Showing posts with label bitumen 40/50. Show all posts
Showing posts with label bitumen 40/50. Show all posts

July 11, 2017

ONLY 10 percent of the surfaced (tarred) national road network is in good condition, with 30 percent in poor condition while 57 percent is in fair condition, a senior Government official has said.

About 3 percent of the road network has been unclassified, 1 percent of gravel and earth roads were certified to be in good condition, 22 percent was in fair condition, 72 percent was said to be in poor condition while five percent was unclassified at this stage.

In response to this situation, Government has initiated a number of road rehabilitation projects, including building new ones. Some of the road rehabilitation projects initiated through the Ministry of Transport and Infrastructure Development include. . .

Tenders will be awarded on a Build Operate Transfer (BOT) basis for the Beitbridge-Bulawayo-Victoria Falls, Harare-Nyamapanda and Rutenga-Boli-Sango roads before the end of this year.

Currently, feasibility studies and detailed engineering designs are underway for the Beitbridge-Bulawayo road and should be completed by August this year, after which tenders will be floated.

Transport and Infrastructure Development Minister Dr Jorum Gumbo said Government had made significant investment into the road network and more funds would be channelled towards infrastructure. The minister said about $300 million had so far been channelled into infrastructure development, including road rehabilitation.

"Some $13,28 million was spent on rehabilitation and maintenance of road infrastructure in 2015 and $11,44 million in 2016. At the same time, rehabilitation of the Plumtree-Mutare road was done from 2012 to 2016 at a cost of $206 million," said Dr Gumbo.

"In the aviation sector, the major investment has been upgrading of Victoria Falls Airport in the last three years to December 2016, at a cost of about $150 million. There was also some money spent on rehabilitation of the runway at Harare International Airport," he said.

All the road works were funded by the Zimbabwe National Road Authority and the Ministry of Finance and Economic Development.

"There has been no private financing of transport infrastructure development since the New Limpopo Bridge in 1994 and Beitbridge-Bulawayo Railway (BBR) in 1998.

"The Plumtree-Mutare project was financed through a loan obtained by ZINARA from DBSA (of South Africa). Victoria Falls Airport was financed by a loan to Civil Aviation Authority of Zimbabwe from China," said Dr Gumbo.

Minister Gumbo said the National Railways of Zimbabwe also carried out some rehabilitation work on the national railway network.

The condition of the country's road network had deteriorated since the last condition survey in 2010. At that time, 20 percent of the national road network was assessed to be in good condition, 30 percent in fair condition and 50 percent in poor condition. Ongoing road projects include the dualisation of Beitbridge-Harare-Chirundu highway, including the Harare Ring Road.

"The construction team has started arriving from China, and construction is expected to start in September this year," he said.

"We are also going to construct Phase 2 of the Harare International Airport Road. The late commencement has been due to delays in carrying out the required feasibility study. Again this will be done and project implementation will commence before the end of the year." the Minister added.

More funds, especially foreign direct investment, could have been channelled towards road projects, among other infrastructure development projects, but lack of appropriate and adequate legislation governing Public Private Partnerships was a hindrance.

"However, we now have the Joint Venture Act, and we trust that from now on we will be able to attract significant levels of FDI in transport infrastructure development," the Minister added.

Source - Bulawayo

June 22, 2016

Chile Road Projects Tender

Chile is pushing ahead with infrastructure development. The Ministry of Public Works intends to award five to seven projects during 2016. 

The Ministry of Public Works has also set a target of having 12-13 major infrastructure projects being awarded and worth a total of US$6 billion by the time the current administration comes to the end of its term.

One road project due to be awarded shortly is for the phase two of the Vespucio Oriente link. The tender is expected to open in July 2016. 
The projects for the Ruta de la Fruta, El Loa link and the road from Los Vilos to La Serena will also be put to tender in 2016. Meanwhile the tender process for the $1 billion Costanera Central project will be put out to tender in 2017.

First publishedon

November 20, 2015

Cheaper Crude Kills Bitumen Blend with high carbon


Some independent teapot refiners in China's eastern Shandong province will be ramping up crude oil imports over the next month in a bid to utilize their import quotas before the end of the year, trade sources said this week.

This is despite a slowdown in domestic gasoline and gasoil sales, which dampened teapot refiners' demand for imported crude, petroleum bitumen blend and straight-run fuel oil over this week, as they continue to grapple with rising oil product stocks, according to sources.

No new crude cargoes have arrived at Shandong ports this week, after a string of deliveries last week.

But given a few refineries have only utilized just a small portion of their annual import quotas, the Shandong provincial government has required Lihuayi Petrochemical -- better known as Lijin -- Yatong Petrochemical and Kenli Petrochemical, to import a total 880,000 mt of crude before the end of this year.

Lijin will need to import 200,000 mt next month in order to meet its target.

The refiner, which has a crude import quota of 3.5 million mt/year, received two cargoes totaling 200,000 mt last week and will be returning from an ongoing full turnaround at the end of November.

Yatong will need to import around 600,000 mt of crude before the end of the year.

The refiner last week has received one 50,000-mt cargo of Russian Sokol crude, after taking delivery of its first import cargo of 60,000 mt in October. Yatong has a crude import quota of 2.76 million mt/year.

Kenli Petrochemical will have to import 80,000 mt of crude by the end of this year, according to sources.

The refiner, which has a quota of 2.52 million mt/year, has so far received a total of about 200,000 mt of Russian ESPO blend crude.

Meanwhile, some Omani crude, as well as Brazilian grades, were offered into the spot market on a FOB Qingdao basis, sources said.

With teapot refiners importing crude, the supply of imported crude in the Shandong market has also become abundant.

Some of the teapot refiners unable to fully use up their import crude supply in their own systems were said to be selling part of their cargoes to other teapot refiners which have not been granted import quotas yet.

Shandong's teapot refineries are able to crack crude and fuel oil, but they have been using less imported fuel oil since November 2014 because of relatively high procurement costs.

After the government granted teapot refineries access to imported crude oil, crude has been the top feedstock choice, while bitumen blend is still considered favorable for those that have no access to both domestic and imported crude.


Imports of petroleum bitumen blend by Shandong teapot refineries have been slow in recent weeks, mainly due to uncertainties over tax issues.

There was talk in the market that the government may levy a consumption tax on bitumen blend, as it has a similar quality to fuel oil. And should this happen, there will probably be fewer buyers for bitumen blend, which is used as feedstock for coking units.

Since the government typically reviews and revises all import and export items at the end of the year, trade sources said they would rather wait for a clear directive before resuming imports.

No new bitumen blend cargoes have arrived for Shandong teapot refineries this week.

Yuhuang Petrochemical and Hengyuan Petrochemical early this month have each taken delivery of a 100,000-mt cargo of bitumen blend at Rizhao and Tianjin. Another two similar cargoes are scheduled to arrive late this month, sources said.

This compares with an estimate 530,000 mt of bitumen blend imports, in five cargoes, into Shandong ports in October, which was lower than September's imports of 1.1 million mt in 12 cargoes.

The steep fall in bitumen blend imports was attributed to more teapot refineries being allowed to import crude, freeing up domestic crude supply to other refiners and displacing the share of bitumen blend in refiners' feedstock mix as a result.

Premiums of November-delivery common grade bitumen blend cargoes were heard at around $20-$25/mt to the Mean of Platts Singapore 380 CST high sulfur fuel oil assessments on a CFR basis.

Common grade bitumen blend has a density of 0.98-0.99 kg/l, sulfur content of 2%-3% and carbon residue of 12%-14%.

Teapot refineries in Shandong -- China's main buyers of imported straight-run fuel oil before November 2014 -- have largely switched to comparatively cheaper bitumen blend that does not incur consumption tax and import tariffs.


On Russian M100 fuel oil, one 30,000-mt cargo is due to arrive Friday at Rizhao port in Shandong.

The cargo will be taken by Xinhai Petrochemical in Jiangsu province, a subsidiary of Shandong's biggest teapot refiner Dongming Petrochemical. Western trader Mercuria was said to have moved M100 fuel oil cargoes into Shandong this month, though details on the number of cargoes and buyers were not known.

M100 fuel oil cargoes for delivery in early December were heard talked at premiums of around $45/mt to MOPS 180 CST fuel oil assessments on a CFR basis, stable from those delivered in early November.

Meanwhile, despite current thin demand for M100 fuel oil from teapot refineries and petrochemical plants, some Chinese companies are now expected likely to participate in Russian state-owned Rosneft's term tender for 2016.

The tender, offering up to 3.5 million mt of M100 fuel oil for loading over January to December 2016 from Nakhodka or Slavyanka, closes on November 19, and bids will remain valid until December 11.

Rosneft currently has a term contract of up to 2.8 million mt of M100 for loading over January-December 2015 from Nakhodka or Vanino with Mercuria, at a term premium of around $85-$88/mt to MOPS 180 CST HSFO assessment on a FOB basis.

--Edited by Irene Tang,

August 15, 2015

Bitumen Scam in India - As Usual ?

R&B Minister says he is handing over the case of theft of 1000 tons of Bitumen (coal tar) to the Crime Branch. The theft was detected this summer when the government started macadamization of the flood-devastated roads.

“Compared to the last audit in the stores, we found 600 tons missing in Kashmir and nearly 400 tons in Jammu,” Altaf Bukhari said, adding that “this is not an ordinary loss.”
Bukhari said that the department concerned has been asked to initiate in-house investigations which will be followed by the case going to the police Crime Branch.

“We want to involve the police this week so that the accused are identified and punished,” Bukhari said. Stores department in Kashmir has placed services of three of its store-keepers under suspension. Action initiated by the Jammu wing was not immediately known.

Bukhari said this is not the only thing that has happened. “I have discovered that the Bitumen was purchased at a cost upward of Rs 60,000 per ton earlier while we purchased at a cost more than Rs 20,000 less,” Bukhari revealed.

Disappearance of the bitumen from the government stores was one factor for slight delay in the start of macadamization process. It was later procured both by private and public sector.

Under earlier system, the R&B department would issue Bitumen to the contractors for macadamization. Under the new system, they have to manage it on their own but ensure the macadamization is of the specifications that are mentioned in the job order.

“Once we sought a three-year guarantee from the contractors, the real issues started tumbling out,” Bukhari said, adding “now we have an answer to why the macadam was vanishing within a few months.”

He said that the process initiated by his government will ensure the roads repaired and improved do not become a mess again.

Source -

August 3, 2015

Eating Bitumen ?

Another day, another tense showdown between a motorist and a cyclist emerges online.
This time the pair clashed in Reading in the UK and the driver has most certainly come off second best by finishing the dispute face down in a gutter courtesy of a ill-considered kick to the rider’s back wheel.
A friendly discussion about UK road rules. Photo: YouTube
The face off begins when the unknown cyclist gets annoyed at what he sees as a dangerously close pass by the motorist. As any helmet-cam wearing rider would do in this day and age, he pursues the driver to express his views on the situation.
Words are exchanged.
Talks break down. Photo: YouTube
Words like: “Are you a f---ing tank?” and “Do you need to drive in the road?” and “Get a car”.
The pair go on to discuss the pros and cons of helmets, seat belts and the nuances of local road rules. The driver runs out of patience and decides to seize the camera in evidence, we presume, once the cyclist signals his plans to call the police.
Driver breaks down. Photo: YouTube
A short chase, a swift kick and a painful looking fall later, we have all the makings of yet another viral car versus bike video.
Uploaded last Thursday, more than 1.5 million people have now watched the footage.
Now, we're not saying Australians are perfect. We've had our share of tension between two wheeled and four-wheeled road users too, but tempers in Britain seem to fray a lot on this issue. Maybe it's something to do with the presence of helmet cams though?
Or perhaps it's just that Aussies take a "less talk, more action approach" as this scary video of a car clipping a cyclist shows. The angry man in the previous video, it turns out, was an Aussie ex-pat as well.
Neither locality nor nationality have anything to do with it though. Where ever humans operate vehicles, disputes are bound to happen, as are accidents. Both cyclists and motorists are more than capable of being at fault as well.
And there will always be someone prepared to take matters into their own hands.
Source - Yahoo News

September 12, 2014

Less Bitumen in the Coming Days

FM Conway has forged a deal with ExxonMobil to import bitumen from its refinery near Antwerp in Belgium

First delivery to Imperial Wharf bitumen terminal  
 First delivery to Imperial Wharf bitumen terminal

The bitumen lands at FM Conway’s new Imperial Wharf site on the River Thames in Gravesend, Kent, which has gone through a £2.5m refurbishment. The wharf has the capacity to dock and store up to 7,500 tonnes of bitumen.

The refurbished facility and jetty will also provide the capacity for FM Conway to import and store a variety of other construction materials.

CEO Michael Conway said: “With global bitumen refinery capacity decreasing, there is a trend for less bitumen to be available. This new collaboration with ExxonMobil allows us to secure a long-term supply of bitumen, giving us full control over our supply and allowing us to cut input costs and, crucially, give security of supply to clients and partners.”

Source -The Construction

March 18, 2014

Transporting Bitumen

Canada’s oil sands bitumen spared from new US crude-by-rail rules


Bitumen from Canada’s oil-sands formations is free to ride in older rail cars under an amended set of rules issued by the US that also eased testing for oils that shippers are familiar with handling.

The US Transportation Department clarified requirements for shipping oil by rail issued Feb. 25 after companies were found classifying crudes as less hazardous than they were. The updated order makes clear that the rules apply only to flammable “UN 1267” crudes and that shippers with “sufficient knowledge” of the oils they’re handling will not be required to test for corrosivity.

“So unless the bitumen is categorized as UN 1267, Class III crude oil, the amended EO would not apply,” said Jeannie Shiffer, a spokeswoman for the Transportation Department’s Pipeline and Hazardous Materials Safety Administration Transportation Department. Bitumen diluted with condensate may be classified as a flammable oil and fall under the new rules, she said.

The trade group American Fuel & Petrochemical Manufacturers (AFPM) criticized the original order, saying it left questions unanswered, and warned that the lack of clarity could cause fuel shortages. The revisions are a “judicious response,” AFPM president Charles Drevna said in a statement.

More Shipments

Shippers of bitumen, a thick, tarlike substance found in oil sands, were particularly at risk from the Feb. 25 order. They would no longer have been able to export product in older cars known as AAR-211s, companies including Strobel Starostka Transfer Canada said.

“There are companies that take it out of the ground and call it bitumen or fuel oil from the start, and that would be perfectly legal” under the clarified order, Marvin Trimble, Strobel Starostka’s commercial development director, said by telephone.

Shipments of bitumen by rail to the US are accelerating. More than 200,000 bpd of crude are leaving Western Canada by rail, and Peters & Co., a Calgary-based investment bank, forecast that would reach 500,000 by the end of the year.

The amended order also clarified that only companies “without sufficient knowledge” to classify the oil they’re shipping may be subject to additional tests such as those to detect the level of flammable gases, compounds such as hydrogen sulfide and corrosivity.

“It says that if the shipper is familiar with the material they’re transporting, then those tests are not necessary,” Rich Moskowitz, general counsel for the AFPM, said by telephone from Washington.

The Transportation Department warned of penalties for those who try to reclassify their crude to “circumvent the requirements.” 

March 4, 2014

Bitumen Refinery in Canada

WorleyParsons has won a $Can130 million ($A132 million) contract to provide engineering and procurement work for a bitumen refinery project in Canada.

The North West Redwater new bitumen refinery project is in Sturgeon County, northeast of Edmonton, Alberta, close to major crude oil and diluent pipelines in Albert, WorleyParsons said in a statement on Monday.

The work will be performed by WorleyParsons in its Edmonton, Toronto and Mumbai offices, beginning immediately.

WorleyParsons already is involved in other work on the $Can8.5 billion Sturgeon refinery project that will process 50,000 barrels a day of bitumen.

The project is a partnership between North West Upgrading and oil and gas giant Canadian Natural Resources.


February 13, 2014

Bitumen Seepage in Alberta

Record Bitumen Seepage in Alberta Continues Unabated
Example of large fractures in earth that continue to seep bitumen at one of four well sites operated by CNRL at the Cold Lake Air Weapons Range. Photo: CNRL, September 2013.
Researchers of an independent report on one of the largest ongoing oil releases in Alberta history say the provincial regulator and industry must do more to inform the public about the scale and impact of massive bitumen seepage in the oil sands.
For nearly a year now, more than 12,000 barrels of bitumen mixed with water have seeped through several long cracks (some as long as 100 metres) in the forest floor near four wells owned by Canadian Natural Resources Ltd. (CNRL) in the Cold Lake region.
To date, the Calgary-based company has spent nearly $40 million in cleanup operations that have involved the removal of 70,000 tonnes of earth. It also pumped 404,378 cubic metres of water out of a small lake to clean up two large bitumen fissures.
CNRL says the cause of the extraordinary seepage at its Primrose facility is due to a failed or partially failed wellbore, but other observers suspect that the formation was over-pressurized.
The Alberta Energy Regulator said in a November 2013 press release that it has reached no conclusions about the cause and is actively investigating it.
But the report argues it's highly unlikely that four wellbores six kilometres apart would fail at the same time, and suggests the company has probably fractured protective caprock overlaying bitumen formations.
"Both the Alberta Energy Regulator and CNRL have been slow to provide information and the information provided has been sparse and frequently inaccurate," says Peter Lee of Global Forest Watch Canada, and one of the report's authors. Global Forest Watch Canada is a network of organizations that exists to provide information about development activities in Canada's forests.
"CNRL is known to be a media-shy company," adds Kevin Timoney of Treeline Ecological Research, a co-investigator. "The Alberta Energy Regulator, despite its public relations statements, remains a secretive agency. Neither excels at providing timely, accurate and complete information to the public. When the failure to inform is combined with major environmental incidents and a regulator that fails to err on the side of caution, the public interest suffers."
Reports on the volume of bitumen released to the surface, for example, do not add up compared to volumes that the company says it has recovered.
It took the Alberta Energy Regulator six months to answer queries about accuracy and reliability of its data on the incident from the two Alberta scientists who wrote the report. Both researchers say they've also documented the slow and uneven rate of enforcement of environmental rules in the province.
Given the uncontrollable nature of the bitumen seepage and its impact on groundwater and wetlands, the report also advises that steam injection "operations should be suspended or curtailed until major unknowns are addressed. Over-pressuring of bitumen reservoirs should be prohibited."
On a newly refurbished webpage dedicated to the ongoing event, the company promises that it will "modify how we steam and the growth in steam volumes in successive cycles to provide greater certainty that all fluids remain" in the Clearwater, the formation they are steaming.
How caprock can crack
The bitumen release has set off alarm bells in the oil sands industry, because half of bitumen production from the mega-project now involves companies injecting highly pressurized steam into the ground to recover deep deposits of tarry bitumen.
In the future, 80 per cent of all oil sands production will come from energy-intensive steam injection plants.
Although industry has presented this form of production as more environmentally friendly than open pit mining, the cyclic steam injection process used by CNRL at depths of 400 metres can lift ground cover by as much as 36 centimetres (14 inches) over the course of a month. Pumping the melted bitumen out can result in an equal amount of subsidence too.
Studies on the phenomenon nearly 20 years ago demonstrated that "it is physically possible to appreciably raise the ground surface by injecting fluids underground."
Since 2001, satellite imagery has been used by industry to monitor the progress of steam injection and detect ground deformation. The imagery can also help industry determine "whether linear features exist at the surface that may indicate the presence of weaknesses in the subsurface, such as fractures or even faults."
Secret federal briefing notes obtained by Postmedia reporter Jason Fekete last month show that the government knew about satellite data that showed ground level deformation in the area from 2009 to 2013.
Fekete reported that the satellite data showed that "the values of ground deformation (both subsidence and uplift) at the CNRL operation were often in the range of 10 to 30 centimetres over various sampled 24-day periods." Such data indicates that CNRL may have injected too much steam into the formation.
Many scientists now fear that continuous lifting and dropping of the earth combined with the force of injection near local faults and abandoned wells could fracture holes in the caprock, leading to extensive groundwater pollution and surface bitumen leaks.
Still cracks in the research
The Alberta Energy Regulator has had a team studying the critical problem of caprock integrity since 2009, but has yet to issue any reports or an incidence database as promised on its website.
The incidents are well-known. One event took place at Total's Joslyn steam plant project in 2006. After the company injected the formation (the cause is still the subject of debate), steam exploded to the surface and created a 300-metre crater in the forest. It took the regulator four years to report on the event.
Similarly, a major release by CNRL at the same project now seeping uncontrollably occurred in 2009 and contaminated groundwater. The regulator did not report on that event until 2013, four years later.
Causation of both events remains unresolved.
"The regulator's inability to determine the causes of previous caprock failures while allowing high pressure cyclic steam operations to continue in the absence of improved safeguards has imposed unquantified risks to bitumen resources, groundwater and adjacent ecosystems," adds the independent report.
Industry is keenly aware of the risks that highly pressurized steam injection now poses in the region. One operation that steamed formations at depths of 480 to 500 metres below the surface had "experienced steam breakthrough" to the surface. As a consequence, "the operators decided to implement a microseismic monitoring system to further observe the steam pathway from the reservoir to the surface in order to avoid any further breakthroughs to the surface," reports ESG Solutions, a company that pioneered technology to help industry measure small earthquakes caused by energy and mining projects.
A better monitoring program helped the company avoid more engineering mistakes, such as injecting too much steam pressures that might "induce fractures in a caprock layer or reactivate existing faults or fractures, causing communication with a sensitive layer (i.e. an aquifer) or in the case of shallow operations, the surface."
Scientists have also known for years that the uplifting can shear off wellbores in the region. One 2001 study by University of Waterloo researcher Maurice Dusseault reported the failure of 250 wells in the Cold Lake region due to the steam induced expansion and contraction of bitumen deposits.
Noted the Dusseault paper: "Downhole integrity loss often can be repaired, but uphole shear failures at Cold Lake are serious events that could result in the release of fluids to the surface. These cannot be repaired, and the wells must be abandoned. Multiple uphole casing failures have caused the abandonment of an entire pad of wells resulting from destabilization of the shale zone where shear is concentrated."
No-steam-injection order issued
To date, it is not known how much bitumen has seeped underground into groundwater or other formations or when it will stop seeping through fissures in the ground.
The Alberta Energy Regulator has imposed a no-steam-injection order for the entire Primrose East area.
The report concludes that "expansion of in situ methods of bitumen exploitation across Alberta is outpacing the increase in knowledge of the potential below-ground and surface impacts of these methods. By the time the effects of these methods are sufficiently understood, it may be too late to remediate."
Moreover, continued use of cyclic steam injection "may result in large and unpredictable costs, and those costs will not be borne by the energy companies but by future generations of Canadians."
23 different groups asked for a public review of safety regulations for steam plant operations last August.
The Alberta Energy Regulator denied the request, saying that "[cyclic steam stimulation] and high pressure cyclic steam stimulation have been successfully used as bitumen recovery techniques in Alberta for many years" and that a public inquiry would "not provide any new information that may be able to support or guide regulatory change."
The Alberta Energy Regulator is 100 per cent funded by industry. 

November 4, 2013

Recycling Asphalt

The Bother of Bitumen in China under Discussion
   2013-11-03 08:41:45      Web Editor: Xu Fei
Liu Wenjie (male, center), Secretary-General of China Highway and Transportation Society speaks at the International High-level Consultative Meeting of Recycling Use Industry of Asphalt Resource held in Beijing on Saturday, November 2, 2013. [Photo:]
  Anchor: Pollution is frequently associated with highly industrialized areas. However, new research shows that disused bitumen from asphalt roads in any public area may cause severe environmental pollution.
At a recent meeting in Beijing on the asphalt resource recycling use industry, environmental experts discussed a solution to the threat posed by the new pollution source, currently affecting China and other developing countries across the world.

CRI's Katharine Xu has more.

Reporter: Over the past decade, China has been rapidly developing its expressway system. As the number of new roads continues to rise, disused pavements are being dug out with their asphalt surfaces left exposed.
Secretary-General of China Highway and Transportation Society Liu Wenjie revealed at a recent conference on recycling asphalt, that only ten to twenty percent of asphalt from disused county and village roads is being used in the construction of new roads.

At the meeting, Liu warned of the danger of intense pollution from not recycling these asphalt materials.
"In the past, when a road fell into disuse, construction workers would dig it out and lead asphalt waste scattered around. This contributed to China's low efficiency in recycling asphalt resources. This situation mainly existed due to the lack of an asphalt recycling mechanism, and the absence of good innovation technologies at the time. Disused asphalt constitutes not only a huge waste problem but also leads to severe environmental pollution."

Liu Wenjie added that today, remarkable progress has been made in large metropolitan areas in China, with 60 to 70 percent of waste materials from express roads in cities being recycled.
The new development should help further innovations in asphalt-recycling technologies in both government-run laboratories and private high-tech companies.

Yang Linjiang, Chairman of the Board of Directors of Zhejiang Lanting Hi-Tech Company promotes asphalt-recycling technology and equipment at the International High-level Consultative Meeting of Recycling Use Industry of Asphalt Resource held in Beijing on Saturday, November 2, 2013. [Photo:]

Zhejiang Lanting Hi-Tech Company has been dedicated to researching asphalt recycling since 2001. Chairman of the Board of Directors Yang Linjiang introduced an asphalt-recycling technology invented by his company. 

"One of my company's main achievements over the past dozen years has been our successful development of a technology that guarantees zero-pollution from a recycling process where disused asphalt remains are burnt twice."

Yang Linjiang also explained that recycled asphalt has been proved to be no less effective than new asphalt material. He promoted his company's technologies and equipment for recycling asphalt in a speech which attracted the attention of both domestic and international experts.  

Adegboyega Ajani, a program officer with the United Nations Industrial Development Organization, speaks at the International High-level Consultative Meeting of Recycling Use Industry of Asphalt Resource held in Beijing on Saturday, November 2, 2013. [Photo:]

Mr. Adegboyega Ajani, a program officer with the United Nations Industrial Development Organization, said he hopes such technology may be introduced to other developing countries, including his native country of Nigeria.

"Definitely what have been developed by Lanting high-tech Company is very useful for our program, and also to promote such kind of practices under the south-south cooperation framework in other parts of the world."

At present, Japan and the United States take the lead in recycling road waste: Japan uses 85 percent of recycled road debris for new construction projects while the US uses 80 percent.

The meeting, jointly sponsored by the United Nations Industrial Development Organization and the International Energy Conservation Environmental Protection Association, aims to promote technologies for recycling asphalt from pavements in China and other developing nations to reduce construction waste and better protect living environments.

For CRI, I'm Katharine Xu.

October 24, 2013

Bitumen Contamination

Alberta Environment says bitumen leaking on CNRL's Cold Lake lease has entered aquifers and the company must take immediate steps to minimize its migration into subsurface water and soil.

Sticky bitumen, which has oozed to the surface for more than six months, "has entered local non-saline groundwater aquifers, likely contaminating the groundwater," says the 15-page enforcement order issued by Alberta Environment late Monday.

The enforcement order gives the companbitumen moving up through fissures in the rock to the surface.
y permission to drill more wells this winter to test groundwater at the four leak sites and attempt to stop the flow of

To stop the flow, CNRL will try to identify the exact pathway the bitumen takes to the surface from deep underground, said CNRL spokeswoman Zoe Addington.

Source- Climatenews

October 18, 2013

Media Man Invests in Bitumen

A newspaper owner with a $26-billion plan to refine oilsands crude on the West Coast said Wednesday he'll be seeking loan guarantees from Ottawa in support of the proposed project.

David Black said he plans to approach the federal government in the spring and ask it to guarantee about one third of the total financing it needs for a new facility near Kitimat B.C.

That doesn't involve Ottawa putting up the money, but a federal guarantee would enable Black's company, Kitimat Clean Ltd., to secure loans at a lower cost.

Black told reporters on the sidelines of a Calgary energy conference there's no reason to expect the feds to say no.

"There's a precedent in Canada for the federal government to do that when it's of vital importance to the country. They've done it many times," he said.

For example, Ottawa made a $1-billion loan guarantee for the $7.7-billion Muskrat Falls hydroelectric project in Labrador.

Investors want Canada's buy-in

Kitimat Clean's Chinese backers initially agreed to provide all of the financing, but later said they would be willing to put up only 70 per cent because they want to see Canada have more "skin in the game."
"I must say, I understand that. All the banks I've ever borrowed from wanted that," Black said.
A memorandum of understanding between Chinese bank ICBC and Kitimat Clean covers the financing and agreements to buy the refined product.

Black's proposal is meant to address one of the biggest concerns with Enbridge Inc.'s Northern Gateway pipeline: tankers filled with raw bitumen travelling through northern B.C. waters.

If the bitumen is refined into products such as gasoline and diesel at Kitimat before being sent overseas to China, the environmental impacts would be much less severe in the event of a spill, Black said.

Black, who doesn't believe Enbridge's controversial $6-billion proposal will be approved as-is, admits oilsands producers have not warmed to his idea, as they want the option of selling their raw bitumen abroad.
But he thinks his proposal will win support amongst British Columbians because it would address the tanker issue and the refinery would have a small environmental footprint.

The $18-billion refinery would use a technology pioneered by Calgary-based Expander Energy that would cut carbon dioxide emissions to half that of a traditional refinery. It would also produce absolutely no petroleum coke, a byproduct of heavy-oil processing that Black calls "gruesome."

"The benefit is so great that it almost neutralizes the extra CO2 given off in the oilsands production process."
The remainder of the $26-billion price tag covers a $6-billion pipeline from Alberta to Kitimat, a tanker fleet and a natural gas pipeline to supply the refinery.

Source- The Canadian Press