reversed a temporary order for river diversion to be suspended, means that 80% of Xingu River flow will continue to be diverted away from the communities of Volta Grande. This impedes the main transport route for many indigenous people who live along the river and reduces fish diversity, compromising food security and livelihoods.

The decision also alters the river’s flood and ebb cycles. In addition to their importance for species’ reproduction and agriculture, these cycles guide local social, cultural and economic activity.

A river surrounded by deforested banks
Flooding and deforestation in the region has been linked to the Belo Monte complex. Verena Glass, Author provided

According to the Federal Public Ministry, which is appealing the decision, this marks the seventh time the superior court has overturned previous legal decisions in favour of the construction and energy corporation Norte Energia, which owns Belo Monte.

Our team carried out research on the dam complex’s impacts in 2017 with the Brazilian Society for the Advancement of Science. We found persistent violations of the rights of traditional communities linked to Belo Monte, especially regarding their forced displacement from areas destined to form the dam’s reservoir.

In response, a spokesperson for Norte Energia said that the company has always operated in compliance with the environmental licensing for Belo Monte, and that all actions undertaken by Norte Energia were evaluated and approved by the environmental licensing agency IBAMA.

Belo Monte

Belo Monte is a hydroelectric complex formed by two dams. The first dam ensures sufficient water flow through the second one for electricity generation.

Marketed as supplying “clean energy”, the complex meets the industrial demands of the southern and north-eastern regions of Brazil. However, this appears to only refer to reductions in emissions, which themselves have been countered by evidence of increased greenhouse gas emissions from dams.

In response to these claims, the Norte Energia spokesperson said that hydroelectric power plants are expected to emit greenhouse gases. These emissions have been considered in Belo Monte’s Environmental Impact Assessment and are being compensated through initiatives including restoring local native vegetation and investments in conservation.

Deforested land under a cloudy sky
The Belo Monte complex under construction. Anfri/Pixabay

What’s more, the complex only generates 40% (4,571 megawatts) of its 11,233 megawatt capacity due to the large seasonal changes in flow rate of the Xingu River. A 2009 analysis predicted that the variability of the river’s flow – that reaches up up to 23 million litres per second under natural conditions – would result in unreliable energy generation and conflict over water use.

Although IBAMA judged in 2019 that efforts to mitigate the dam’s impact were insufficient to prevent marked ecological disruption, it permitted continuing diversion of water in February 2021.

As a result, the annual river cycles that sustained communities for generations have been destroyed along more than 120km of the Volta Grande.

A fisherman we interviewed warned, “These children of ours … won’t have the privileges that we had, and can learn nothing, I guarantee that. There’s nowhere for them now.”

The transformation of the region has resulted in the flooding of areas above the dam and droughts to areas below, as well as significantly decreased fish populations and destruction of fish nurseries.

Two images of fish held in person's hands
Adult individuals of the armoured cat-fish (Loricariidae) endemic to Xingu River show sunken eyes, lesions on the lips and fins, wounds on the skin and loss of teeth. André Oliveira Sawakuchi, Author provided

A survey carried out by a team from the Federal University of Para in two areas shortly after the river’s flow was reduced also found the first signs of disappearance of organisms like “sarobal”: a type of vegetation that grows on rocks in the Xingu river bed, fundamental for the reproduction of many fish species.

A fisherwoman explained that sarobal “are resistant plants that when the river is flooded, they are submerged, but they do not die … sarobal has a lot of fruit and fish consume the fruit … I think almost every fish depends on it.”

Research found that these plants can withstand direct solar radiation, extremely high temperatures and cycles of severe drought, making their dwindling presence even more alarming.

An island in the middle of a river
The habitat of the sarobal, a plant vital for many river species. Yuri Silva (CC BY-NC-ND 4.0)

Second project

The exploitation of this stretch of the Xingu River has been exacerbated by a second threat to the Amazonian ecosystem. The planned construction of Brazil’s largest open-pit gold mine within the Belo Monte dam area by Canadian company Belo Sun has been criticised for providing environmental impact assessments that allegedly ignore serious environmental contamination and violations of indigenous rights.

Now, groups campaigning against this project say they are subject to violent threats, although it has not been established who is behind this. A local resident explained to researchers: “Here we feel intimidated. The guys are really well armed, while we work just with our machete and our hoe.”

These claims appear to illustrate the stark power inequities in this region of Pará – the region with the highest number of attacks on indigenous leaders in Brazil in recent years – as well as the broader social consequences of energy creation schemes.

At the time of publication, Belo Sun had not responded to a request for comment on points raised in this article.

Banner image:  International Rivers/Flickr (CC BY-NC-SA 2.0)