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DIESEL REDUCTIONS CREATE LONG-TERM VALUE IN ARIVAT, NUNAVUT

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DIESEL REDUCTIONS CREATE LONG-TERM VALUE IN ARIVAT, NUNAVUT

 

The Hamlet of Arviat is located in Nunavut on the Western shore of the Hudson Bay. The community is accessible only by plane and summer barges used to bring in food and supplies, including diesel fuel for power. The Hamlet of Arviat and NRStor Inc. are working together to develop a community-centric solution reducing the Hamlet’s dependence on diesel power. NRStor worked with the Hamlet to identify the local energy resource, technology preferences, and economics for owning and operating a renewable energy and energy storage project. It was determined that a clean energy solution for Arviat would include wind, solar and energy storage. In addition to environmental benefits, the project will enable local ownership and long-term revenues supporting local economic development. The partnership built between The Hamlet of Arviat and NRStor will continue to create value over the long term.

There are many sources of greenhouse gas emissions that contribute to global warming, but a major one remains emissions from the diesel generators used to power remote communities. In Canada, around 250 Indigenous communities continue to rely solely on diesel generation to provide their power – something many Canadians in the south are not aware of. Many of these remote communities are accessible only by plane and summer barges used to bring in food and supplies, including the diesel fuel for power.

These same communities are on the front line of global warming. They are seeing the early melting of coastal ice, which they rely on for hunting and winter fishing. They are also witnessing firsthand the significant and disturbing trend of thawing permafrost. One such community is the Hamlet of Arviat, located on the western shores of Hudson Bay in Nunavut, approximately 200km north of Churchill, Manitoba. Framed in by several large barrenland rivers, Arviat is surrounded by lively, rolling tundra, an intriguing land rich in wildlife, a gently rolling landscape dotted with lakes and ponds, and steeped in Inuit culture.

There are a number of compelling reasons why Arviat is becoming a unique Arctic community and destination. Arviat is one of Nunavut’s largest hamlets and remains closely tied to its traditional Inuit roots. In addition to having a vibrant arts and crafts industry, Arviat is also becoming a centre of mine training and employment for the Kivalliq Region.

Hamlet of Arviat, Nunavut located on the western shores of Hudson Bay

With one of the first major diesel reduction projects in Canada’s Arctic, Arviat has set a vision of becoming the greenest community in the Circumpolar Arctic region and is determined to reduce its dependence on diesel fuel and secure its own clean energy future.

Although fossil fuel generation used to be one of the only options for powering hard to reach locations, in today’s world, clean energy and energy storage is viable and can produce many benefits: increased power quality and reliability, cleaner air, and safer water. The Hamlet of Arviat began working with NRStor Inc. in 2016 to design and deploy a renewable energy and energy storage microgrid project to bring clean, sustainable energy to its community as well as long-term economic development.

NRStor is a Canadian microgrid developer founded by former Home Depot Canada CEO Annette Verschuren, whose guiding principle for the company is “profit with purpose”. NRStor uses a “partnerships-first” approach to design community-based business models harnessing energy innovation. NRStor is embarking on partnerships with remote and Indigenous communities to develop community-based and community-owned microgrid projects. The goal is to collaborate in designing, building, co-owning, financing and operating energy systems that align with the community’s energy objectives. NRStor believes that this model could prove a game changer for some of Canada’s most remote and challenged communities.

Over the past few years, NRStor and the Hamlet of Arviat have developed a partnership to deploy a community-centric clean energy solution. Using a technology agnostic approach, NRStor worked with the Hamlet to identify the local energy resource, technology preferences, and economics for owning and operating a renewable energy and energy storage project.

Solar panels located at the meteorological tower measuring the wind resource in the Hamlet of Arviat, Nunavut

It was determined that a multi-phase project would incorporate a combination of wind turbines, bifacial solar modules and lithium ion battery energy storage to achieve meaningful diesel reductions in Arviat. A meteorological tower was erected in 2017 to measure the wind resource and refine the project design. Site selection was informed by local and indigenous knowledge through Arviat’s Hunters and Trappers Organization. At the moment, the project design and vendor selection is well underway and revenue agreements with the Nunavut utility, Qulliq Energy Corporation, will be established through their Independent Power Producer program. The partners expect the clean energy microgrid to be commercially operating by the end of 2021.

Through the development process, NRStor and the Hamlet of Arviat have found solutions to the numerous challenges of working in isolated and harsh environments, including microgrid integration, managing logistics and extreme climates.

Once the project is complete, it is estimated that it will prevent more than 160 thousand tonnes of CO2 emissions, and avoid the burning of 30 million litres of diesel over the next 20 years. In addition to transitioning the community to sustainable energy, the project will incorporate local labour and enable workforce training and development.

“The Hamlet of Arviat is convinced of the many benefits that a renewable energy system will provide our community. In addition to reducing environmental impacts, this project will allow us to own our own energy system and will provide a long-term revenue stream into our community,” stated Bob Leonard, Mayor of Arviat.

As a joint owner in the project, the Hamlet of Arviat will secure a source of recurring revenue through    the generation of renewable energy. These funds will support local economic development, using the NRStor partnership and clean energy project as a platform for long-term value creation in a strong and growing Inuit community.

Thanks to Todayville for helping us bring our members’ stories of collaboration and innovation to the public.

Click to read a foreward from JP Gladu, Chief Development and Relations Officer, Steel River Group; Former President and CEO, Canadian Council for Aboriginal Business.

JP Gladu, Chief Development and Relations Officer, Steel River Group; Former President & CEO, Canadian Council for Aboriginal Business

Click to read comments about this series from Jacob Irving, President of the Energy Council of Canada.

Jacob Irving, President of Energy Council of Canada

The Canadian Energy Compendium is an annual initiative by the Energy Council of Canada to provide an opportunity for cross-sectoral collaboration and discussion on current topics in Canada’s energy sector.  The 2020 Canadian Energy Compendium: Innovations in Energy Efficiency is due to be released November 2020.

 

Click below to read more stories from Energy Council of Canada’s Compendium series.

Read more on Todayville.

 

 

 

PETER SUTHERLAND SR GENERATING STATION POWERS NORTHEAST ONTARIO

 

Hydro-Québec takes partnerships, environmental measures and sharing of wealth to new levels

The Energy Council of Canada brings together a diverse body of members, including voices from all energy industries, associations, and levels of government within Canada. We foster dialogue, strategic thinking, collaboration, and action by bringing together senior energy executives from all industries in the public and private sectors to address national, continental, and international energy issues.

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Alberta

Building a 21st century transit system for Calgary

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From the Frontier Centre for Public Policy

By Randal O’Toole

Calgary Transit is mired in the past, building an obsolete transit system designed for an archaic view of a city. Before the pandemic, transit carried 45 percent of downtown Calgary employees to work, but less than 10 percent of workers in the rest of the Calgary urban area, showing that Calgary Transit doesn’t really serve all of Calgary; it mainly serves downtown.

That would have worked in 1909, when Calgary’s first electric streetcars began operating and most jobs were downtown. By 2016, less than 15 percent of Calgary jobs were downtown, and the pandemic has reduced that number further.

Rather than design a transit system that serves the entire urban area, Calgary Transit light-rail system reinforced its downtown focus. Transit ridership has grown since the city’s first light-rail line opened in 1981, but it was growing faster before the light rail began operating than it has since then. Now Calgary Transit is planning even more downtown-oriented light-rail lines.

Light rail is an expensive form of low-capacity transit. The word “light” in light rail refers not to weight but to capacity: the American Public Transportation Association’s transit glossary defines light rail as “an electric railway with a ‘light volume’ traffic capacity.” While a light-rail train can hold a lot of people, for safety reasons a single light-rail line can move no more than about 20 trains per hour in each direction.

By comparison, Portland, Oregon runs 160 buses per hour down certain city streets. An Istanbul busway moves more than 250 buses per hour. Bogota Columbia busways move 350 buses per hour. All these transitways cost far less per mile than light rail yet can move more people per hour.

Once they leave a busway, buses can go on any city street, reaching far more destinations than rail. If a bus breaks down or a street is closed for some reason, other buses can find detours while a single light-rail breakdown can jam up an entire rail line. If transportation patterns change because of a pandemic, the opening of a new economic center, or the decline of an existing center, bus routes can change overnight while rail routes take years and cost hundreds of millions of dollars to change.

To truly serve the entire region, Calgary Transit must recognize that buses are faster, more flexible, and can move more people per hour to more destinations at a lower cost than any rail system. It should also recognize that modern urban areas have many economic centers and use buses to serve all those centers.

Besides downtown, Calgary’s major economic centers—the airport, the University of Calgary, Chinook Center, the Seton health center, and others—are mostly located near freeway on- and off-ramps. Calgary Transit should identify ten or so such centers geographically distributed around the region. It should locate transit centers—which need be no more than curbside parking reserved for buses with some modest bus shelters—near the freeway exchanges closest to each center.

It should then operate frequent (up to five times per hour) non-stop buses from every center to every other center. A few secondary transit centers might have non-stop buses operate to just two or three other centers. Local bus routes should radiate away from each center to serve every neighborhood of the Calgary urban area.

Since non-stop buses will operate at freeway speeds, the average speed of this bus system will be more than double the average speed of Calgary’s current bus-and-rail system. Transit riders will be able to get from any corner of the urban area to any other part of the urban area at speeds competitive with driving.

Such a polycentric system will serve a much higher percentage of the region’s workers and other travelers than the current monocentric system yet cost no more to operate. It will cost far less to build than a single rail line since most of the necessary infrastructure already exists. While some may worry that buses will get caught in congestion, the solution is to fix congestion for everyone, not spend billions on a slow rail system that only serves a few people in the region.

It is time for Calgary Transit to enter the 21st century. A polycentric bus system may be the best way to do it.

Randal O’Toole is a transportation policy analyst and author of Building 21st Century Transit Systems for Canadian Cities. 

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Alberta

Calgary Ring Road opens 10 months early

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Christmas comes early for Calgary drivers

The Calgary Ring Road is now ready to be opened to public traffic, several months ahead of schedule.

Calgary’s ring road is one of the largest infrastructure undertakings in Calgary’s history and includes 197 new bridges and 48 interchanges. The 101-kilometre free-flowing Calgary Ring Road will open to traffic Dec. 19, completing a project decades in the making.

“Calgary’s ring road is a project that has been decades in the making and its completion is a real cause for celebration. This has been an important project and our government got it done. With this final section completed, travelling just got a little easier for families and for workers. This will not only benefit Calgarians and residents in the metro region, it will provide a boost to our economy, as goods can be transported more easily across our province.”

Danielle Smith, Premier

Although construction of the entire ring road project began in 1999 under former premier Ralph Klein, discussions on a ring road around the City of Calgary began as early as the 1950s. In the late 1970s, under former premier Peter Lougheed, high-level planning and land acquisition started and a transportation utility corridor was established to make the Calgary Ring Road a reality.

“The final section of the Calgary Ring Road is now complete, and I’d like to acknowledge the work done by former premiers and transportation ministers and their vision to build Alberta. I’m proud to announce that the final section was completed on budget and months ahead of schedule.”

Devin Dreeshen, Minister of Transportation and Economic Corridors

“I’m thrilled to see the Calgary Ring Road project completed. It was something I have helped shepherd through the process since 2014. Finally, all the hard work put in by everyone has become a reality. The Calgary Ring Road will provide travellers with over 100 kilometres of free-flow travel, create new travel options for the City of Calgary and surrounding area and provide improved market access across the region.”

Mike Ellis, MLA for Calgary-West

Opening the ring road means new travel options for Calgarians, which will draw traffic away from heavily travelled and congested roads such as the Deerfoot Trail, 16th Avenue, Glenmore Trail and Sarcee Trail. For commercial carriers, the ring road provides an efficient bypass route, saving time and money for the delivery and shipment of goods and services.

“The ring road investment generated thousands of local jobs and will now play an integral role in keeping Calgarians and the economy moving. This important transportation link will ease congestion on city routes and greatly improve connectivity and access for businesses transporting goods.”

Jyoti Gondek, mayor, City of Calgary

The ring road is a critical component to growing economic corridors in Alberta and Western Canada, as it connects the Trans-Canada Highway to the east and west, and the Queen Elizabeth II Highway and Highway 2 to the north and south. It is also part of the CANAMEX corridor, which connects Alberta to the highway network in the United States and Mexico.

The completion of the ring road is a major boost for Calgary, opening new business opportunities and supporting key components of the Calgary economy. It sends a signal to businesses and investors that Calgary has a strong highway infrastructure, providing economic corridor connections through the entire region.

“With one of the smoothest commutes in Canada and the capacity to reach 16 million customers by road within a single day, Calgary offers unmatched quality of life and economic opportunities. The triumphant completion of the Calgary Ring Road further improves our capacity to attract even more companies, capital and talent to our city.”

Brad Parry, president & CEO, Calgary Economic Development and CEO, Opportunity Calgary Investment Fund

“This is an exciting step forward for the Calgary Metropolitan Region. This key artery will not only improve the quality of life for the residents of the region, it is also a key economic enabler and we are thrilled to see its completion.”

Greg Clark, chair, Calgary Metropolitan Region Board

Quick facts

  • Stretched into a single lane, the highway is 1,304 kilometres long, the distance from Calgary to Winnipeg.
  • Other sections opened in 2009, 2013, 2020 and 2023.
  • The West Calgary Ring Road is the final piece of the ring road project.
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