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Qatar, the Muslim Brotherhood and the Fischer/Tropsch Process

Diagram of the Fischer-Tropsch process

COMMENT: Past programs have dealt with the resurrection of the Fischer-Tropsch process, developed by I.G. Farben and the Third Reich to synthesize oil from coal, among other fuels.

The Fischer-Tropsch process is being utilized in Qatar to synthesize fuel from natural gas. One of the many dark clouds on the horizon of the Middle East concerns the growing and pivotal role Qatar is playing in the dynamics evolving from the Arab Spring.

Awash with cash from its vast natural gas and fossil fuel resources, Qatar is financing Muslim Brotherhood-related activities, including the Al-Jazeera network. Allied with the Axis in World War II, the Muslim Brotherhood is an Islamic fascist organization that has stayed true to its roots.

The rights for using Fischer-Tropsch process are under the control of the Bormann capital network (the economic component of a Third Reich gone underground) through the successor companies of I.G. Farben and the Hermann Schmitz trust. (See text excerpts below for detail on the Bormann network, I.G. Farben and the Schmitz trust.)

The corporate logo of I.G. Farben.

With Qatar subsidizing Islamic fascism through the Muslim Brotherhood and generating capital through the application of Nazi science, the possibility of that small but powerful nation as an Underground Reich subsidiary should be seriously considered.

Parenthetically, we note that the Sasol firm was founded in South Africa during the Apartheid era. Apartheid South Africa was a direct outgrowth of the Third Reich.

In evaluating the information set forth here, it should be remembered that Qatar is deeply connected to corporate Germany, as well as the German foreign ministry. Corporate Germany is dominated by the Bormann capital network. (See excerpt include below.)

Martin Bormann: Nazi in Exile by Paul Manning; pp. 282-3.

EXCERPT:  . . . . Each of these three spin­offs from I.G. Far­ben today does more busi­ness indi­vid­u­ally than did Far­ben at its zenith, when its cor­po­rate struc­ture cov­ered 93 coun­tries. BASF and Bayer indi­vid­u­ally boast world­wide sales of nearly $10 bil­lion annu­ally, while Hoechst, now the world’s largest chem­i­cal com­pany, gen­er­ated $16.01 bil­lion in world­wide sales in 1980. Each does more busi­ness than E.I. du Pont de Nemours, with sales of $9.4 bil­lion. . . . The United States is, of course, the major mar­ket, one into which these Ger­man cor­po­ra­tions con­tinue to pour invest­ment money for both new cap­i­tal con­struc­tion and cor­po­rate takeovers. Together, these three multi­na­tion­als assure per­ma­nent pros­per­ity for the orig­i­nal 450 Far­ben stock­hold­ers, their banks, and the shad­owy share­hold­ers of the Bor­mann orga­ni­za­tion in South Amer­ica who guard and vote the Her­mann Schmitz trust fund through inter­me­di­aries at the annual meet­ings of BASF, Bayer and Hoechst. . . .

Martin Bormann: Nazi in Exile by Paul Manning; pp. 279-80.

EXCERPT: . . . . If there is any doubt in Europe who in the long run won the peace, there is none what­so­ever among the for­mer Ger­man lead­ers dwelling in South Amer­ica. It is a good bet that if Her­mann Schmitz were alive today, he would bear wit­ness as to who really won. Schmitz died con­tented, hav­ing wit­nessed the resur­gence of I.G. Far­ben, albeit in altered cor­po­rate forms, a money machine that con­tin­ues to gen­er­ate prof­its for all the old I.G. share­hold­ers and enor­mous inter­na­tional power for the Ger­man cadre direct­ing the work­ings of the suc­ces­sor firms. . . . He was the mas­ter manip­u­la­tor, the cor­po­rate and finan­cial wiz­ard, the magi­cian, who could make money appear and dis­ap­pear, and reap­pear again. His whole exis­tence was leg­erde­main, played out on the game­board of I.G. Far­ben and his beloved Ger­many. . . Their [Schmitz and Bor­mann] asso­ci­a­tion was close and trust­ing over the years, and it is the con­sid­ered opin­ion of those in their cir­cle that the wealth pos­sessed by Her­mann Schmitz was shifted to Switzer­land and South Amer­ica, and placed in trust with Bor­mann, the legal heir to Hitler. [Her­mann] Schmitz’s wealth—largely I.G. Far­ben bearer bonds con­verted to the Big Three suc­ces­sor firms, shares in Stan­dard Oil of New Jer­sey (equal to those held by the Rock­e­fellers), as well as shares in the 750 cor­po­ra­tions he helped Bor­mann estab­lish dur­ing the last year of World War II—has increased in all seg­ments of the mod­ern indus­trial world. The Bor­mann orga­ni­za­tion in South Amer­ica uti­lizes the vot­ing power of the Schmitz trust along with their own assets to guide the multi­na­tion­als they con­trol, as they keep steady the eco­nomic course of the Father­land. . .

“A Big, and Risky, Energy Bet” by John M. Broder and Clifford Krauss; The New York Times; 12/18/2012.

EXCERPT: The compact assembly of towers, tubes and tanks that make up the Oryx natural gas processing plant is almost lost in a vast petrochemical complex that rises here like a hazy mirage from a vast ocean of sand. But what is occurring at Oryx is a particular kind of alchemy that has tantalized scientists for nearly a century with prospects of transforming the energy landscape. Sasol, a chemical and synthetic fuels company based in South Africa, is converting natural gas to diesel fuel using a variation of a technology developed by German scientists in the 1920s. Performing such chemical wizardry is exceedingly costly. But executives at Sasol and a partner, Qatar’s state-owned oil company, are betting that natural gas, which is abundant here, will become the dominant global fuel source over the next 50 years, oil will become scarcer and more expensive and global demand for transport fuels will grow. Sasol executives say the company believes so strongly in the promise of this technology that this month, it announced plans to spend up to $14 billion to build the first gas-to-liquids plant in the United States, in Louisiana, supported by more than $2 billion in state incentives. A shale drilling boom in that region in the last five years has produced a glut of cheap gas, and the executives say Sasol can tap that supply to make diesel and other refined products at competitive prices. Marjo Louw, president of Sasol Qatar, says that his company can produce diesel fuel that burns cleaner, costs less and creates less greenhouse gas pollution than fuel derived from crude oil. . . . . . . . Until recently, the method used to convert natural gas or coal to liquid fuel — known as the Fischer-Tropsch process after the Germans who invented it — had been used only by pariah nations desperate for transportation fuels when they had little or no oil available. For decades, South Africa defended its system of apartheid from international oil embargoes by producing synthetic oil from its rich coal resources. Nazi Germany did the same to fuel its military machine in World War II. But with North Africa and the Middle East chronically unstable and natural gas cheap and plentiful in the United States, some say the technology is now an enticing option to produce various fuels without importing a drop of oil. . . .

“Rising Power Qatar Stirs Unease Among Some Mideast Neighbors”; Global Muslim Brotherhood Daily Report.

EXCERPT: In the center of Cairo, young men hold up a burning flag for the cameras to show their fury at a nation they believe is meddling in their country and the wider Middle East. It’s a familiar image. But it’s not the U.S. flag they are waving, it is that of Qatar, the Gulf state that has used its billions to spread its influence in the wake of the Arab Spring. For most Western governments and officials, the influence of Qatar emir Sheikh Hamad bin Khalifa al-Thani’s government is seen as broadly positive. In Egypt, Libya and Syria, where Qatar tried to play a role post-Arab Spring, it finds itself blamed for much that has gone wrong on a local level. Close ties to Egypt’s new leaders, the Muslim Brotherhood, have alarmed countries like the United Arab Emirates, where the Islamist group is still banned and which in January said it had foiled a Brotherhood-linked coup plot. Senior officials in the UAE have long believed Qatar has long-term strategy to use the Brotherhood to redraw the region. ”There is both greater apprehension and appreciation for Qatar two years after the Arab awakening in the region,” said Taufiq Rahim, Executive Director of Dubai-based geopolitics consultancy Globesight. ”While prior to the revolutions, Qatar was seen more as a mediator, its foreign policy recently has been much more proactive and in some cases partisan.” Some Western analysts and diplomats believe Qatar’s leaders have been effectively improvising their way through the new landscape, experimenting to see what they can achieve with the massive wealth generated by its natural gas reserves over the past 15 years. An estimated $17 trillion in monetisable natural gas riches still remain in the ground. Others, however, see a much more deliberate strategy. ”What we are seeing here is a high-stakes poker game for the future of the Middle East,” said one Gulf-based Western diplomat on condition of anonymity. Even supporters are concerned the country may be overstepping its boundaries and getting a reputation for playing favorites. A post from last October reported on the visit to Gaza by the Emir of Qatar described as the “biggest diplomatic victory” for Hamas since taking power five years ago. A post from earlier that week reported on the announcement of the biggest contribution of reconstruction aid for Hamas-ruled Gaza since the destruction accompanying the Israeli-Gaza conflict four years ago. A post from August reported on the plans for an Egypt-Qatar summit where the Egyptian President Mohamed Morsi was to receive the Emir of Qatar. AP had reported earlier that Qatar was granting Egypt a $2 billion loan to help the country’s troubled economy. A post from March reported that the Deputy Chairman of the Egyptian Muslim Brotherhood was visiting Qatar for meetings with Qatari official. An earlier post discussed the relocation of Hamas political leader Khaled Mashaal from Syria to Qatar in yet another sign of the country growing importance as a center of the Global Muslim Brotherhood. A series of recent and important Global Muslim Brotherhood events have been held in Qatar illustrating the increasing importance of the country to the Global Brotherhood. . . .

“In an Alliance with the Dictatorship”; german-foreign-policy.com; 2013/04/15.

EXCERPT: The Prime Minister of Qatar, who is also the country’s Foreign Minster, is arriving in Berlin today for talks on the war in Syria and on strengthening economic cooperation. Since some time, this Persian Gulf dictatorship has been one of Germany’s closest allies in the Arab world. As in the 2011 war on Libya, it is supporting Islamist rebels today in Syria, who are seeking to topple a government combated by the West. Berlin’s cooperation with Qatar on matters of foreign policy is being consolidated by economic cooperation. German companies benefit from lucrative Middle East contracts, while the Qatari ruling clan buys a significant amount of shares in major German companies, such as Volkswagen and Siemens. Qatar has been linking its financial support in France, to a large-scale public relations campaign in the suburban slums. German involvement in the war in Syria, will most likely also be a topic in these talks with Sheikh Hamad bin Jassim bin Jabir al Thani in Berlin. A German Navy “reconnaissance” vessel is, currently, cruising again off the Syrian coast. Experts believe that Syrian insurgents are also profiting from information retrieved by this espionage. . . .

Discussion

2 comments for “Qatar, the Muslim Brotherhood and the Fischer/Tropsch Process”

  1. Just FYI, if you’re passing through central Wyoming in the future, you might need to keep the tap water at a safe distance from open flames.

    Posted by Pterrafractyl | June 21, 2013, 8:48 am
  2. Here’s an interesting fun fact about VW, especially in light of its diesel emissions cheating scandal: It’s 17 percent owned by Qatar’s sovereign wealth fund:

    Reuters
    Glencore, VW hits to push Qatar sovereign fund to diversify more

    DUBAI | By David French
    Wed Sep 30, 2015 3:31am EDT

    Qatar Investment Authority’s hit from the slide in Volkswagen (VOWG_p.DE) and Glencore (GLEN.L) shares can only underline the sovereign wealth fund’s need to continue to diversify its asset base, industry sources said.

    The German carmaker has been pummeled over an emission testing scandal while the miner has came under pressure over its debt load, together wiping $5.8 billion off the Qatar fund’s holdings since Sept. 18, according to Thomson Reuters data.

    Much has been made of the scale of the Qatar Investment Authority’s (QIA) paper losses at a time lower oil prices are reducing the flow of petrodollars into Gulf sovereign wealth funds. QIA has 8.2 percent of Glencore, 17 percent of Volkswagen ordinary shares and 12.8 percent of its preference shares.

    As recently as March, VW’s preference shares were trading above 260 euros but they dipped again on Tuesday to close at 95.20 euros. Glencore rallied 16.9 percent on Tuesday but its closing price of 0.8025 pounds was still well below the 3.16 pounds recorded in early May.

    The QIA, which has about $334 billion of assets according to industry tracker the Sovereign Wealth Center, has been reviewing its investment strategy as a result of oil’s downward move and following the appointment of a new chief executive in December.

    In June, sources said it would set asset allocation targets for the first time and restructure internal decision making.

    This week, after opening a New York office, QIA said the Gulf state was committed to putting $35 billion into the United States over five years. In November last year, the fund also said it would invest $20 billion in Asia over the next five years.

    REDUCED APPETITE

    The slide in the two European blue-chip stocks will only heighten the need to continue QIA’s evolution from being a fund that had about 80 percent of its assets deployed on the European continent as recently as late 2013, industry sources said.

    QIA declined to comment for this article.

    Cash available to fund diversification is not as bountiful as when oil was above $100 a barrel, meaning all Gulf sovereign funds will have to focus more on investing returns from existing assets as opposed to just finding avenues for new money.

    One senior banker who regularly pitches investments to the QIA said it was in a healthier state than other funds, because Qatar’s wealth was generated from gas which has not seen such big price swings as oil. But the banker said he had noted a reduced appetite for big ticket investments.

    “When you go and pitch them something that will need a couple of billion dollars, they don’t seem to have that kind of liquidity,” he said, speaking on condition of anonymity due to the sensitivity of the subject.

    LONG-TERM VALUE

    Still, despite the significant reductions in the value of QIA’s stakes in Volkswagen and Glencore, the holdings were unlikely to be regarded as underperforming, according to one source who works with the QIA.

    VW’s stock price is still well above the 60 euro level when the QIA bought into the company in August 2009, although Glencore hit an all-time low on Monday against an initial listing price of 5.30 pounds.

    The fund’s mission statement is: “to invest, manage and grow Qatar’s reserves to create long-term value for the state and future generations” – something the source said meant it would be happy to ride out short-term volatility.

    QIA’s participation in Glencore’s $2.5 billion rights issue earlier this month seemed to indicate the fund had no plan to turn its back on the Swiss-based miner.

    However, the QIA’s intentions and operations are largely a mystery. It has predominantly been a reserved investor which has shunned public statements on its investments, although a notable exception was when it voiced concern about the terms for the merging of Glencore and Xstrata in 2012.

    It has made no public comments on either the VW or Glencore situations.

    The QIA has never disclosed results or the size of its portfolio. Details of what it owns come from disclosures to stock markets when assets are listed and from media reports, making an overall assessment of the impact difficult.

    In October last year, a report by political risk firm GeoEconomica said the QIA was the only sovereign fund not compliant with the Santiago Principles, a voluntary code of practice on governance and transparency.

    As we can see, this hasn’t been the best time for Qatar’s wealth fund. And given its lack of transparency it’s hard to say how bad things really are. But as the article noted, it could be worse. It could be a wealth fund based on oil and not natural gas which hasn’t plummeted nearly as much:

    Cash available to fund diversification is not as bountiful as when oil was above $100 a barrel, meaning all Gulf sovereign funds will have to focus more on investing returns from existing assets as opposed to just finding avenues for new money.

    One senior banker who regularly pitches investments to the QIA said it was in a healthier state than other funds, because Qatar’s wealth was generated from gas which has not seen such big price swings as oil. But the banker said he had noted a reduced appetite for big ticket investments.

    And that points to another reason why the whole VW emissions scandal could be worse for the QIA. While the natural gas-to-liquid (GTL) market for diesel fuel that’ Qatar has been promoting probably isn’t helped by the emissions scandal, the scandal could indirectly catalyze the growth of Europe’s passenger natural gas vehicle market, billed as a cleaner alternative to diesel (it’s sort of debatable), by closing the cost gap between natural gas and diesel emissions technology:

    Automotive News Europe
    VW, Fiat, Mercedes will benefit from CNG market growth

    Nick Gibbs

    December 10, 2014 06:01 CET

    European sales of vehicles powered by compressed natural gas could grow tenfold by 2020, according to the organization responsible for promoting the fuel in the region. Analysts and carmakers, however, say that growth is dependent on government incentives and an increase in the number of stations offering the fuel across the continent.

    “We believe gas is the next big thing in transport,” Matthias Maedge, deputy secretary general of the Natural and Bio Gas Vehicle Association in Europe, told Automotive News Europe. The organization predicts the number of CNG-powered vehicles on Europe’s roads will grow to between 10 million and 12 million by 2020 from about 1.2 million now. Most of those vehicles will be passenger cars.

    Natural gas costs about half the price of gasoline. As of September the average price for CNG across Europe was 79 cents compared with 1.49 euros for gasoline and 1.39 euros for diesel, according to NGVA data. CNG is promoted as a low-CO2 fuel that can be easily mixed with biogas, enhancing its environmental credentials, according to the NGVA.

    The number of new, factory-built models equipped with standard CNG tanks remains limited, but is growing with the recent commitment from Volkswagen brand to launch more gas-powered vehicles under its TGI badge.

    Earlier this year the Golf TGI compact went on sale, joining three other model lines with variants using the fuel: the Up minicar, Touran minivan and Passat midsize. Other VW Group brands using the technology include: Seat, with the Mii microcar and Leon compact; Audi, with a G-tron badged version of the premium A3 compact; and Skoda, with the Citigo minicar and the recently launched Octavia compact both wearing the Czech brand’s G-Tec badge.

    “There are only advantages as far as the customer is concerned, since he can use the more affordably priced CNG fuel, but when he needs a greater range he can also fill up with normal gasoline,” Skoda sales and marketing chief Werner Eichhorn told Automotive News Europe.

    Other newcomers to the niche include Mercedes-Benz, which added a B-class Natural Gas Drive compact to its midsize E-class NGD car earlier this year. The proliferation of new models helped boost Europe’s overall CNG sales by 7 percent to 66,952 after nine months, according to JATO Dynamics data.

    Fiat dominates

    Fiat is Europe’s top-selling CNG player — its nine-month sales of 33,197 were almost double that of second-placed VW (16,755). Fiat has a commanding lead because of the size of the CNG market in Italy, which had 880,000 gas-powered cars and light vans as of June this year, compared with 95,708 in Germany and 43,796 in Sweden, according to NGVA data.

    CNG-powered cars also account for a Europe-best 5 percent of Italy’s new-car market, according to JATO data, while markets with no gas infrastructure, such as the UK, have zero sales. Private sales of cars such as the gas-powered Fiat Panda are possible because the bulk of Italy’s 1,040 natural gas filling stations, located mainly in the north, are public.

    Germany has almost as many stations at 920, but 840 aren’t for public use, according to NGVA data. The poor availability of stations puts off buyers when there are 10,000 stations in Germany that sell diesel and gasoline.

    Skoda’s Eichhorn said: “If one constantly has to make a detour to find a filling station then it doesn’t make sense financially at some point.” Another deterrent is that few fuel station owners are willing to invest in the complicated and costly pumps that gas requires.

    Al Bedwell, head of powertrain analysis at LMC Auto, said: “CNG stations are expensive to set up at around three times the price of those for gasoline and diesel. This is a headwind for the industry.” NGVA’s Maedge agrees. “Infrastructure is key and we have a lot of work to do,” he said.

    Helped by regulation

    The struggle by European cities to reduce diesel emissions is seen as a catalyst for the creation of more natural gas stations and the sale of more CNG models. “Low-emission zones will help us,” Maedge said. Like the operators of buses and garbage trucks, taxi companies could decide to switch to natural gas vehicles to comply with tougher tailpipe regulations, he said. Mercedes already sells a taxi version of the B class.

    Maedge argues that as manufacturers are forced to add technology to reduce diesel emissions from cars to Euro 6 levels, the price gap to converted natural gas vehicles will close fast. The price gap remains wide. In Germany the CNG B class costs almost 1,800 euros more than the equivalent diesel and nearly 4,000 euros more than the version with a gasoline engine. The CNG-powered VW Golf costs 25,400 euros while a diesel with comparable power starts at 23,475 euros. The Golf CNG and diesel variants both have CO2 emissions of below 99 grams per kilometer, which is less than the 114g/km produced by the equivalent Golf with a gasoline engine.

    According to Mercedes, future competition for natural gas cars could come from EVs. Asked how much the company saw the CNG market growing, a spokesman told Automotive News Europe: “This will depend heavily on the incentives for this type of powertrain, along with the further development of the electric segment.”

    Yes, as of last year, the future for the European natural gas powered passenger cars market was looking up, but it was the closing of the cost cap between diesel and natural gas powered vehicles as a consequence of stronger “Euro 6” regulations that could really help the CNG market:


    Helped by regulation

    The struggle by European cities to reduce diesel emissions is seen as a catalyst for the creation of more natural gas stations and the sale of more CNG models. “Low-emission zones will help us,” Maedge said. Like the operators of buses and garbage trucks, taxi companies could decide to switch to natural gas vehicles to comply with tougher tailpipe regulations, he said. Mercedes already sells a taxi version of the B class.

    Maedge argues that as manufacturers are forced to add technology to reduce diesel emissions from cars to Euro 6 levels, the price gap to converted natural gas vehicles will close fast. The price gap remains wide. In Germany the CNG B class costs almost 1,800 euros more than the equivalent diesel and nearly 4,000 euros more than the version with a gasoline engine. The CNG-powered VW Golf costs 25,400 euros while a diesel with comparable power starts at 23,475 euros. The Golf CNG and diesel variants both have CO2 emissions of below 99 grams per kilometer, which is less than the 114g/km produced by the equivalent Golf with a gasoline engine.

    Yep, as bad as he VW scandal must be for any entity that owns 17 percent of its stock it could be worse for the QIA.

    Posted by Pterrafractyl | November 1, 2015, 8:28 pm

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