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Rising temperatures pose ‘extreme danger’ to Muslims on Hajj pilgrimage

It’s not always easy to have faith — especially when your faith might involve trekking through temperatures upwards of 120 degrees Fahrenheit.

For the world’s estimated 1.8 billion Muslims — roughly a quarter of the world’s population — making a once-in-a-lifetime pilgrimage to Mecca is considered a religious duty. Hajj, as the ritual is called, brings millions of people to the Saudi Arabian holy city each year. But according to a new study, climate change could lead to an increase in temperatures and humidity along the heart of the route, putting many devotees in “extreme danger” of developing heat-related illnesses.

“When it comes in the summer in Saudi Arabia, conditions become harsh, and a significant fraction of these activities are outdoors,” Elfatih Eltahir, MIT engineering professor and lead author of the study, said in a press release.

When the Hajj falls in the summer — the timing of the annual migration changes every year due as it depends on the lunar calendar — it may not be safe for participants to remain outdoors during the trip. This year, the Hajj fell in August, and temperatures in Mecca averaged about 109 degrees F (43 degrees C). Saudi officials cautioned visitors that temperatures could reach as high as 122 degrees F (50 degrees C) on some days.

While rising temperatures along the traditional holy route are worrying, Saudi Arabia has some time to prepare for the increased danger. Each year the Hajj occurs about 11 days earlier, so there will only be the occasional stretch of five to seven years where the pilgrimage falls during the hottest summer months. According to the study, the Hajj won’t fall during the summer again until 2047. In the meantime, researchers are arguing for Saudi Arabia to introduce countermeasures or restrictions on participation in the pilgrimage, warning of an even more severe toll on human health. But even with mitigation measures in place, Eltahir says, “it will still be severe.”

“It is time for the Muslim community to become the leaders in the fight, with not just countries such as Bangladesh and Pakistan under threat now, but increasingly the holy site of Mecca.” Tufail Hussain, director of Islamic Relief U.K. told Sky News in response to the study.

“If we don’t act now, not only will people suffer the impact of more frequent and intense disasters, but our children born from today will no longer be able to perform the sacred duty of Hajj.”

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Rising temperatures pose ‘extreme danger’ to Muslims on Hajj pilgrimage

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Keystone spills 16,000 gallons and the oil market barely notices

Keystone spills 16,000 gallons and the oil market barely notices

By on 7 Apr 2016commentsShare

TransCanada’s response to a Keystone pipeline leak in South Dakota this week offers us a glimpse into what might have been the future of Keystone XL, had it been approved by President Obama: Plenty of headaches for not much value.

The spill, which TransCanada originally estimated at 187 gallons, was revealed on April 7 to be substantially larger: 16,800 gallons.

Following the discovery of leak on April 2, TransCanada shut down the original Keystone pipeline from Canada to Oklahoma. You might expect that the closure of this pipeline — which supplies the U.S. with about a quarter of the oil that enters the Midwest from Canada — would have a sizable impact on the oil market this week.

Not so. A Bloomberg article reports that the oversupplied oil market essentially shrugged. With U.S. crude stockpiles near record levels, and oil prices near record lows, the impact of the Keystone shutdown was negligible. Which raises the question: Why did so many think we needed the KXL pipeline (which would have essentially duplicated the route of the existing Keystone pipeline), anyway?

Because they told us that, repeatedly. “This pipeline was intended to be a critical infrastructure project for the energy security of the United States and for strengthening the American economy,” the official website for Keystone XL explains. The XL pipeline was meant to ship even more crude oil — a projected 830,000 barrels per day — into the U.S.

At the present, that looks like 830,000 surplus barrels.

This spill is instructive for more reasons than economic ones. We’re watching, in real time, what could have happened with Keystone XL. Spills are inevitable (estimates for KXL ranged from two spills per year to two spills per decade). TransCanada’s detection system might fail to discover the spill — in the case of the April 2 leak, a local landowner alerted the company of the leak. And the same day the spill was detected, TransCanada requested a no-fly zone over the site, ostensibly to clear the skies for surveillance by its cleanup crew. This move also restricted public and media access to the area. TransCanada’s request was humored for a short-lived period, and then denied after the Federal Aviation Administration deemed it unnecessary.

TransCanada once claimed Keystone XL “passed every economic, environmental, and geopolitical test.” This spill didn’t exactly help their case.

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Keystone spills 16,000 gallons and the oil market barely notices

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The Keystone XL Pipeline Is One Step Closer to Approval

Mother Jones

This story originally appeared in the Huffington Post and is republished here as part of the Climate Desk collaboration.

In a victory for proponents of the Keystone XL pipeline, the Nebraska Supreme Court ruled on Friday that the pipeline’s proposed route through the state can go forward.

The decision means that TransCanada, the company seeking to build the pipeline, can build the route that Nebraska’s former governor approved in 2013. The court ruling was split, with four of the court’s seven judges agreeing with a lower court that the 2012 law used to grant TransCanada that permission was unconstitutional. However, Nebraska requires a supermajority of at least five judges to strike down the law. “We believe that Nebraska citizens deserve a decision on the merits. But the supermajority requirement…coupled with the dissent’s refusal to reach the merits, means that the citizens cannot get a binding decision from this court,” the court wrote in the majority opinion.

In 2012, the Nebraska legislature passed a law that gave the governor authority to approve both the pipeline and the use of eminent domain to access land along the pipeline route. In January 2013, then-Gov. Dave Heineman (R) said yes to TransCanada’s proposed route through his state. But some landowners along the route sued, arguing that the legislature’s action violated the state constitution and that the decision should have been left to the Public Service Commission.

The plaintiffs won in county court early last year, and the state appealed to the Nebraska Supreme Court, which held oral arguments this past September.

Given the ongoing state-level fight, the Obama administration announced last April that it was delaying a federal decision on the pipeline until after the Nebraska Supreme Court ruled.

But the newly Republican-controlled Congress is pushing legislation that would override the Obama administration’s process, which GOP lawmakers say has dragged on too long, and force approval of the pipeline. The House is slated to vote Friday on its legislation, while the Senate plans to vote next week.

The State Department said previously that it would give federal agencies at least 14 more days to comment on the route once Nebraska reached its decision, which the Obama administration would then need to consider before making up its own mind on whether to approve the pipeline. That means a final decision is probably still weeks in the making.

Nebraskans who filed the lawsuit over the route said they want TransCanada to follow state laws.

“We’ve always thought that if the pipeline is going to be built, it has to be built in compliance with Nebraska law and make sure that Nebraska landowners are fully and fairly paid for an easement with reasonable terms,” David Domina, a lawyer representing landowners who sued, told the Huffington Post before the Nebraska Supreme Court decision was issued.

The focus now turns to President Barack Obama for a final decision—for both pipeline supporters and opponents.

“President Obama has no more excuses left to delay or deny the Keystone XL pipeline,” said Jack Gerard, president of the American Petroleum Institute, in a statement.

“Today’s ruling was a loss for propriety rights, and sends the signal that a foreign corporation can buy its way through our state legislature,” Jane Kleeb, director of Bold Nebraska, which opposes the pipeline, told HuffPost. “We now turn to our president, who knows that this route is too risky to approve.”

UPDATE—The White House announced Friday that it still intends to veto the House Republican bill authorizing Keystone, even after the Nebraska ruling. From spokesman Eric Schultz comes the following statement:

Today, the Nebraska Supreme Court denied a challenge to the validity of the route for the Keystone XL Pipeline under Nebraska law. The State Department is examining the court’s decision as part of its process to evaluate whether the Keystone XL Pipeline project serves the national interest. As we have made clear, we are going to let that process play out. Regardless of the Nebraska ruling today, the House bill still conflicts with longstanding Executive branch procedures regarding the authority of the President and prevents the thorough consideration of complex issues that could bear on U.S. national interests, and if presented to the President, he will veto the bill.

Read the Nebraska Supreme Court’s decision below:

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The Keystone XL Pipeline Is One Step Closer to Approval

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Can a commercial development be used to block Big Oil?

Can a commercial development be used to block Big Oil?

By on 29 Dec 2014commentsShare

Environmental groups in Vancouver, Wash. are rallying for the rapid development of a $1.3 billion real estate project along the Columbia River. We know, we know: Why would environmentalists want to see the bank of a river plastered with 32 acres of shops, office buildings, and apartment towers? To block something even worse: oil.

Here’s the scoop: The development, called Waterfront, would sit two miles west of the proposed terminal. Oil trains would pass within a few hundred feet of the project’s towers. So, if there was ever a teensy mishap — a spill, or perchance a derailment? — public safety would be at risk. If Waterfront, which was approved back in November 2013, is built soon, it will make for a steep path to approval for the oil terminal.

That gigantic terminal would transfer North Dakota crude oil by rail cars to barges, on which trains would pass through Vancouver each day, carrying approximately 360,000 barrels of oil. Here’s more on the two projects from the New York Times:

Vancouver’s dueling projects — with the city government caught in the middle, opposing the oil project at its own port and backing the Waterfront project — crystallize the terms and stakes of the energy wave in one place, people on both sides of the issue said.

The Waterfront project, Mr. VandenHeuvel said, makes the threats from the oil trains “more tangible and more real.” At least 10 large crude oil spills have been reported since early 2013 because of train accidents in the United States and Canada, including one in Quebec that caused a fire and explosion and killed 47 people.

Every fiber of my divestment-loving, tree-hugging being is balking at the thought of waterfront apartments saving a local environment (truly, I shudder). But this may be the greener of two evils.

Source:
Race to Build on River Could Block Pacific Oil Route

, New York Times.

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U.S. Delays Decision on Keystone XL Pipeline

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U.S. Delays Decision on Keystone XL Pipeline

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Chart of the Day: When Southwest Comes Calling, On-Time Performance Goes South

Mother Jones

Here’s an interesting, unintuitive tidbit about the airline market. When Southwest enters a market, it forces incumbent carriers to lower their fares. No surprise there. But according to a recent study, it does more than that. It also reduces everyone’s on-time performance:

All three conventional measures of arrival delay indicate that airlines begin responding to the threat of entry before Southwest even threatens the route; incumbents’ on-time performance begins to worsen before Southwest actually enters the second endpoint airport, and it continues to do so following Southwest threatening the route, and following entry, as well.

As the chart on the right shows, average travel time for flights starts to increase sharply about four quarters before Southwest begins service in a new market, eventually rising by two minutes three quarters after service begins. The number of flights more than 15 minutes late rises from 18 percent to about 21 percent. Why? The authors find the same effect when other airlines enter a new market, but only if the new competitor is a low-cost carrier. Their guess? Pretty much what you’d expect: “Incumbents worsen on-time performance in an effort to cut costs in order to compete against Southwest’s low costs.”

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Chart of the Day: When Southwest Comes Calling, On-Time Performance Goes South

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What These Climate Scientists Said About Earth’s Future Will Terrify You

Mother Jones

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This story first appeared on the TomDispatch website.

I grew up planning for my future, wondering which college I would attend, what to study, and later on, where to work, which articles to write, what my next book might be, how to pay a mortgage, and which mountaineering trip I might like to take next.

Now, I wonder about the future of our planet. During a recent visit with my eight-year-old niece and 10- and 12-year-old nephews, I stopped myself from asking them what they wanted to do when they grew up, or any of the future-oriented questions I used to ask myself. I did so because the reality of their generation may be that questions like where they will work could be replaced by: Where will they get their fresh water? What food will be available? And what parts of their country and the rest of the world will still be habitable?


How much should you worry about an Arctic methane bomb? The Climate Desk interviewed leading experts skeptical of the threat.

The reason, of course, is climate change—and just how bad it might be came home to me in the summer of 2010. I was climbing Mount Rainier in Washington State, taking the same route I had used in a 1994 ascent. Instead of experiencing the metal tips of the crampons attached to my boots crunching into the ice of a glacier, I was aware that, at high altitudes, they were still scraping against exposed volcanic rock. In the pre-dawn night, sparks shot from my steps.

The route had changed dramatically enough to stun me. I paused at one point to glance down the steep cliffs at a glacier bathed in soft moonlight 100 meters below. It took my breath away when I realized that I was looking at what was left of the enormous glacier I’d climbed in 1994, the one that—right at this spot—had left those crampons crunching on ice. I stopped in my tracks, breathing the rarefied air of such altitudes, my mind working hard to grasp the climate-change-induced drama that had unfolded since I was last at that spot.

I haven’t returned to Mount Rainier to see just how much further that glacier has receded in the last few years, but recently I went on a search to find out just how bad it might turn out to be. I discovered a set of perfectly serious scientists—not the majority of all climate scientists by any means, but thoughtful outliers—who suggest that it isn’t just really, really bad; it’s catastrophic. Some of them even think that, if the record ongoing releases of carbon dioxide into the atmosphere, thanks to the burning of fossil fuels, are aided and abetted by massive releases of methane, an even more powerful greenhouse gas, life as we humans have known it might be at an end on this planet. They fear that we may be at—and over—a climate change precipice hair-raisingly quickly.

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What These Climate Scientists Said About Earth’s Future Will Terrify You

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