Illuminating How Plants Use Light

Scientists say changes for agriculture could be in store,
now that they’ve come up with a detailed map of how plants react to light. The Great Lakes Radio Consortium’s Chuck Quirmbach
reports:

Transcript

Scientists say changes for agriculture could be in store, now that they’ve come up with a detailed
map of how plants react to light. The Great Lakes Radio Consortium’s Chuck Quirmbach reports:


Researchers have been trying for decades to get extensive details on how plants use light to
develop. Scientists at the University of Wisconsin-Madison have come up with a blueprint of
how light tells a plant to germinate, grow and flower.


Plant geneticist Richard Vierstra says corn could be dramatically changed if light-sensitive
molecules called phytocromes can be re-engineered and introduced.


“If we could minimize how phytocromes work …in a cornfield, we could minimize them trying to
compete with each other for light, and so that they would hopefully expend more energy making seeds
rather than making stalks and taller plants which eventually fall over.”


Vierstra says more testing is needed before the photochemical properties of the plant molecules
can be changed. But he says the new map will tell scientists exactly what to do. The research
was published in a recent issue of the journal Nature.


For the GLRC, I’m Chuck Quirmbach.

Ten Threats: Expanding the Seaway

  • A freighter leaving the Duluth harbor in Minnesota. (Photo courtesy of EPA)

One of the Ten Threats to the Great Lakes identified by many of the experts we surveyed
is dredging channels deeper and wider for larger ocean-going ships. In the 1950s, engineers
carved a shipping channel from the Atlantic Ocean to the Great Lakes via the St. Lawrence
River. The St. Lawrence Seaway was to make ports in cities such as Chicago and Duluth main
players in global commerce. Today, the Seaway operates at less than half its capacity.
That’s because only five percent of the world’s cargo fleet can fit through its locks and
channels. For decades, the shipping industry has wanted to make them bigger. David
Sommerstein reports:

Transcript

We’re continuing our series Ten Threats to the Great Lakes with a look at the idea of
letting bigger ships into the lakes. Lester Graham is our guide through the series.


One of the Ten Threats to the Great Lakes identified by many of the experts we surveyed
is dredging channels deeper and wider for larger ocean-going ships. In the 1950s, engineers
carved a shipping channel from the Atlantic Ocean to the Great Lakes via the St. Lawrence
River. The St. Lawrence Seaway was to make ports in cities such as Chicago and Duluth main
players in global commerce. Today, the Seaway operates at less than half its capacity.
That’s because only five percent of the world’s cargo fleet can fit through its locks and
channels. For decades, the shipping industry has wanted to make them bigger. David
Sommerstein reports:


(Sound of rumbling noise of front-loaders)


The port of Ogdensburg sits on the St. Lawrence River in northern New York State.
When the Seaway was built, local residents were promised an economic boom. Today
what Ogdensburg mostly gets is road salt.


(Sound of crashing cargo)


Road salt and a white mineral called Wallastonite – the Dutch use it to make ceramic tile.
Front-loaders push around mountains of the stuff. In all, the port of Ogdensburg
welcomes six freighters a year and employs just six people.


Other Great Lakes ports are much bigger, but the story is similar. They handle low-value
bulk goods – grain, ore, coal – plus higher value steel. But few sexy electronic goods
from Japan come through the Seaway, or the gijillion of knick-knacks from China or
South Korea.


James Oberstar is a Congressman from Duluth. He says there’s a reason why. A
dastardly coincidence doomed the Seaway.


“Just as the Seaway was under construction, Malcolm McLean, a shipping genius, hit on
the idea of moving goods in containers.”


Containers that fit right on trains and trucks. The problem was the ships that carry those
containers were already too big for the Seaway’s locks and channels.


“That idea of container shipping gave a huge boost of energy to the East Coast, Gulf
Coast, and West Coast ports, and to the railroads.”


Leaving Great Lakes ports behind ever since the regional shipping industry has wanted to
make the Seaway bigger.


The latest effort came in 2002, when the U.S. Army Corps of Engineers studied the
economic benefits of expansion. The study said squeezing container ships through the
Seaway would bring a billion and a half dollars a year to ports like Chicago, Toledo, and
Duluth. But if you build it, would they come?


“Highly doubtful that container ships would come in. Highly doubtful.”


John Taylor is a transportation expert at Grand Valley State University in Michigan.
He’s studied Seaway traffic patterns extensively. He says there would have to be “a sea
change” in global commerce.


“Rail is too competitive, too strong moving containers from the coast in and out say from
Montreal and Halifax and into Chicago and Detroit and so on, too cost-effective for it to
make sense for a ship to bring those same containers all the way to Chicago.”


The expansion study sparked a flurry of opposition across the Great Lakes. It failed to
mention the cost of replumbing the Seaway — an estimated 10 to 15 billion dollars. It
didn’t factor in invasive species that show up in foreign ships’ ballasts. Invasives already
cost the economy 5 billion dollars a year, and environmentalists said it glossed over the
ecological devastation of dredging and blasting a deeper channel.


Even the shipping industry has begun to distance itself from expansion. Steve Fisher
directs the American Great Lakes Ports Association.


“There was quite a bit of opposition expressed through the region, and in light of that
opposition we took stock of just how much and how strongly we felt on the issue and
quite frankly there just wasn’t a strong enough interest.”


Most experts now believe expansion won’t happen for at least another generation.
Environmentalists and other critics hope it won’t happen at all.


So instead, the Seaway is changing its tactics. Richard Corfe runs Canada’s side of the
waterway. He says the vast majority of Seaway traffic is actually between Great Lakes
ports, not overseas. So, the Seaway’s focus now is to lure more North American shippers
to use the locks and channels.


“Our efforts have to be towards maximizing the use of what we have now for the benefit
of both countries, the economic, environmental, and social benefit.”


Today, trucks and trains haul most goods from coastal ports to Great Lakes cities.
Shippers want to steal some of that cargo, take it off the roads and rails, and put it on
seaway ships headed for Great Lakes ports.


For the GLRC, I’m David Sommerstein.

Related Links

Big City Mayor Pushes “Green” Building

  • Having a plaque like this on the outside of a building means that the construction, materials, and utilities of the building are eco-friendly. "Green" building has started to increase in popularity. (Photo courtesy of the U.S. Green Building Council)

Buildings consume 70 percent of the electricity and create
most of the landfill waste in the U.S. Some cities are looking at “green building” methods to lessen the burden on the environment. The mayor of one major city has set “green” standards for all new buildings, using a mix of mandates and incentives. The Great Lakes Radio Consortium’s Robbie Harris reports on the economic tug of war over building green:

Transcript

Buildings consume 70% of the electricity and create most of the landfill waste in the U.S. Some cities are looking at “green building“ methods to lessen the burden on the environment. The mayor of one major city has set “green” standards for all new buildings, using a mix of mandates and incentives. Robbie Harris reports on the economic tug of war over building green.


(sound of PA system)


Last year, the first green police station opened in Chicago. It will use 20% less energy, and 30% less water than a typical police station. It’s built of recycled and locally available materials. But it looks pretty much like the other newer police stations you see around the city. Officer Jeffrey Bella who has worked here since it opened, says most people have no idea this is what’s known as a “high performance green building.”


“…and the fact that nobody talks about it and nobody notices it is pretty much a testament to how well it does work.”


This is the first police station in the country to earn a LEED Silver rating from the US green building council. LEED – that’s L-E–E-D- for Leadership in Energy and Environmental Design, is a rating system that awards points for features such as energy conservation, site usage, indoor air quality, light pollution reduction, even proximity to public transit. Levels range from basic certification to silver, gold and platinum.


Last spring, Chicago Mayor Richard Daley announced every new building built by the city, must meet basic LEED standards. Private developers aren’t required to meet LEED standards but they must meet the less stringent city Energy conservation code.


Even that has the development community concerned about higher costs. The Mayor had this to say at the Building and Design conference in February.


“Here in the city of Chicago we have to really educate architects, and engineers and I mean you talk about challenges, that alone – and contractors- because they look at money. Money is the source of their profession, like any other profession. How much money… developers, engineers, archiects, contractors, and subcontractors …so green technology to them means money, it doesn’t mean the technology that maybe you and I think about.”


Even the mayor wouldn’t dispute that most LEED certified construction costs more up front. Washington D.C. economist Greg Kats puts it at roughly 2 percent more. Kats ran a performance study of 40 LEED-certified buildings around the country and found higher initial costs were offset ten fold by a variety of benefits.


“And those benefits pay back very quickly in the form of lower energy costs, lower water costs lower operations and maintenance costs, better building operations. And frankly, people are more happy, they’re more productive, kids’ test scores go up, asthma and allergy problem, which is a real concern for a lot of parents like me, tend to go away in green builings.”


On February 14th, one of the city’ largest real estate firms, LR Developers broke ground on what will be the first LEED-certified luxury high rise in Chicago. LR’s Kerry Dixon says, they built green to differentiate themselves in the luxury condo market, and although they’re not required to be LEED certified, they knew it would please the Mayor. But Dixon says it hasn’t exactly been an important selling point.


“We’re not getting feedback from the marketing and sales staff that yeah, everbody’s interested in it.”


If most condo-buyers are not showing much interest in green buildings, more and more large corporations that want to project greener images are.


“We are one of the nation’s largest energy producers. We are by far the nation’s larger operator of nuclear power plants. Some love us for that, and some are skeptical because of that.”


John Rowe is the CEO and chairman of Exelon. The company is looking to consolidate 3 corporate offices into one location and Rowe was fascinated with the idea of building a new green headquarters.


“But it basically worked out so that it would probably be cheaper. And that if we worked on being green we could probably get just as much credit for using an existing building as a new one.”


That’s because the U.S. Green Building Council also certifies commercial interiors. When it’s finished in 2007 Rowe is confident Exelon’s new corporate headquarters will qualify for LEED’s silver rating. He’s hoping it even makes gold.


For now, the Daley administration has chosen to LEED by example – and hope the private sector follows.


For the GLRC, I’m Robbie Harris.

Related Links

Is Algae the Pollution Solution?

A Sea Grant researcher in Ohio has genetically engineered a
single-celled algae to work as a pollution solution. The algae binds
with heavy metals in lakes and then is harvested. The metals are removed
with the algae. The Great Lakes Radio Consortium’s Aileen LeBlanc has
the story:

Supreme Court Debates Forest Management

Management of the Wayne National Forest in Southeast Ohio is the subject of a U-S Supreme Court Case. The arguments are scheduled this week (Wednesday) in Washington. The Great Lakes Radio Consortium’s Julie Grant Cooper reports on how the decision is expected to set a precedent on how our National Forests are managed: