Coast Guard: LNG traffic OK under conditions -- Baird: Bradwood LNG impacts undesirable

The US Coast Guard last Friday released its assessment for the proposed Bradwood Landing liquefied natural gas (LNG) terminal project, concluding tanker traffic could be handled safetly under tightly controlled conditions.

On Monday, Congressman Brian Baird, D-District 3, issued a statment opposing the proposed Bradwood Landing plant.

In his statment, Baird cited a number of concerns, including tanker traffic impacts, as the basis of his opposition.

Meanwhile, NorthernStar Natural Gas Inc. CEO William “Si” Garrett welcomed the Coast Guard report.

“In its release of the Waterway Suitability Report for the Bradwood Landing project, the U.S. Coast Guard determined that with improvements to navigation, safety and security the Columbia River is suitable for LNG carriers," Garrett said in a statement on Friday.

Coast Guard

In January, 2005, the Coast Guard began consulting with the applicant, the shipping industry, commercial fishermen and other river users, local and state officials and emergency response personnel to develop the assessment.

"Based upon this review the Captain of the Port (COTP) Sector Portland, recommended to the Federal Energy Regulatory Commission (FERC) that in order to make the Columbia River suitable for the type and frequency of LNG marine traffic associated with this project, additional measures will be necessary to responsibly manage the navigation, safety and security risks," a Coast Guard announcement said Friday.

Next, the Coast Guard will work with the Federal Energy Regulatory Commission on the development of an Environmental Impact Statement that addresses the effects of the proposed safety and security measures all along the waterway. The Coast Guard will continue to work with the FERC, the applicant and emergency response providers to develop an emergency response plan that addresses the gaps identified in the Waterway Suitability Report.

"We are working with local officials and the port community to ensure that every measure is taken to ensure the excellent safety record of the marine transport of LNG is continued if an LNG terminal is built on the Columbia River," said Patrick G. Gerrity, Coast Guard Captain of the Port Sector Portland. "At this point there are significant resource gaps at the local, state and federal level for supporting this type of development; however, we are working together to make sure that these gaps are identified and any resource issues are resolved through the Emergency Response Planning process."

Among the Waterway Suitability Assessment (WSA) recommendations, over four pages long, are these:

--A moving safety/security zone shall be established around an LNG vessel extending 500 yards but ending at the shoreline. No vessel may enter without first obtaining permisison. While the vessel is docked, the security zone is 200 yards.

--Vessels must be operated under a transit plan developed in coordination with river and bar pilots, escort tug operators, security assets and the Coast Guard. Meetings with other commercial traffic will be strictly controlled or, in the case of cruise ships, prohibited.

--The current Vessel Traffic Information System must be improved.

--Tankers must be escorted by two tugs and docked by three; all must have Class 1 firefighting equipment on board because of the lack of shore based emergency response in the area.

--Adequate means to notify the public of emergencies are lacking along the route and must be improved.

--Hazard zone management is based on studies of tankers with 148,000 cubic meters of LNG; the applicant proposes using tankers of 200, 000 cubic meter capacity. "There remains some question as to the size of hazard zones for accidental and intentional discharges and the potential increased risk to public safety from LNG spills on water for larger vessels. Northern Star must either complete a site-specific analysis for the largest sized LNG vessel or limit arrivals to vessels with a cargo capacity no greater than 148,000 cubic meters until additional analysis addressing vessels with higher cargo capacities is completed."

--The applicant shall be required to submit an annual update to the WSA.

Congressman Baird

In his Monday statement, Baird said that after careful and thoughtful review of the Waterway Suitability Report, he decided to come out in opposition to the plan.

"After reviewing the WSR, I believe there is enough compelling evidence to oppose the proposed LNG project," he said. "While there may be local benefits to the project, including job creation and additional gas production, the overall negative impacts on the entire river system are too great for me to support. There are three main areas of great concern to me--the safety and security measures that would need to be implemented to make the Columbia River suitable for LNG and the associated negative impacts on existing river commerce; the impact on the environment; and, the effect the project would have on private property owners.

"While we are still awaiting the results of the Environmental Impact Study, I have a number of concerns about the project's impact on the environment. Even if all of the safety and security measures are taken, the impact on the environment and economy remains unknown.

"Finally, I am concerned about the project's impact on private property owners. I have repeatedly met with the people whose property would be affected by the terminal or pipeline construction and I respect their position. For those living on Puget Island, or who may have a gas line running through their property, ensuring safety and security must be the highest priority.

"The WSR did identify current security concerns and resource gaps, but the costs economically, to the environment, to those living in the community, and to the river itself are just too much to justify moving forward on this one project. After thoughtful consideration of all these issues, I oppose the proposed Bradwood Landing LNG site."

Bradwood Landing

Bradwood CEO Garrett indicated the report outlined how tanker traffic could move along the river.

"In the report, the Coast Guard has established a 500 yard safety/security zone that travels with the LNG ship which is consistent with how cruise ships are currently treated," he said. "Additionally, the Coast Guard stated that their expectation was to routinely allow other vessels to conditionally transit through the safety/security zone and to allow other deep draft ships to meet the LNG carriers in portions of the river that are currently used for these situations.

“The Coast Guard’s report acknowledges the outstanding safety record of LNG carriers while recommending enhancements to navigation, safety and security that we whole-heartily endorse. The report also confirms our expectation that LNG vessels will have a similar impact on traffic as other deep draft vessels that navigate the river today.”

FERC is responsible for authorizing the siting, construction, and operation of onshore LNG facilities. Once FERC completes their review of an application for an LNG facility, it is required to complete an Environmental Impact Statement (EIS), evaluating issues ranging from air quality and biological impacts, to cultural and socioeconomic impacts, as well as safety and security impacts. The EIS process is scheduled to be completed this year.

The Waterway Suitability Report and related documentation is available through the Coast Guard's Home Port web site or Sector Portland's web page at http://www.uscg.mil/D13/portland/.