Crews are responding to a spill of an estimated 4,500 litres of diesel off the coast of Haida Gwaii, B.C.

The spill was reported to the province at 8:11 a.m. on Wednesday, according to the Ministry of Environment and Climate Change Strategy. 

A valve feeding diesel to an electrical generator on a barge failed overnight on April 22, between 1 a.m. and 5 a.m., causing fuel to leak onto the deck and into the water near the mouth of Dinan Bay (Diinan Kahlii), according to Taan Forest, the local forest products company responsible for the spill.

Taan Forest, which is owned by the Haida nation, is taking the lead in managing the spill by doing preventive work to protect the mouths of nearby rivers, especially those where sockeye salmon are expected to return, Jason Alsop (Gaagwiis), elected president of the Haida, told The Narwhal. “There’s a lot of concern with any contaminants that go into the ocean or any risks to our river system, to our salmon and food,” he said.

“But we’re a lot more prepared than we have been in years past working on building up our local [spill response] capacity.”

As soon as the spill was discovered, Taan Forest said booms and sorbent pads were deployed onto the water. Additional booms, pads and protective equipment have also been sent to the spill site by the Coast Guard on a floatplane. Spill response contractors are also on site cleaning up, an Environment Ministry spokesperson told The Narwhal via email. 

In a statement, Taan Forest said “diesel is non-persistent, meaning it dissipates rapidly” and the company estimated as much as 75 per cent of the spill evaporated after roughly 12 hours.

The company is part of a virtual command unit established to respond to the spill. Members of the unit, which also includes the Council of the Haida Nation, the Canadian Coast Guard and the B.C. Environment Ministry, are meeting via teleconference due to the coronavirus, the company stated in the release. Federal authorities from Environment Canada and Fisheries and Oceans Canada are also involved. 

Biologists will be on site collecting ongoing samples of water, soil and marine life to assess impacts and target clean-up efforts, which will likely last weeks.

The National Aerial Surveillance Program is conducting daily flights over the spill location to continue monitoring and according to Taan Forest, “current modelling shows that the full plume is expected to last until approximately Sunday.” 

The Dinan Bay diesel spill is small compared with the 2016 diesel spill off the coast of Bella Bella, B.C., in the territory of the Heiltsuk First Nation, which saw more than 220,000 litres of diesel fuel released into the water. The Bella Bella spill launched calls for greater spill response capabilities in remote communities along the B.C. coast.

Why the Heiltsuk Nation wants to establish its own oil spill response centre

Karen Wristen, executive director of Living Oceans Society, said diesel spills are common along the B.C. coast and although this one is minor in comparison to catastrophic incidents on waters in the past, it doesn’t mean its impacts won’t be felt. “Because [diesel] floats on the surface almost entirely, any creature that uses the surface of the water could be impacted, so the concern would be for feathered friends and for insects that are hatching off,” she said. “It may interfere with herring spawn if they had been so fortunate to have any.”

One main concern she noted is tracking where the diesel is carried off, which is hard to pinpoint without accurate ocean currents and wind data. It’s also possible for diesel to travel rivers with the tide and make contact with the gravel bottom, which can prevent evaporation.

Wristen also said the public must be warned of all potential contamination of food resources in the area.

SkeenaWild Conservation Trust executive director Greg Knox’s primary worry is the salmon. Dinan Bay is a part of the Masset Inlet, which contains the Yakoun River, known to be the biggest salmon producing system in Haida Gwaii. 

“Those young salmon will be coming up the river right now and use that inlet to grow before they head out to the open ocean [to Alaska], so they will be exposed to that,” he said, adding it’s naive to think diesel will just evaporate like gasoline.

“The biggest concern is how toxic this is during their early-life stages. It can impact their sense of smell and potentially growth rates, which could make them more susceptible to predators.”

Misty MacDuffee, wild salmon program director at Raincoast Conservation Foundation, shared similar fears. She said young salmon are currently under a lot of stress from smoltification (moving from fresh water to salt water) and are vulnerable to exposure, which can lead to death, lowering their numbers and putting their species at risk.

“Even though diesel is less persistent than crude oils, that doesn’t mean it can’t do damage in the short term. The lighter components are acutely toxic,” she said in an email to The Narwhal.

“It’s very discouraging when these events happen in places where people are trying to protect or restore salmon populations.”

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On October 13, just after 1 a.m, and only eight months after British Columbia signed the Great Bear Rainforest Agreements — set in place to protect the world’s largest coastal temperate rainforest — the Nathan E. Stewart tugboat ran aground near Bella Bella.

Even though the 10,000-tonne fuel barge the tugboat was pushing was empty, the wreck managed to release more than 100,000 litres of diesel into the heart of the Heiltsuk First Nation’s traditional territory.

Now, six months after the American tug-barge on route from Alaska ran aground, the Heiltsuk First Nation has released a 75-page report on the Nathan E. Stewart oil spill that exposes the failures of Canada’s oil spill response system and a refusal from both the government and the company to share information with those affected by the spill.

“The first 48 hours were critical for mitigation,” Heiltsuk First Nation Chief Marilyn Slett told DeSmog Canada. “What the crew reported to us during interviews was that there was confusion about who was taking charge at the incident site.”

The First Nation’s integrated resource manager learned about the spill when he received a telephone call from the B.C. Ministry of Environment around 4:30 a.m. on October 13th. Vessels were on their way to Gale Passage by 6:30 that morning.

The report highlights delays in equipment arriving to the site, delays in deploying booms and an insufficient number of booms being made available.

Heiltsuk members who acted as first responders were not provided with any safety equipment or briefing on the health impacts related to the exposure to diesel, which is highly toxic.

The area most affected by the diesel leak, Gale Passage, is an important harvesting and ceremonial site and is considered a “breadbasket” of the Heiltsuk community. Since the spill the Heiltsuk has been forced to close its clam fishery.

It took responders over 30 days to remove the sunken tugboat from the water. By then the federal government had announced the “Oceans Protection Plan,”  which pledged $1.5 billion over five years to increase marine safety, marine oil spill cleanup research and restore marine ecosystems across Canada.

But according to Slett, the plan doesn’t amount to the world-class oil spill response regime British Columbians have been promised for years (a promise Premier Christy Clark reiterated in the wake of the Nathan E. Stewart spill).

“Nothing has changed since this spill,” Slett said.

“As it stands today, if something was to happen, we’re still under the same spill response regime.”

Slett added that, according to the Heiltsuk experience, “a real spill-response regime does not exist.”

One of the key-findings from the investigation was that the tugboat had been waived from requiring an onboard local pilot. And it appears that the tug replacing the Nathan E. Stewart is operating with the same waiver. Even though the tugboat repeatedly travelled through their territory, the Heiltsuk didn’t know about the waiver system until after the incident.

The proposed federal ban on oil tankers on the North Coast of B.C. also wouldn’t have prevented a vessel like the Nathan E. Stewart from traversing Heiltsuk water, because it falls just below the capacity limit proposed by the feds.

Since the Nathan E. Stewart spill, B.C. has approved the Kinder Morgan Trans Mountain pipeline, which would greatly increase the amount of oil tanker traffic in B.C. waters.

One of the conditions of approval — “world class oil spill response” — is something the province also failed to demonstrate in the wake of the 2015 Marathassa bunker fuel spill in Vancouver’s English Bay.

A report by West Coast Environmental Law in 2016 found the province’s oil response “overhaul” was seriously lacking.

“Changes that we recommend include that the policy level planning needs to be taken out of the hand of industry and led by both the provincial government and First Nations, with the opportunity for community input,” explained Gavin Smith, staff counsel at West Coast Environmental Law.

The report also recommended a citizens advisory council to allow for public input from people with localized knowledge.

Given that First Nations are often the first responders, Slett says First Nations and communities should be included in all decisions related to the movement of oil products through their land, especially oil spill response systems.

“We live on the coast. These are our traditional territories, we know the areas, we know the tides, we know the weather patterns, and we’re the first ones out there,” she said.

“What we can take from this and what we would like to see happen in conversations with B.C. and Canada is a recognized role for First Nations as first responders.”

Image: Diesel spill from the Nathan E. Stewart. Photo: Heiltsuk Tribal Council

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Prime Minister Justin Trudeau’s November proposal to ban oil tanker traffic from B.C.’s north coast received kind reception on the west coast of Canada where the Heiltusk First Nation was still busy responding to a devastating diesel spill from the Nathan E. Stewart, a sunken fuel barge tug that was leaking fuel into shellfish harvest grounds near Bella Bella.

The tanker ban, however, won’t protect the coast from incidents like the Nathan E. Stewart from happening again, nor from the threat of future refined oil tankers passing through the same waters, according to a new analysis by West Coast Environmental Law.

Reviewing the tanker ban proposal, which has yet to be passed as legislation, West Coast identified numerous loopholes and exclusions that allow for the continued transport of oil on B.C.’s north coast via foreign fuel barges and even, potentially, in supertankers full of refined oil products like jet fuel.

Tanker Ban Leaves Door Wide Open for Refined Fuel Supertankers

“I would describe the bill as sort of a mixed bag,” Gavin smith, staff counsel with West Coast, told DeSmog Canada.

“It’s very positive in that it is strong enough to prevent projects like Northern Gateway from proceeding in the region, but it is not strong enough to prevent oil refinery and refined oil supertanker projects in the region.”

As it stands the proposed legislation does nothing to prevent the movement of supertankers laden with refined oil from traversing north coast waters.

And that’s of significant concern, Smith said, “because those projects are currently proposed and those applications have been submitted to the Canadian Environmental Assessment Agency.”

There are currently two major oil refinery projects proposed for the Kitimat area.

Kitimat Clean, which is undergoing review with the Canadian Environmental Assessment Agency (although that review was temporarily suspended in October), would refine 400,000 barrels of oil per day during it’s projected 50-year lifespan.

Kitimat Clean proposes to refine oil into products such as gasoline, jet fuel and propane for export in Very Large Crude Carriers or supertankers.

The Pacific Future Energy Refinery Project, proposed for 32 kilometres north of Kitimat, would refine 200,000 barrels of oil per day for a project lifespan of 60 years. The Pacific Future refinery is in the final stages of review with the Canadian Environmental Assessment Agency.

Tanker Ban Maintains Current Situation, Introduces New Risks

The tanker ban does restrict vessels larger than 12,500 tonnes from carrying crude oil products but not refined oil products.

Smith said Transport Canada was previously considering a 2,000 tonne threshold, but dramatically increased that figure to 12,500 tonnes.

“The 2,000 tonne was raised up in a Transport Canada discussion paper that was made public earlier this summer,” Smith said.

That 2,000 threshold really walks the line because it allows community shipments of fuel products to continue while not being so high as to allow for large-scale shipments of bulk oil products, he said.

West Coast has asked the federal government to provide an explanation for the increase in threshold.

“We recommend they provide a rational because from our perspective it came from nowhere.”

The 12,500 threshold is slightly higher than the highest recorded shipments in the regions, Smith said, “so they’ve tried to cap it at the highest level of shipments that have been occurring there.”

Jess Housty, council member of the Heiltsuk First Nation and responder to the sunken Nathan E. Stewart, said the current tanker ban is “simply inadequate” because it changes nothing.

“I think it’s important to note the tanker ban wouldn’t have prevented the Queen of the North from sinking and that’s still polluting waters. It wouldn’t have prevented the Nathan E. Stewart. It won’t prevent this kind of incident from happening again.”

The tanker ban as proposed is frustrating, Housty said, because Transport Minister Marc Garneau traveled to Heiltsuk territory to witness the diesel spill in November.

Housty said the tanker ban actually doesn’t affect any current vessel traffic on the North Coast, meaning all ongoing fuel barge traffic remains entirely untouched.

“I would challenge the federal government to give me a list of vessels that are actually impacted by this legislation. I can’t think of one.”

Housty concedes the tanker ban is significant in light of the rejected Northern Gateway pipeline proposal.

But she added, “I think it’s important to note for the Heiltsuk, we weren’t just fighting Northern Gateway because it was crude oil. There were a million reasons why we had issues with that project.”

And many of those issues will still be relevant if those supertankers were carrying refined projects, Housty said.

“This tanker ban, not only does it not help us minimize the current risks we face, it gives permission for massive new risks that we don’t fully understand and I don’t think the general public would be comfortable with.”

Although a Voluntary Tanker Exclusion Zone already exists off the coast of British Columbia to prevent international transport of oil from entering internal coastal waters, U.S. shipments of oil have maintained a ‘right of innocent passage.’

That right has been the subject of criticism, which was renewed after the grounding of the Nathan E. Stewart, an American fuel barge tug (which was pushing an empty fuel barge at the time of grounding). 

To avoid provoking international tensions, the tanker ban does not alter this right and limits its cover to only import and export marine facilities.

North Coast Oil Tanker Ban Won’t Actually Ban Tankers Full of Oil Products on B.C.’s North Coast https://t.co/UDhLH6cZ1Y @dogwoodbc #bcpoli pic.twitter.com/wSg3h4sJM9

— DeSmog Canada (@DeSmogCanada) February 7, 2017

Tanker Ban to Be Locked in But Details Subject to Change

Smith said the federal government did not include a sunset clause in the tanker ban, which means the legislation is not likely to be undone going forward unless by act of Parliament.

However, the types of oil covered in the ban are subject to a definition that has yet to be determined and could change over time.

“The federal government has to answer this question of what do you want covered or encompassed in the oil tanker ban,” Smith said. “In the legislation itself it will say any crude oil cannot be carried in an oil tanker and crude oil will have a definition that will include things that you would expect like bitumen and so on.”

A ‘schedule’ appending the legislation will list other types of products, known as persistent oil products, will also be included in the ban. The types of oil products listed on that schedule can be changed however.

“That approach give the federal government some flexibility to decide what it does and does not want to include in the moratorium,” Smith said.

The federal government has not disclosed what types of fuels will listed on the schedule but did note that products such as jet fuel, propane and LNG will be permanently excluded from the ban.

Tanker Ban Could Still Be Strengthened

The tanker ban feels like another one of Justin Trudeau’s broken promises, Housty said.

“ I think this is a case were they have ticked a box and completely ignored the sprit of what needs to be done,” Housty said.

“I hoped there could have been more trust on this file.”

Smith said the federal government has plans to pass the tanker ban bill by March.

“In terms of what types of improvements, we feel the 2,000 threshold would ensure a good balance between community supply and preventing large-scale bulk shipments,” he said.

“We also think the types of oil kinds should be refined and crude oils writ large. It shouldn’t be quite as narrow as the federal government set out. And we propose the ban cover the entire Hecate Strait, Dixon Exit and Queen Charlotte Sound.”

Smith said ultimately the North Coast Tanker Ban is meant to protect the North Coast from oil tanker spills.

“These are the changes we feel would make the act the strongest legislation possible.”

Image: Sunken Nathan E. Stewart tug near Bella Bella, B.C. Photo: April Bencze/Heiltsuk Tribal Council

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In July, a pipeline leak near Maidstone, Saskatchewan, spilled about 250,000 litres of diluted oil sands bitumen into the North Saskatchewan River, killing wildlife and compromising drinking water for nearby communities, including Prince Albert. It was one of 11 spills in the province over the previous year. 

In October, a tugboat pulling an empty fuel barge ran aground near Bella Bella on the Great Bear Rainforest coastline, spilling diesel into the water. Stormy weather caused some of the containment booms to break. Shellfish operations and clam beds were put at risk and wildlife contaminated.

Governments and industry promoting fossil fuel infrastructure often talk about “world class” spill response. It’s one of the conditions B.C.’s government has imposed for approval of new oil pipelines. But we’re either not there or the term has little meaning. “This ‘world-class marine response’ did not happen here in Bella Bella,” Heiltsuk Chief Councillor Marilyn Slett told Metro News. 

If authorities have this much trouble responding to a relatively minor spill from a tugboat, how can they expect to adequately deal with a spill from a pipeline or a tanker full of diluted bitumen? The simple and disturbing truth is that it’s impossible to adequately clean up a large oil spill. A 2015 report commissioned by the City of Vancouver and the Tsleil-Waututh and Tsawout First Nations concluded that “collecting and removing oil from the sea surface is a challenging, time-sensitive, and often ineffective process, even under the most favourable conditions.”

What the oil and gas industry touts as “world class spill response” boils down to four methods: booms, skimmers, burning and chemical dispersants. An article at Smithsonian.com notes, “For small spills these technologies can sometimes make a difference, but only in sheltered waters. None has ever been effective in containing large spills.” Booms don’t work well in rough or icy waters, as was clear at the Bella Bella spill; skimmers merely clean the surface and often not effectively; burning causes pollution and greenhouse gas emissions; and dispersants just spread contaminants around, when they work at all.

Researchers have also found that cleaning oil-soaked birds rarely if ever increases their chances of survival. A tiny spot of oil can kill a seabird.

After the 1989 Exxon Valdez spill off the Alaska coast, industry only recovered about 14 per cent of the oil — which is about average — at a cost of $2 billion. The 2011 BP oil spill in the Gulf of Mexico has cost more than $42 billion so far, and has not been overly effective. In that case, industry bombed the area with the dispersant Corexit, which killed bacteria that eat oil! Record numbers of bottlenose dolphins died.

We’re not going to stop transporting oil and gas overnight, so improving responses to spills on water and land is absolutely necessary. And increasing the safety of pipelines, tankers and trains that carry these dangerous products is also critical, as is stepping up monitoring and enforcement. With the Saskatchewan spill, the provincial government deemed an environmental assessment of a pipeline expansion connected to the one that leaked as unnecessary because the Environment Ministry did not consider it a “development.” University of Regina geography professor Emily Eaton, who has studied oil development, told the National Observerthat Saskatchewan “gives a pass” to most pipelines it regulates.

Beyond better response capability and technologies, and increased monitoring and enforcement, we have to stop shipping so much fossil fuel. The mad rush to exploit and sell as much oil, gas and coal as possible before markets dry up in the face of growing scarcity, climate change and ever-increasing and improving renewable energy options has led to a huge spike in the amount of fossil fuels shipped through pipelines, and by train and tanker — often with disastrous consequences, from the Gulf of Mexico BP spill to the tragic 2013 Lac-Mégantic railcar explosion. 

Spills and disasters illustrate the immediate negative impacts of our overreliance on fossil fuels. Climate change shows we can’t continue to burn coal, oil and gas, that we have to leave much of it in the ground. If we get on with it, we may still have time to manage the transition without catastrophic consequences. But the longer we delay, the more difficult it will become.

David Suzuki is a scientist, broadcaster, author and co-founder of the David Suzuki Foundation. Written with contributions fromDavid Suzuki Foundation Senior Editor Ian Hanington.

Image: The Nathan E Stewart sunken tug in stormy waters off Athlone Island in Heiltsuk territory. Photo: Heiltsuk Nation

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It has been two weeks since the Nathan E. Stewart, a U.S.-based fuel barge tug, struck ground and sank near Bella Bella, B.C., contaminating the harvest waters of the Heiltsuk First Nation with an estimated 60,000 gallons of diesel fuel.

During that time coastal residents have watched with dismay as spill response efforts have been hampered repeatedly by unfavourable weather, failed spill containment and even one incident where a spill response ship took on water and itself began to sink.

But the ongoing failure to contain and clean up the spill has been witnessed most closely by members of the Heiltsuk First Nation, who have been on the frontlines of the spill response effort since day one.

Jess Housty, member of the Heiltsuk tribal council, told DeSmog Canada the spill has put much of her community’s regular life on hold, thrusting many individuals into the unfamiliar territory of disaster response.

“That’s been one of the great challenges for us — as a nation we have no particular capacity and expertise around spill response,” Housty said, saying that hasn’t stopped members of her community from stepping in to help response teams from the Canadian Coast Guard and the Western Canadian Marine Response Corporation.

Housty said community members are working on every aspect of spill response from wildlife monitoring to ecological sampling to maintaining and preparing oil spill booms.

The Nation is currently crowdfunding for support to hire experts to continue sampling and monitor environmental and human health impacts of the spill.

“We’re working in a kind of incident command system that makes objective sense but is certainly not a system that reflects our values and the way we would operate and govern a process like this,” Housty said.

“There’s a lot we don’t know. We’re not engineers or spill response technicians.”

“We’re fishermen, we’re harvesters, we’re mariners, we’re people who love the place we come from.”

Heiltsuk crews gather absorbent materials. “We haven’t known how long this process will carry on. I still don’t know how long it will carry on,” Jess Housty said. Photo: Heiltsuk Nation

Diesel sheen seen on the beach of Athlone Island on October 23. Photo: Heiltsuk Nation

The Nathan E. Stewart, owned by Texas-based Kirby Corporation, sits grounded near Gale Pass. Photo: April Bencze

Poor weather conditions have prevented containment booms, shown here stopping the spread of contaminants from the tug, from staying in place. Photo: Tavish Campbell and April Bencze

“Ninety per cent of our resources come from that area,” Russell Windsor said. Photo: Heiltsuk Nation

On October 24, day twelve of the spill, containment booms broke apart on the beach. Photo: April Bencze

“One of the frustrating thing is some of the containment booms broke apart and you end up with what looks like soggy toilet paper all along the beach,” Jess Housty told DeSmog Canada. Photo: Heiltsuk Nation

It is difficult to measure the effectiveness of containment booms and absorbent materials, Housty said. Photo: Heiltsuk Nation

“We have no great sense of what is still in open water,” Housty said when asked about diesel recovery rates.

“I can tell you how many garbage bags of sorbent pads have been hauled out of the water, but that doesn’t really give you any idea of how soiled they were and how much diesel they’ve picked up.”

She added, “My reports that I’ve been getting every day is they’re not particularly effective unless the diesel is concentrated enough for it to pick up.”

“It’s really hard to put a number to how much.”

Diesel sheen on the beach of Athlone Island. Photo: April Bencze

Prints can be seen alongside tattered sorbent. Photo: April Bencze

Heiltsuk trapper and fisherman Fred Reid. “I had a trapline in the area…have trapped in that area for 14 years,” Reid said. Reid added the region is critical for salmon, cockles, abalone, urchins, five species of clams and otters. “We were already devastated this year, I guess the temperature of the water, the seaweed never came back. It just never grew.” Photo: Heiltsuk Nation

Heiltsuk crew continue to collect contaminated material October 25. Photo: Heiltsuk Nation

Diesel sheen can be seen spreading far beyond containment booms. Photo: Heiltsuk Nation

Diesel slick can be seen escaping a failed containment boom on October 22. Photo: Heiltsuk Nation

Poor weather has made it extremely difficult to keep containment materials in place. Photo: Heiltsuk Nation

Herring smelt seen around the sunken Nathan E. Stewart. The tug is still releasing fuel into surrounding waters. Photo: April Bencze

Herring are a species of traditional importance for the Heiltsuk First Nation.

“I think it’s really important for the wider world to understand this isn’t just an environmental issue; it’s not just an ecological disaster,” Housty said.

“It is that — don’t get me wrong. But what has been violated is not just the environment. It’s also about food security, it’s our certainty that we can maintain our trade relationship with our relatives in other communities.”

Housty said her community has lost its certainty that they can feast and conduct ceremony with traditional foods.

“And there is a huge ceremonial loss because the things we hold sacred have been violated by this. So for our community, this is not just about cleaning up an environmental disaster, it’s about our whole certainty that we can be Heiltsuk and practice the fullness of our identity in the way we did before.”

“And to have that certainty taken away has introduced a grief into our community that is going to take a very long time to heal.”

The Nathan E. Stewart resting along the rugged reef, an area rich in biological diversity. Photo: Heiltsuk Nation

The crumpled base of the Nathan E. Stewart. Photo: Heiltsuk Nation

Rich marine life, such as these colourful anemones, surround the sunken tug. Photo: Tavish Campbell

Photographers survey the wreckage. Photo: Heiltsuk Nation

Sorbent pads on the waters of Gale Pass. Photo: Tavish Campbell and April Bencze.

“We have several different types of containment booms deployed and sorbent pads deployed as well to try to pick up some of the diesel sheen but as you may have been following we have had really difficult weather conditions,” Housty told DeSmog Canada.

“Four of the last five days we’ve had to stand down small vessels because it’s too challenging for us to operate out there.”

Gale Pass with a trailing line of sorbent pads. Photo: Tavish Campbell and April Bencze

A transient orca passes by clean up crews on October 24. Photo: Heiltsuk Nation

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I’m irritated today. Maybe it’s a case of the Mondays. Maybe it’s because B.C.’s pipeline incident webpage has been down for over a month. Or maybe it’s because the amount of oil spilled from a pipeline into an Alberta wetland, first reported on October 6, remains undetermined.

But I think the real reason is that a media request I placed with the B.C. government on Thursday last week — to speak with a scientist about the barge that ran aground on the central coast last week and its tug that’s leaking diesel into Heiltsuk territory— has yet to be fulfilled.

Not that I’ve been ignored. No, on the contrary, I’ve received helpful messages along the lines of ‘don’t lose hope, Carol! We’re going to connect you with a real, live scientist soon. Very soon!’

Yeah, um, not holding my breath.

Maybe I’ve become a little too accustomed to the improved access journalists now have to federal scientists. But in B.C. it remains a different story.

Although I knew the name and e-mail address of the scientist I needed to speak to about the diesel spill and was able to contact him directly on the day of the incident, he said my interview request had to be routed through communications staff.

And so it was.

What will likely happen now, in an all-too-familiar fashion, is the interview will be delayed until after the media wave — which has raised questions about the hazards of oil transport on the coast and government’s inadequate spill response measures — has all but passed.

That's a shame, because local community members and the public would benefit from knowing what a taxpayer-funded Ministry of Environment expert could tell us about the nature of the spill and efforts to clean it up.

In the meantime, the Heiltsuk First Nation, which has already borne the burden of being first responders to the spill, is also playing the role of chief information outpost, fielding calls from journalists like me amid generating press releases, taking media calls and keeping their community informed.

Huge concern for our animal relatives as this unfolds. Orcas spotted near contamination site this morning. #NathanEStewart

— Jess Housty (@heiltsukvoice) October 17, 2016

Jess Housty, a Heiltsuk elected tribal councillor, has been tirelessly informing journalists, the public and her community through Twitter and Facebook.

Along with her brother, William Housty, who is leading containment and clean up efforts, chief tribal councillor Marilyn Slett and other members of the community, Housty has been saddled with the important work of describing what is happening in the area — like where the sunken tug and lingering diesel fuel are, what is being done to contain the damage and what is at stake for local wildlife and the community.

The Heiltsuk reported the spill occurred in an area critical for 25 marine species. Indeed, the spill has directly impacted the Heiltsuk’s clams beds that were just about to open for fall harvest.

#Heiltsuk lead #NathanEStewart #fuelspill cleanup & public communications where govt’s fail https://t.co/4TIiaEux9v @heiltsukvoice #bcpoli

— DeSmog Canada (@DeSmogCanada) October 18, 2016

The Heiltsuk aren’t strangers to natural resource tragedy. The community was at the centre of a major battle with the federal government over its right to fish for herring, a tradition it had relied on since time immemorial.

By the time the nation’s case had made it through the courts, the commercial fishing industry, with the sanction of the federal government and their exorbitantly expensive licences, had all but decimated the herring stocks.

That fishery only partially reopened earlier this year.

Now, with the ongoing spill containment and clean up in Heiltsuk territory, the community is once again bearing a disproportionate burden, stepping in where the federal and provincial governments have failed.

Premier Christy Clark used the diesel spill as an opportunity to blame the federal government for not protecting coastal waters.

But Clark’s own government put off the release of a provincial marine oil spill plan until after the 2017 election.

Go figure.

Image: The tug of the Nathan E. Stewart barge partially submerged and leaking diesel fuel in Heiltsuk water. Photo: West Coast Marine Response Corporation handout

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