Fine for Illegal Storage of PCBs

Recently in a Quebec court, Mr. Isaac Gelber pleaded guilty to three charges related to the illegal use/storage of PCBs and he was fined $25,500 under the Canadian Environmental Protection Act, 1999.

The investigation, led by Environment and Climate Change Canada, showed that Mr. Isaac Gelber had committed several violations to the Act, namely:

  • Using transformers containing polychlorinated biphenyls (PCBs) thereby violating the PCB Regulations;
  • Failing to comply with the environmental protection compliance order, issued by an officer in January 2013, to dispose of three (3) transformers containing more than 500 mg/kg of PCBs
  • Knowingly making false or misleading statements

Polychlorinated biphenyls (PCBs) used to be very popular in a wide range of industrial and electrical applications. They were excellent fire resistant coolants and insulating fluids in transformers, capacitors, cables, light ballasts, bridge bearings, and magnets, among many other things.  Unfortunately, they turned out to be persistent and toxic to humans and the environment. PCBs can:

  • Travel long distances and deposit far away from their sources of release
  • Accumulate in the fatty tissues of living organisms
  • Cause complications like cancer and birth defects
  • Potentially disrupt immune and reproductive systems and even diminish intelligence.

Amended PCB Regulations under the Canadian Environmental Protection Act, 1999 (CEPA), came into force on September 5, 2008. The new regulations set phase out dates for in –use PCB equipment, as well as rigorous labelling and reporting requirements.  They also require prompt and proper disposal of PCB equipment, once it is no longer in active use.

The Department of Environment and Climate Change enforcement officers conduct inspections and investigations under the Canadian Environmental Protection Act, 1999.  They ensure that regulated organizations and individuals are in compliance with environmental legislation.

 

CN sued by Mattagami First Nation over oil spills

As reported in Timmins Today, the Mattagami First Nation, a northern Ontario Indigenous community, is suing CN Rail for alleged environmental and cultural damage caused by two 2015 derailments that led to significant oil spills.

The Mattagami First Nation alleges in its statement of claim that the spills near Gogama, Ont., damaged the local environment and surrounding waterways.

The $30 million suit alleges that the damage, in turn, has created health risks for the population and crippled community members’ ability to observe their Indigenous traditions including fishing, hunting and gathering.

It says the two oil spills, which took place in February and March 2015, collectively poured millions of litres of oil into the area around Gogama, which is about 200 kilometres north of Sudbury, Ont.

Transportation Safety Board inspectors assess the site and the damaged cars in the train derailment near Gogama, Ont. (TSB)

CN declined to comment on the filing, adding it is committed to cleaning up environmental damage caused by the derailments.

Mattagami’s allegations have not been proven in court.

The First Nation claimed the 2015 spills impacted many facets of life for community members.

“Mattagami First Nation members have suffered stress, distress, anxiety and worry as a result of the contamination of the land, waters, plants and animals on which they rely,” reads the First Nation’s statement of claim, which was filed in March but served to CN on Monday.

The suit alleges negligence from CN and claims the rail company breached its standard of care when conducting operations ranging from track maintenance to staff training. It also alleges CN has created a corporate culture that valued speed over safety.

Alberta Proposing to allow Cities to Tax Vacant Brownfields

The Alberta Government recently released proposed changes to the Alberta Municipal Act that, if enacted, would allow for municipalities to tax vacant non-residential property at a higher rate than occupied properties.  The proposal is viewed as a means to spur the development of brownfield properties.

As reported in the Calgary Sun, Edmonton city council is behind the proposal, citing concerns that empty commercial buildings bring down a neighbourhood.  Municipal councillors in Calgary are split on the proposal.

Evan Woolley, a Calgary Councillor, was quoted in the Calgary Sun saying, “I have no interest in raising a new tax on property that can’t be developed. We already know how much property is vacant downtown and raising taxes will only make things worse.”

Calgary Ward 7 councillor Druh Farrell disagrees with his colleague, arguing that raising taxes on business owners who are bringing down the property values for the rest of the community can be an effective way to encourage them to either use the land, or sell it to someone who will.  “We see contaminated sites in high profiles areas, particularly with old gas stations. There’s no incentive to develop it and if it was taxed on highest and best use that would encourage the owner to actually make the most out of it instead of keeping it there as an eyesore,” said Farrell in the Calgary Sun.

Farrell emphasizes that even if the province gives the city power, they won’t necessarily use it, but it’ll be another tool the city can access if they want.

The province hopes to have the amendments come into force prior to October’s municipal election.

The abandoned Eamon’s Camp land in Calgary, Alberta on January 12, 2012. (Photo Credit: Leah Hennel, Calgary Herald)

U.S. Federal Appeals Court finds Exxon not quality for Oil Spill in Arkansas

As reported in Inside Climate News, a federal appeals court has let ExxonMobil largely off the hook for a 2013 pipeline spill that deluged a neighborhood in Mayflower, Arkansas, with more than 200,000 gallons of heavy tar sands crude oil, sickening residents and forcing them from their homes.

The Fifth Circuit Court of Appeals on Monday overturned federal findings of violations and the better part of a $2.6 million fine imposed on Exxon’s pipeline unit in 2015 by the U.S. Pipeline and Hazardous Materials Safety Administration (PHMSA). The regulator had accused the company of failing to maintain the decades-old Pegasus Pipeline and to prioritize testing of a segment of older, high-risk pipe where a 22-foot gash eventually opened along a metal seam.

Oil Spill – Mayflower , Arkansas

Exxon challenged the violation and fine, arguing there was no proof its actions contributed to the spill and saying it had conducted adequate testing of the pipeline as required by law. The appeals court agreed, saying the company met its legal obligation when it “conducted a lengthy, repeated and in-depth analysis” of the pipeline and its risks.

“The unfortunate fact of the matter is that, despite adherence to safety guidelines and regulations, oil spills still do occur,” the court concluded. It called PHMSA’s determination that the company failed to consider risks “arbitrary and capricious.”

In October 2015, PHMSA sent the company a 46-page order, citing nine violations. Ultimately, Exxon challenged six of those violations. The court sided with Exxon on five of them, saying the company took sufficient steps to analyze risks along the pipeline. On one violation—accusing Exxon of saying it had run a certain test on the pipeline when it had not—the court agreed with PHMSA, but it noted the company’s misrepresentation was not a “causal factor in the Mayflower Accident,” as the agency asserted. The court said it would ask the agency to re-evaluate an appropriate penalty for that violation. Exxon has also reached separate settlements with homeowners and governments related to the pipeline spill.

The pipeline consists of three separate sections—built in 1947, 1954 and 1973—that were joined as one system in 2005 and 2006 to carry oil along an 859-mile stretch, southward from from Pakota, Illinois, to Nederland, Texas. The segment that burst is in the oldest section of the pipeline and is made of “low-frequency electric-resistance welded” (LF-ERW) steel pipe, made before 1970 and known to have a higher risk of rupturing along its lengthwise seams because of a manufacturing defect.

The Pipeline Safety Act requires pipeline operators to create “Integrity Management Programs,” which include a written plan to assess pipelines and prioritize certain sections for testing based on risks. The regulations spell out the methods pipeline operators can use to perform these “integrity assessments.” If the pipe is LF-ERW pipe that’s susceptible to “longitudinal seam failure,” the assessment methods have to be capable of detecting corrosion and assessing the strength of the seams. But the law isn’t clear how operators should determine if pipelines are likely to suffer “longitudinal seam failure” in the first place.

The court said that the “pipeline integrity regulations themselves did not provide ExxonMobil notice that the pipeline’s leak history compelled it to label the LF-ERW pipe susceptible to longitudinal seam failure.”

Canadian Government will clean up Iqaluit dumpsite

As reported in Nunatsiaq Online, an old Iqaluit dumpsite littered with metal refuse, fuel barrels and other toxic waste overlooking the Sylvia Grinnell River will soon be removed, following a multi-million dollar remediation contract recently issued by the federal government.  Iqaluit is the capital city of the Canadian territory of Nunavut.  It sits on vast Baffin Island in Frobisher Bay, in Canada’s far north.

Transport Canada has confirmed that it awarded over $5.4 million to Kudlik Construction Ltd. for cleanup of the dump,which lies along the mouth of Sylvia Grinnell River—a popular source of fish.

Iqaluit Dump Site (Photo Credit: Steve Decharme)

The contract follows recommendations outlined in a 2016 report by Arcadis Canada Inc., commissioned by Transport Canada, that detected the hazardous debris buried in the area and noted in earlier studies dating to 2001.

“The nature of the debris in the main landfill and scrap metal dump suggest that the [United States Air Force] was likely responsible for depositing a large portion of the wastes currently found on the site,” said the report, which estimated the dump was started around 1963.

That’s when the Frobisher Bay airbase and weather station was sold to Canada by the U.S. military, but not before American personnel bulldozed old cars, appliances, fuel containers and other toxic refuse over a cliff near the river, the report said.

The site was used intermittently until the 1970s, when it was abandoned for another landfill near Apex.

The area is still used today as a “rogue dumping site” by local residents, the study said, and that could be another source of contaminants. Along with the remains of vintage army vehicles and cars, appliances and modern waste, like car batteries.

Surveyors identified toxic petroleum hydrocarbons, polychlorinated biphenyls, or PCBs, pesticides, and other hazardous materials at four zones within the dumpsite, extending from higher ground to within a few metres of the river.

Work will begin at the site in the coming weeks and will continue until October, Transport Canada said. The remaining non-toxic waste will be sealed into a new landfill and monitored closely until 2020.

“It’s great news that the Sylvia Grinnell area is being remediated,” Iqaluit Mayor Madeleine Redfern told Nunatsiaq News July 25. But she said other old dump sites grounds surrounding the city remain unaddressed despite concerning signs of contamination.

The question is: who is responsible for cleaning them up?

Since many of the contaminated sites predate Iqaluit’s incorporation as a municipality, the responsibility for their remediation—such as the old metal dump—can be hotly contested.

Transport Canada said its responsibilities to remediate land in Iqaluit extend to areas like the Sylvia Grinnell dump, as part of an agreement to cleanup lands around the airfield that were transferred to the Government of Nunavut in the 1990s.

But in submissions to the Nunavut Planning Commission for its upcoming draft Nunavut Land Use Plan, the City of Iqaluit identified eight contaminated sites in and around the municipality that don’t fall under the airfield agreement.

Those include areas that have yet to be remediated in West 40, Federal Road, Apex, Upper Base and Lower Base.

Redfern said various reports on contamination around Iqaluit often never find their way to the right departments, leading to confusion or inaction between municipal, territorial and federal governments on the implementation of their recommendations.

And costs associated with remediation fall well outside the financial abilities of Nunavut municipalities.

“The local level governments have never had the money to effectively be able to handle environmental remediation within their communities,” Redfern said, adding that in her two terms as mayor she’s approached federal and territorial governments about “half a dozen times” on the issue.

“Many of the residents have wondered how these sites get prioritized and the city and the residents would greatly appreciate seeing all these historical sites remediated.”

A report commissioned in 1995 at the site of the old Apex dump found elevated—but below hazardous—levels of lead, copper, zinc and PCBs in nearby soil and marine sediment on the nearby shoreline.

Redfern said the possibility of leaking contaminants from the dump could effect the quality of clams in the bay, but governments not addressed the issue.

“What is the status of the Apex dump, is it still leaching, was remediation ever done?” she asked. “If it is leaching toxins then notices should be put up around the area.”

And the city’s closed North 40 metal dump—northwest of downtown Iqaluit—also dates to the era of the U.S. air base, and shows signs the site may be leaking.

Another study by researchers from the University of Saskatchewan published in 2010 noted elevated levels of hydrocarbons in Iqaluit’s Lower Base area, but concluded the levels are too low to be of risk to human health.

Lower Base used to be a dumping ground for spent fuel canisters, dating back to the earliest period of the U.S. air base in the 1940s.

Redfern added that a study estimated costs to remediate toxins discovered in the last of of the old Butler buildings in Lower Base, one of the oldest structures in Iqaluit, at more than $1 million.

Modern Iqaluit, or Frobisher Bay, was founded when the U.S. military constructed the Iqaluit airfield during World War II, as a rest point for planes flying to Europe on the Crimson Route.

During the Cold War, Frobisher Bay became a central relay point for construction of DEW line stations across Canada’s North, which were built to detect bombers from the Soviet Union crossing into North America through the Arctic.

After the DEW line was replaced by the North Warning System, starting in the late 1980s, many of those stations were abandoned in the early 1990s, leaving behind heaps of toxic waste and contaminants.

In 1996, the Department of National Defence began remediation of 21 DEW line sites across the Arctic at a cost estimated at over $575 million in 2014.

Despite being surrounded by many of the same hydrocarbon and PCB contamination garbage leftover from military uses, only a few hazardous sites near Iqaluit—like Upper Base and Resolution Island—were marked for cleanup as part of that project.

“While remediation [of Resolution Island] provided benefits to the community of Iqaluit, primarily through contracts and employment, the community of Iqaluit has not received the same level of special designation or status for remediation clean up,” the City of Iqaluit said in its submissions to the Draft Nunavut Land Use Plan.

“Despite the fact the Americans set up [Iqaluit] and used key areas within the community for military purposes.”

Canadian TSB rules on Train Derailment in Northern Ontario

The Transportation Safety Board of Canada recently issued a report on its findings related to the 2015 derailment of a train in 2015.  In its report, it ruled that a missed defect in an improperly repaired rail led to a 2015 freight train derailment in northern Ontario that caused numerous cars carrying crude oil to catch fire and crash into a local river system, the Transportation Safety Board of Canada said Thursday.

As a result of its investigation into the incident, the board recommended Transport Canada consistently collect data on general rail surface conditions — and not just previously recorded defects — to better focus its track inspections and help predict future rail failures.

“Track defect information is required to be reported to Transport Canada, while rail surface condition information is not consistently provided and rarely requested by the regulator,” said TSB chair Kathy Fox.

Gogama train derailment

“By integrating rail surface condition data, the planning process may more clearly identify areas of potential track deterioration and the targeted track inspections can be better focused to reduce risk in the rail transportation system.”

Thirty-nine CN Rail cars went off the tracks near Gogama, Ont., in March 2015, while the train was travelling east at 69 kilometres an hour, less than the speed limit. As a result, 2.6 million litres of oil were released, igniting an explosion that destroyed a steel rail bridge, the TSB said.

“This was the third significant derailment involving a CN freight train in a three-week span in early 2015 … in northern Ontario,” Fox said, noting that Transport Canada had not inspected that area of track since 2012.

There were no injuries reported, but residents of the nearby Mattagami First Nation were advised to stay indoors during the cleanup due to possible smoke inhalation and told not to consume water from the community source.

The TSB said the derailment occurred after a recently repaired rail within a joint broke under the train.

Rob Johnston, manager of the TSB’s central region rail operations, said a track maintenance employee repaired the broken rail three days before the derailment.

But during the repair, he missed an internal defect called a vertical split head, which was present, but not visible to the naked eye, Johnston said.

The crack could have been detected with what’s known as a dye penetrant test, Johnston said, but that was not performed even though it was required by CN standards.

“While aware of the test, the employee had never performed one or seen one before,” he said. “CN’s training did not highlight the importance of the test and did not provide opportunities for practical, hands-on training.”

Given the botched rail repair, the TSB’s report notes that a “slow order” should have been applied to reduce the speed of the train on that section of the track, but none was issued.

Going forward, the TSB called on Transport Canada to gather data from railways on rail conditions — such as localized surface collapse — that can help identify areas of potential track deterioration.

Fox said Transport Canada considers various factors to identify areas of concern, most of which are events that have already occurred — such as the number of accidents, broken rails or track defects that required repair under track safety rules.

CN said it has taken action to increase safety measures following the 2015 derailments, from improving training for all track workers to implementing stronger engineering standards for its rail repairs and inspections.

“We have expanded our use of technology to analyse, monitor and inspect track across the CN network. We continue to invest to maintain, improve and protect our infrastructure,” CN spokesman Patrick Waldron said Thursday.

“This was a very unfortunate incident, the result of a broken rail, and we apologize to the residents of Gogama and the Mattagami First Nation for the impacts to their community.”

Global Spill Response Market worth $34 Billion by 2022

Market Insight Reports recently released Global Emergency Spill Response Market Research Report 2017 to 2022 that presents an in-depth assessment of the Emergency Spill Response including enabling technologies, key trends, market drivers, challenges, standardization, regulatory landscape, deployment models, operator case studies, opportunities, future roadmap, value chain, ecosystem player profiles and strategies.  The report also presents forecasts for Emergency Spill Response investments from 2017 till 2022.

This study answers several questions for stakeholders, primarily which market segments they should focus upon during the next five years to prioritize their efforts and investments. These stakeholders include Emergency Spill Response manufacturers such as Oil Spill Response, Marine Well Containment, Polyeco, Vikoma International, Desmi A/S, Veolia Environnement, Clean Harbors, US Ecology, Adler and Allan, Markleen A/S, Elastec.

Primary sources are mainly industry experts from core and related industries, and suppliers, manufacturers, distributors, service providers, and organizations related to all segments of the industry’s supply chain. The bottom-up approach was used to estimate the global market size of Emergency Spill Response based on end-use industry and region, in terms of value. With the data triangulation procedure and validation of data through primary interviews, the exact values of the overall parent market, and individual market sizes were determined and confirmed in this study.

 

Mount Polley Subject To Private Prosecution Due To Province’s Failure To Act

Article by Paula Lombardi from Siskinds LLP

In the fall of 2016 MiningWatch Canada initiated a private prosecution under the Fisheries Act against the British Columbia government and Mount Polley mine as a result of the collapse of the Mount Polley tailings dam in 2014. The failure of the dam resulted in 25 million cubic metres of washwater and mine waste being released downstream into Hazelton Creek, Polley Lake and Qeusnel Lake. The contents of the washwater and mining waste including mercury, lead and other toxic waste.

In the charges, MiningWatch Canada alleged that the dam released mine waste in 2014 directly into British Columbia’s Cariboo region creating a new valley and permanently destroying or altering fish habitat. It is believed that the release of the mine waste has impacted 20 different species of fish.

Mount Polley Mine

In March 2017, MiningWatch’s private prosecution against both the province and Mount Polley Mining was stayed. A lawyer for British Columbia stated that the private prosecution was not in the public interest because the British Columbia Conservation Officer Service, Environment and Climate Change Canada, and Fisheries and Oceans Canada were already investigating the incident.

The newly elected British Columbia government announced the first week of August 2017 that it would not be pursuing charges against the mine before the expiration of three year limitation deadline on the basis that “an investigation was still ongoing.” This decision leaves it solely to the Federal government to determine whether or not to pursue charges against the mine under the Fisheries Act.

On August 4, 2017, three years after the spill of the mine waste, and at the end of the three year limitation period within which the province can initiate charges, Bev Sellars, indigenous activist and former Chief of the Xat’sull First Nation, filed charges against the Mount Polley Mining Corporation. 15 charges in total, 10 under the B.C. Environmental Management Act and 5 under the B.C. Mines Act, were brought by Bev Sellars as part of a private prosecution against Mount Polley. These charges relate to the dumping of contaminated mining waste into the environment and surrounding waterways, and poor and unsafe operational practices contrary to the permits issued to the corporation and the statutory regime. These charges can potentially be taken over by the provincial government. The private prosecution is supported by numerous organizations including MiningWatch Canada, West Coast Environmental Law’s Environmental Dispute Resolution Fund, the Wilderness Committee and the First Nation Women Advocating for Responsible Mining.

B.C’s chief inspector of mines along with an independent panel of engineering experts concluded that the collapse resulted from a poorly designed dam that failed to take into account drainage and erosion failures.

The British Columbia auditor general in its May 2016 report concluded that compliance and enforcement in British Columbia’s Ministry of Mines, Energy and Petroleum Resources and Ministry of Environment and Climate Change were inadequate and “not set up to protect the province from environmental risks.”

The news release relating to the May 2016 report from the Office of the Auditor General of British Columbia stated the following as it relates to the departments audit of compliance and enforcement of the mining sector:

“Almost all of our expectations for a robust compliance and enforcement program were not met,” [says Bellringer]. “The compliance and enforcement activities of both the Ministry of Energy and Mines, and the Ministry of Environment are not set up to protect the province from environmental risks.”

The findings indicate major gaps in resources, planning and tools in both ministries. For example, both ministries have insufficient staff to address a growing number of permits, and staff work with cumbersome and incomplete data systems.

As a result, monitoring and inspections of mines were inadequate to ensure mine operators complied with requirements. Additionally, some mining companies have not provided government with enough financial security deposits to cover potential reclamation costs if a mining company defaults on its obligations. It’s underfunded by over $1 billion – a liability that could potentially fall to taxpayers.
In light of the May 2016 Auditor General’s report, we expect that the goal with the filing of these recent charges would be to encourage the province to take over the charges and enforce its own laws. Under the B. C. Environmental Management Act, the Court can order alternative remedies including but not limited to remediation, compensation and restoration of fish habitat.

 The content of this article is intended to provide a general guide to the subject matter. Specialist advice should be sought about your specific circumstances.

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About the Author

Paula Lombardi is a partner of Siskinds LLP,  and practices in the areas of environmental, municipal, regulatory and administrative law.  Prior to joining Siskinds, Paula worked as an associate at a Bay Street law firm where her practice focused on occupational health and safety, environmental and regulatory matters.

Paula has a great deal of experience in: providing due diligence advice; dealing with contamination issues; handling of organic chemicals and hazardous wastes; obtaining environmental approvals; obtaining planning and development approvals; providing advice to municipalities; defending environmental prosecutions; and assisting companies with environmental and regulatory compliance. Paula has appeared before numerous administrative tribunals.

 

Hazmat Response and Confirmation of Chemical Identity

Philip Tackett, a certified HAZMAT responder and a Product Manager at FLIR, discusses its latest tool for chemical identification

Civilian and military responders face scenarios ranging from intentional chemical attacks and accidental hazardous material (HAZMAT) releases to natural disasters and environmental monitoring or remediation efforts.  Responders step on-scene with a diverse toolkit –sometimes small and other times extensive. It is critical to stay familiar with the equipment in the kit, because no single chemical detection tool can provide answers for every scenario.

Colorimetric test kits are one of the most commonly used technologies for quickly collecting presumptive information about a chemical. They are used to determine if a threat is present and determine its chemical class.  This information is important, but knowing the exact identity of a chemical can inform a safer response.  True chemical identity can provide information to responders and law enforcement officials beyond the initial threat, and lead to further discoveries to further safeguard the public.

While some detectors only indicate the presence of a chemical, others specifically detect hazards in the presence ofa complex chemical background, like a gas chromatograph mass spectrometer (GC/MS).  GC/MS is an incredibly sensitive and highly specific tool commonly used in laboratory environments.  It can sense trace level chemicals other equipment can’t, while also providing the ability to positively identify the chemical. But chemical emergencies don’t just happen in laboratories –they can happen anywhere.

Real-time chemical detection and identification in the field is critical to the CBRNE or HAZMAT response mission.  Confirmatory chemical identification enables responders to mitigate a threat and protect people and the environment from harm.

The most challenging aspects of taking gold-standard technology like GC/MS into the field is survivability in harsh environments and ease of use.  Significant technological advancements have led to the development of the FLIR Griffin G510 person-portable GC/MS system.  Its lab-quality detection performance, simple-to-use interface, and rugged construction are ideal for high-consequence response missions.

Response missions take place in complex environments that the GC/MS must withstand.  The Griffin G510 is completely self-contained in a 36-pound device, including batteries, carrier gas, vacuum system, injector, and heated sample probe. It is also the first IP65-rated portable GC/MS.  This means it’s dust-tight and spray-resistant, which adds flexibility to decontamination procedures.  There is no 40-pound external service module like other portable GC/MS systems and no 20-pound external pump under the bench like those seen in a laboratory. Batteries last up to four hours and are hot swappable, should the mission extend longer than expected, which eliminates the need for a power generator.  The Griffin G510 is designed from the ground up to operate outside of the lab.

Hazmat technicians will dive into using the features that deliver lab-quality analysis.  First on-scene operators will appreciate that they don’t need a Ph.D. to use it.  Basic operator training is completed in only two hours, while expert training can be completed in a single day.

The user interface truly sets it apart from other portable GC/MS systems.  It’s streamlined design and guided controls help the user select the mode of operation.  First responders must perform quickly and with limited dexterity when wearing required PPE.  They are responsible for sample and data collection, and in some cases, real-time decision making.  The G510 alerts the operator with visual alarm confirmation both on the handheld probe, as well as the on-board 9” touchscreen.  The large touchscreen can be operated by a responder while wearing full personal protective equipment (PPE).

Hazmat responders can use the Griffin G510 to analyze all phases of matter (solid, liquid, gas).  Its integrated survey mode capability identifies vapor-phase chemical threats within seconds.  Its integrated split/splitless liquid injector enables responders to perform direct injection of organic liquids –an industry first.  This same injector also accepts other sampling tools, including solid-phase micro-extraction (SPME), off-the-shelf headspace analyzers, and the Prepless Sample Introduction (PSI) Probe.  The PSI-Probe directly accepts solid samples in their native form (such as soil and water-based materials).  The Griffin G510 reduces the burden of sample preparation for the operator and provides ultimate flexibility as the daily mission changes. Hazardous environments demand the ultimate toolbox include confirmatory instrumentation like GC/MS.  The Griffin G510 portable GC/MS redefines performance, ease of use, and value for the responder toolkit.

 

Environmental Insurance – Introduction and Environmental Insurance Courses

Save the date: Tuesday, September 12, 2017 The Berkley Canada (a Berkley Company) Environmental Team is pleased to confirm we will be offering two Registered Insurance Brokers of Ontario (RIBO) accredited courses: Environmental Insurance – Introduction; and Environmental Insurance – Advanced Topics. The courses are open to commercial insurance brokers, asset managers, risk managers, insurance buyers, lawyers and consultants interested in learning about environmental insurance. More details to follow shortly. Please contact me at cspensieri@berkleycanada.com should you want more information.