Salmon Estuary would be next to largest bottling plant operation in North America

Defending Water in the Skagit River Basin

By Sandra Spargo

DSCN4671

  • Turners Bay Salmon Pocket Estuary

In 2009, a $671,000 grant was spent to restore the Turners Bay Salmon Pocket Estuary. Chinook salmon now have access to a nearly 60-acre tidal channel lagoon and marsh complex. The lagoon is located at the northeast end of Similk Bay, in the Whidbey Basin of Puget Sound, one of 12 pocket estuaries that had been identified as a high priority restoration site in the Chinook Recovery Plan, part of the Puget Sound Shared Strategy.

According to Skagit County Planning and Development Services,

“While the [Anacortes] petition application references the construction of [Tethys Enterprises, Inc.] beverage bottling plant, this specific project, or another, and their potential impacts or merits are not within the scope of the County’s review.”

Thus, citizens are forced to object to an urban growth area (UGA) petition that would eventually allow Anacortes to rezone the 11.15 acres to light manufacturing next to Turners Bay Salmon Pocket Estuary, because any manufacturing—especially North America’s largest bottling plant operation—could pollute the lagoon.

In the Anacortes American of Dec. 5, 2012, Tethys CEO Steve Winter stated, “We definitely plan to use the property in the UGA expansion. It could be used for anything. It could be used for rail transportation staging or it could be used for the [one million square foot] building.”

Cleared old railbed from road

  • The old rail-right-of-way behind the yellow fire hydrant. The Turners Bay Salmon Pocket Estuary is a stone’s throw from the old rail right-of-way that would be rebuilt.

An old rail-right-of-way would need rebuilding and is located at the intersection of Reservation Road and Stevenson Road. Its clearing has grown over, but the yellow hydrant marks the spot. How would storm water runoff and train and truck oil drippings be managed away from the close-by estuary?

Moreover, the rainy season couples with high tides to produce high water levels in the lagoon.  Data collection in the Whidbey Basin indicate that juvenile salmon displaced from Skagit River delta habitat as a result of flood events could reach the lagoon site in as little as five or six hours.

GROWTH MANAGEMENT ACT STEERING COMMITTEE

The Growth Management Act Steering Committee is comprised of representation as follows:

  • City of Anacortes
  • City of Burlington
  • City of Mount Vernon
  • City of Sedro Woolley
  • Port of Anacortes
  • Port of Skagit
  • Swinomish Tribal Community
  • Samish Indian Nation
  • Skagit County
  • Skagit Transit
  • Town of Concrete
  • Town of La Conner

 

Salmon Estuary would be next to largest bottling plant operation in North America

Defending Water in the Skagit River Basin

By Sandra Spargo

DSCN4671

  • Turners Bay Salmon Pocket Estuary

In 2009, a $671,000 grant was spent to restore the Turners Bay Salmon Pocket Estuary. Chinook salmon now have access to a nearly 60-acre tidal channel lagoon and marsh complex. The lagoon is located at the northeast end of Similk Bay, in the Whidbey Basin of Puget Sound, one of 12 pocket estuaries that had been identified as a high priority restoration site in the Chinook Recovery Plan, part of the Puget Sound Shared Strategy.

According to Skagit County Planning and Development Services,

“While the [Anacortes] petition application references the construction of [Tethys Enterprises, Inc.] beverage bottling plant, this specific project, or another, and their potential impacts or merits are not within the scope of the County’s review.”

Thus, citizens are forced to object to an urban growth area (UGA) petition that would eventually allow Anacortes to rezone the 11.15 acres to light manufacturing next to Turners Bay Salmon Pocket Estuary, because any manufacturing—especially North America’s largest bottling plant operation—could pollute the lagoon.

In the Anacortes American of Dec. 5, 2012, Tethys CEO Steve Winter stated, “We definitely plan to use the property in the UGA expansion. It could be used for anything. It could be used for rail transportation staging or it could be used for the [one million square foot] building.”

How would storm water runoff and train and truck oil drippings be managed away from the close-by estuary?

Moreover, the rainy season couples with high tides to produce high water levels in the lagoon.  Data collection in the Whidbey Basin indicate that juvenile salmon displaced from Skagit River delta habitat as a result of flood events could reach the lagoon site in as little as five or six hours.

GROWTH MANAGEMENT ACT STEERING COMMITTEE

The Growth Management Act Steering Committee is comprised of representation as follows:

  • City of Anacortes
  • City of Burlington
  • City of Mount Vernon
  • City of Sedro Woolley
  • Port of Anacortes
  • Port of Skagit
  • Swinomish Tribal Community
  • Samish Indian Nation
  • Skagit County
  • Skagit Transit
  • Town of Concrete
  • Town of La Conner

 

Salmon Estuary next to largest bottling plant operation in North America

Defending Water in the Skagit River Basin By Sandra Spargo DSCN4671

  • Turners Bay Salmon Pocket Estuary

In 2009, a $671,000 grant was spent to restore the Turners Bay Salmon Pocket Estuary. Chinook salmon now have access to a nearly 60-acre tidal channel lagoon and marsh complex. The estuary is located at the northeast end of Similk Bay, in the Whidbey Basin of Puget Sound, one of 12 pocket estuaries that had been identified as a high priority restoration site in the Chinook Recovery Plan, part of the Puget Sound Shared Strategy. According to Skagit County Planning and Development Services, “While the [Anacortes] petition application references the construction of [Tethys Enterprises, Inc.] beverage bottling plant, this specific project, or another, and their potential impacts or merits are not within the scope of the County’s review.” Thus, citizens are forced to object to an urban growth area (UGA) petition that would eventually allow Anacortes to rezone the 11.15 acres to light manufacturing next to Turners Bay Salmon Pocket Estuary, because any manufacturing—especially North America’s largest bottling plant operation—could pollute the lagoon. In the Anacortes American of Dec. 5, 2012, Tethys CEO Steve Winter stated, “We definitely plan to use the property [11.15 acres] in the UGA expansion. It could be used for anything. It could be used for rail transportation staging or it could be used for the [one million square foot] building.” How would storm water runoff and train and truck oil drippings be managed away from the close-by estuary? Moreover, the rainy season couples with high tides to produce high water levels in the lagoon.  Data collection in the Whidbey Basin indicate that juvenile salmon displaced from Skagit River delta habitat as a result of flood events could reach the lagoon site in as little as five or six hours.

GROWTH MANAGEMENT ACT STEERING COMMITTEE

The Growth Management Act Steering Committee is comprised of representation as follows:

  • City of Anacortes
  • City of Burlington
  • City of Mount Vernon
  • City of Sedro Woolley
  • Port of Anacortes
  • Port of Skagit
  • Swinomish Tribal Community
  • Samish Indian Nation
  • Skagit County
  • Skagit Transit
  • Town of Concrete
  • Town of La Conner

 

Salmon Estuary would be next to largest bottling plant operation in North America

Defending Water in the Skagit River Basin By Sandra Spargo DSCN4671

  • Turners Bay Salmon Pocket Estuary

In 2009, a $671,000 grant was spent to restore the Turners Bay Salmon Pocket Estuary.

Chinook salmon now have access to a nearly 60-acre tidal channel estuary and marsh complex.

The estuary is located at the northeast end of Similk Bay, in the Whidbey Basin of Puget Sound, one of 12 pocket estuaries that had been identified as a high priority restoration site in the Chinook Recovery Plan, part of the Puget Sound Shared Strategy.

According to Skagit County Planning and Development Services, “While the [Anacortes] petition application references the construction of [Tethys Enterprises, Inc.] beverage bottling plant, this specific project, or another, and their potential impacts or merits are not within the scope of the County’s review.”

Thus, citizens are forced to object to an urban growth area (UGA) petition that would eventually allow Anacortes to rezone the 11.15 acres to light manufacturing next to Turners Bay Salmon Pocket Estuary, because any manufacturing—especially North America’s largest bottling plant operation—could pollute the lagoon.

In the Anacortes American of Dec. 5, 2012, Tethys CEO Steve Winter stated, “We definitely plan to use the property [11.15 acres] in the UGA expansion. It could be used for anything. It could be used for rail transportation staging or it could be used for the [one-million-square-foot] building.”

How would storm water runoff from a one-million-square-foot building and train and truck oil drippings be managed away from the close-by estuary?

Moreover, the rainy season couples with high tides to produce high water levels in the estuary.  Data collection in the Whidbey Basin indicate that juvenile salmon displaced from Skagit River delta habitat as a result of flood events could reach the lagoon site in as little as five or six hours.

GROWTH MANAGEMENT ACT STEERING COMMITTEE

The Growth Management Act Steering Committee is comprised of representation, including tribal communities, as follows:

  • City of Anacortes
  • City of Burlington
  • City of Mount Vernon
  • City of Sedro Woolley
  • Port of Anacortes
  • Port of Skagit
  • Swinomish Tribal Community
  • Samish Indian Nation
  • Skagit County
  • Skagit Transit
  • Town of Concrete
  • Town of La Conner

 

Defending Water in the Skagit Basin March Newsletter

Defending Water in the Skagit Basin March 2013 Newsletter- click to view PDF

Defending Water in the Skagit Basin March 2013 Newsletter- click to view PDF

Defending Water in the Skagit Basin, an arm of Defending Water in Washington presents this March 2013 newsletter featuring a Tethys Enterprises Beverage Bottling Plant Site Update. We hope this information provides insight to the impact that the plant will have on Fidalgo Island and surrounding Skagit County Communities.

All the best, Sandra Spargo Defending Water in the Skagit River Basin

Click to view, or Right Click + Save As to download:Defending Water in the Skagit Basin Newsletter – March 2013,

East-West Corridor: Pig in a Poke

Op-Ed by Jane Crosen | February 15, 2013

On January 18, in Eastport and Calais, Cianbro’s program manager Darryl Brown presented the company’s current plans for routing an East-West Corridor through eastern Maine. As with previous promotions, this one was long on vague promises about economic development and avoidance of sensitive areas, but short on maps showing the actual route. Brown’s presentation did, however, reveal enough details for people well acquainted with the downeast landscape to make an educated guess of the Corridor’s route and impacts.

The privately owned transportation and utility corridor across Maine would include a four-lane divided highway authorized for Canadian tandem trailer trucks. Other uses could include pipelines and utilities, although Brown didn’t mention these.

Earlier reports indicated the Corridor proponents were intending to follow the Stud Mill Road, which has a 2,000′ ROW but crosses or closely passes several significant conservation lands, including Sunkhaze NWR, the Machias River Waterway, and the Downeast Lakes Forestry Partnership’s Sunrise Easement. The recent announcement of Cianbro’s commitment to avoid routing through the Sunrise Easement lands came as good news to many (including myself) concerned about the impacts a fenced truck highway and utility corridor would have on eastern Maine’s environment and recreation opportunities. However, the route Cianbro is now proposing would mean cutting a new and longer swath closer to the coast, still crossing the Machias watershed, six other river systems, and a number of conserved areas.

According to Brown, Cianbro ran into a roadblock with routing through Moosehorn NWR, so they decided to “turn challenge into opportunity” by looping closer to the coast. Despite Halifax’s woes from underuse and a proposed superport in Melford, Nova Scotia, Brown believes connectivity to unobstructed deep-water ports at Eastport and Calais would make Maine a major player in global shipping. He wants to encourage development of big-box distribution centers in outlying areas providing jobs handling cargo off super container ships from Asia.

From Calais they now plan to route the 500’ corridor around the east side of Moosehorn’s Baring unit, then south to Route 214 where they may build an interchange for access from Eastport. From Route 214 the Corridor would run west, south of Route 9, likely crossing Route 9 near Wesley where there may be an interchange allowing access from Machias. From there the Corridor would run north to “utilize a 35-mile section of the Stud Mill Road right-of-way” west toward the Penobscot River, crossing north of Bangor. There would be an interchange at Route 95, and another north of Dexter on Route 15.

Besides the Downeast Lakes Land Trust, Brown said Cianbro has “reached out to” several other major conservation and recreation groups. His presentation emphasized the company’s “commitment” to avoid “most” conserved lands, tribal lands, wetlands, deeryards, and vernal pools, including endangered species habitat, as much as possible. (In previous presentations Cianbro “committed” to avoiding “all” conserved lands.) Never has the public seen any mapped portion of the actual intended route. Brown said the company’s routing plans are still a work in progress, and not something they are ready to reveal on maps.

Looking at all the lakes, ponds, rivers, and streams in the area east and south of Moosehorn, and from the Machias–East Machias watersheds west to Beddington and the Stud Mill Road, it’s hard to imagine how the developers would be able to route the Corridor through this area while honoring all their “commitments.” Besides the Machias River Waterway, it would impact or cross a number of other important salmon and trout streams, wildlife management areas, and working forest and conservation lands open to hunting, fishing, and other recreational use by people throughout eastern Maine, supporting guiding, ecotourism, and other local enterprises. The area between Calais, Cobscook Bay, and the Machias River frames many pristine lakes and ponds settled with camps. Eastport and other nearby coastal communities enjoy thriving local and tourist retail and service economies. How would these fare surrounded by major transportation infrastructure carrying heavy trucks loaded with Chinese-manufactured goods to supply big-box retailers? (Brown noted Lewiston’s Walmart distribution center serves over 300 trucks per day.) Would the highway/Corridor development really bring meaningful jobs or long-term benefit to the people in the area it runs through? How would it impact the quality of life in eastern Maine communities? Taxes would be paid to the towns it runs through, but at what cost?

How would the limited-access highway affect travel patterns on local roads and trails? The highway proponents say they would build overpasses or ramps for “all” multiuse gravel roads, and would accommodate wildlife passage with “appropriately located” wildlife crossings and tunnels. They plan to run a recreational trail statewide along the highway for ATVs, snowmobiles, hikers, and horseback riders “providing an outstanding recreational experience.”

Promises aside, common sense tells us highways built for high-speed heavyweight tandem truck traffic cannot weave around every damp spot along the way (and this region has plenty of water). Wetlands are filled in; ramps, roadbeds, and bridge abutments are built up; interchanges and service facilities are developed. Where will all that sand and gravel come from? How much of downeast Maine’s uniquely well-preserved glacial landscape will be scraped up and used to build the highway–or exported? What about the aquifers under the gravel, the streamsheds, lakes, and ponds fed by them? What will happen to the cold-water fisheries? What besides Asian commodities and Canadian products will trucks be carrying? Accidents involving heavy trucks have heavy consequences. What about chemical and fuel spills, de-icing and runoff? Brown minimized the highway’s footprint, but the environmental impacts could be disastrous and very expensive or impossible to clean up, affecting the whole region downstream to the coast.

Such a sensitively routed, state-of-the-art highway as Brown describes would be expensive to build–over four times the cost of improving east-west rail lines between Montreal and eastern Canada, as estimated by the Sierra Club. Rail transport is exponentially safer than truck transport, with far less environmental impact. Many people ask, why is rail not good enough to meet demand for faster east-west freight transport? Brown says trucks do better at meeting global demand for just-in-time delivery. Or is there something else in the pipeline? Maine’s existing east-west rail lines, running not far north of the proposed Corridor route, are already being used to transport tar sands oil from the Alberta oil fields to the Irving refinery in St. John.

The proposed route aligns with convenient export of other natural resources in eastern and northern Maine increasingly valuable in the global economy. Could the Corridor open the door to more wind farms and transmission lines? What about eastern Maine’s abundant supply of fresh water, not just for human consumption but used in gas fracking?

Cianbro is promoting the Corridor as a construction project; who are the investors? As a woman in Calais asked, is it possible a swath across Maine might belong to someone from China? Brown replied that foreign ownership is not only possible but likely according to current trends.

Although growing public opposition has brought several Corridor-related bills before the legislature, the proponents of this project, backed by powerful corporate and political interests, are intent on pushing it through–and not disclosing much about the route or impacts of this proverbial pig in a poke. It would be well for everyone in eastern Maine to learn and demand more information about the project and consider what far-reaching impacts it would have on the environment, economies, communities, and quality of life.

Stop the East-West Corridor, a statewide coalition of concerned citizens and groups working to raise public awareness about the proposed project and impacts, is planning two informational meetings in eastern Maine: in Calais on March 13 at WCCC’s Riverview lecture hall, and in Machias on March 27 at UMM in Room 102 of the Science Building. Both events will run from 5:30 to 7:30 p.m. and will combine a panel presentation with opportunity for public conversation. Links to articles, study maps, and other information are posted on the coalition’s website, www.stopthecorridor.org.

Jane Crosen is a mapmaker known for her hand-drawn maps of Maine regions. Living in Penobscot, she and her husband have a camp near Wesley. She does eastern outreach for Stop the East-West Corridor.

Bills address proposed East-West Highway in Maine

AP | January 30, 2013

Link to original article.

AUGUSTA, Maine (AP) — Several bills have been introduced that reflect lawmakers’ concerns over the proposed east-west highway, a 230-mile route across Maine that would connect Canadian points. The highway would be operated privately and maintained with tolls.

The bills are being drafted so all of their details are not known. But the titles show one would take away the $300,000 state appropriation for a feasibility study on the massive project, and another would modify that appropriation.

Other bills would restrict the use of eminent domain to protect property owners along the proposed route, and one would create a special commission to oversee further study for an east-west highway.

The Sierra Club-Maine director, Glen Brand, says his group’s committed to stopping the highway, and a good way is by legislative action this session.end of story marker

© Copyright 2013 Globe Newspaper Company.

Pros and cons of east-west highway debated

The Quoddy Tides | January 25, 2013 | Edward French

Link to original article.

Although limited by time constraints in asking questions about the east-west highway project, the nearly 40 people who attended the forum in Eastport pressed the project developer on issues ranging from how the project would benefit Maine, why rail isn’t being considered instead and how much the truck traffic to the Port of Eastport might increase. The informational meetings, held January 18 in Eastport and Calais, were presented by the Cianbro Corporation, which is proposing the project, and the Sunrise County Economic Council.
In his presentation, which took up most of the meeting, Darryl Brown, the program manager for the east-west highway project for Cianbro, pointed to the project’s selling points: attracting additional investment to Maine’s rural communities; reducing travel time; improving utility transmission; and revitalizing Maine’s ports. “It can make Maine the breadbasket of the Northeast,” he said.
Noting that “people are leaving the northern part of the state in droves” and pointing to statistics on the economy, unemployment rate and median age that all show that northern Maine is not faring well, Brown stated, “We believe this will be an economic booster for all of Maine’s economy.”
The 220-mile, 500-foot-wide privately funded corridor would run from Calais to Coburn Gore, and the four-lane highway would provide easier access to the major markets in the Midwest for the Maritimes. Brown noted that Maine, New Hampshire and Vermont are the only states lacking an east-west transportation route. Linking to the trade gateways of Montreal and Chicago is “critical to Maine’s economy,” Brown said, noting that Lincoln Paper and Tissue has estimated it would save over $1 million a year in the company’s transportation costs. He added that privately funded infrastructure projects are increasingly being undertaken, since public funding has dried up. At least six interchanges are planned for access to the highway in the state, and a recreational trail would be developed within the corridor.
Brown outlined how the route would be determined, with Cianbro considering property lines, the avoidance of homes, topography, wetlands, conservation lands, deer yards, vernal pools and other environmental concerns. The company is committed to providing wildlife crossings, and eminent domain would not be used for any land acquisition for the road. “It will be the most environmentally compliant road in North America,” he said.
However, a recent Sierra Club national report cites the highway proposal as one of the worst transportation projects in the United States, noting potential negative impacts on Maine’s air and water quality and critical wildlife habitat. The report states that similar highway proposals have been studied and rejected numerous times in the past and that the privately funded highway connecting the Canadian provinces of Quebec and New Brunswick through forested regions in Maine would serve large industry and trucking interests at the expense of Maine communities. Sierra Club Maine is advocating that the state consider revitalizing the existing freight rail line, which parallels the proposed highway route.

Truck traffic to port
During the forum, Brown said the project would help the Port of Eastport attract additional markets. Container ship traffic is the most efficient means of transporting goods, and that traffic is expected to triple from 2008 to 2024. With the expansion of the Panama Canal, many major ports are having to dredge or cannot handle the larger post-Panamax vessels. “There will be a huge need for ports to handle these larger ships,” Brown said, noting that the Port of Eastport has the greatest depth, at 64 feet, of any port in the continental U.S.
The east-west highway route would go south of the Moosehorn National Wildlife Refuge, which would provide closer connectivity for the Port of Eastport. Although the proposal does not at present indicate an access point for the toll highway near the port, Brown said an interchange, possibly near Route 214 in Charlotte, could be included. Questions were raised about the estimated increase in truck traffic in the Eastport area, and Brown said more work needs to be done on any estimates.
Concerning why a rail project is not being undertaken instead, Brown said that rail works best for transporting bulk materials but trucks are better for “just in time” delivery, a production strategy used by certain businesses and industries. “The best model is to have rail, trucks and ports.” Eastport Port Director Chris Gardner commented that port officials know that there is a limit on how much truck traffic can be handled at the port. “Rail connectivity has to be part of our future,” he said. “Without that, we can’t grow to meet our capacity. We want this to mesh with the highway.”

Benefits for Maine?
Others observed that the highway would help Canada a great deal, particularly the Nova Scotian ports at Halifax and Melford, but they wondered how it would help Maine. Suzanne Brown of Milbridge asked how the project would bring money into the state. Noting that she is invested in a farm that serves a local instead of a global market and that the poor soil in Washington County prevents local farmers from competing globally, she said, “I don’t see the highway addressing the state’s economic issues. I don’t think it’s the answer.” Brown responded that the project is being done for Maine, not Canada, and noted that there are good farmland soils in some areas of Maine. He said that Canadian truckers are excited about the project and that they would be paying for the highway through tolls.
Pam Dyer Stewart of Harrington asked what would happen to families that are displaced by the corridor. She said the toll highway would “suck the life out of downtowns” and that the development of distribution centers along the highway, with big-box stores, would harm local small businesses. Studies have shown that such highways do not benefit a state and hurt local downtowns, she said. Brown replied that Cianbro is “committed to limiting the impact to property owners as much as possible.”
Steve Koenig, executive director of Project SHARE (Salmon Habitat and River Enhancement), noted that the corridor would cut across rivers that have an endangered species listing for Atlantic salmon, and Brown said Cianbro would work with the Maine Department of Inland Fisheries and Wildlife and other groups on that issue.
Concerning possible use of the corridor for power lines or pipelines, Brown says in an interview that there are no plans at this time, although a fiber optic line along the highway corridor might be a possibility. “Down the line there may be a need” for other uses of the corridor, he says. The permitting process for this project, which is estimated will take three years, will be only for the highway. A transmission line or pipeline would have to proceed through a separate permitting process in the future.

Dividing the State: Proposed East-West Corridor Affects Washington County

Link to Original Articleby Hillary Savage | Machias Valley News Observer | January 19, 2013
A highway bisecting Maine, running from Canada in the East, to Canada in the West has brought much concern from the people of Maine. Ranging from environmental concerns, economic and business, to quality of life and property rights, the proposed East-West Highway by Peter Vigue and Cianbro has already divided the state.An informational hearing, coordinated by Sunrise County Economic Council (SCEC) was held in Eastport on Friday. Darryl Brown, Cianbro’s Program Manager for the East-West Highway project presented to the audience a slideshow about the project, where it stands now, and ways that the company is taking concerns into account through the planning stages.

 

“We’re trying to be as transparent at this point,” Brown stated at the start of the meeting. “I’m passionate to say that this project is going to happen, needs to happen and will happen.”

Citing young people as the biggest export of Maine, Brown and Cianbro are confident that a highway will bring economic opportunity that will bring young people back to the state. The business he expects to be along the highway, however, include gas stations, mainly Irving (a Canadian company) as well as distribution centers for large business, such as Wal-Mart that will be along the proposed trade route.

The concept of global trade, and the urgency put on the need to “get up to speed and accept it” is something that was stressed at the meeting. Container ships which are the most effective, efficient, cheapest and widely used form of transportation of goods around the world are now causing the expansion of the Panama and Suez canals. These canals are the highways for global trade, and Brown and Cianbro are of the opinion that with Eastport having the deepest water of any port on the East coast, a highway running nearby is a clear solution to the economic problem.

Two young women, both Maine residents seemed most concerned with the quality of life issues that would come with the building of the highway. Meg Gilmartin, who lives in Corinth attended the meeting, saying that the proposed highway would run two miles from her property, and there has been no public meeting held in her town about the project. “Maine is full of strong, small communities and a healthy environment. This will destroy both,” she stated.

Chris Buchannan of the group Defending Water for Life in Maine said, “Maine’s greatest assetts are the people and the environment. It is why people have stayed and lived here for so many years. This would ruin the culture and environment that make it possible for people to live here to have that quality of life.”

STEWC has strong presence at Rally of Unity on January 8th!

On January 8th, members of STEWC joined members of over 20 other progressive activist groups in a Rally of Unity at the State House.  It was an inspiring and successful day with over 150 participants, including drumming and dancing led by members of the Wabanaki Confederacy who are also raising awareness on #IdleNoMore.  Thanks to everyone for coming to speak to legislators and share hope for a healthy and prosperous future in Maine, the way life should be!

DSC00148

Click on the following links for video and news coverage:

WERU

Portland Phoenix article by Lance Tapley

WGME Channel 13

Morning Sentinel

 

Here is the press release from the event:

Press Release

On January 8th, 2013 the Alliance for Common Good will hold a “Rally of Unity” in the Statehouse Hall of Flags.  Participants will assemble on the common area outside of the statehouse at 12:00 noon and proceed to the Hall of Flags at 1:00. The “Rally of Unity” is assembling as a unified front to push back against corporate dominance in government. The primary focus is giving voice to ordinary Maine people who are concerned about the fiscal cliff, cuts to social services, the East-West corridor, open pit mining of Bald Mountain, tar sands pipelines, importing out of state waste, and the liquefied propane tank at Sears Island.  All of these issues threaten to irreversibly harm Maine’s people, economy, and environment.

The Alliance for Common Good is a collaboration of over 20 of Maine-based progressive activist groups that agree with these basic principles: We want legislators to prioritize Maine money for Maine people, developing a Maine economy that protects the environment, and getting money out of politics.  On January 8th, individual groups will provide their own message to the public and legislators by theater, song or signage.

It is hoped that all likeminded people will join us at the State House in reminding our newly elected state officials that they have been elected to represent the best interests of all of Maine’s people on this first day of the 126th Legislature.

drummers

The Alliance for Common Good currently includes:

350 Maine, AbilityMaine, Activist Art, Alliance for Democracy, American Friends Service Committee, Americans Who Tell the Truth, Bring Our War $$ Home, Citizens United, CodePink, Defending Water for Life, Don’t Waste ME, Food and Water Watch, Food for Maine’s Future, Friends of Merrymeeting Bay, Global Network, Industrial Wind activists, Maine EarthFirst!, Maine Greens, Maine Peace Action, Maine Prisoner Advocacy Coalition, National War Tax Resisters, Occupy groups statewide, Pax Christi Maine, Peace and Justice Center of Eastern Maine, Peninsula Peace and Justice, Pine Tree Youth Organizing, Resources for Organizing and Social Change, Social Workers,  Searsport LPG activists, Stop the East-West Corridor, Thanks But No Tank, Veterans for Peace… and growing!