The new de-icing product, GeoMelt, would use less salt than other methods of de-icing roads. (Photo by Lester Graham)
There’s been rising concern in recent years over the environmental impact of
road salt. The salt helps melt ice on the roads, but it corrodes cars and
damages bridges and concrete. Now, there’s a new way to help de-ice
roadways, and it comes from sugar beets. Dustin Dwyer reports:
Transcript
There’s been rising concern in recent years over the environmental impact of
road salt. The salt helps melt ice on the roads, but it corrodes cars and
damages bridges and concrete. Now, there’s a new way to help de-ice
roadways, and it comes from sugar beets. Dustin Dwyer reports:
The product is called GeoMelt, and it mixes with a salt brine to drop the freezing point
along roads. This method uses less salt than the traditional way of de-icing roads.
Chris Duffy is a GeoMelt salesman. He says it’s essentially de-sugared sugar beet
molasses. And it doesn’t require any new chemical processes:
“It’s considered a co-product of the sugar process. And, you know, what they were using
it for was a cattle feed. And we just have come up with a different use for it.”
GeoMelt also helps cut the amount of salt washing onto farmland where it can ruin crops.
Duffy says thousands of cities in every northern state are now using the sugar beet-based
product.
A new report says true wilderness is vanishing. The authors say we
might need to rethink conservation. Rebecca Williams reports:
Transcript
A new report says true wilderness is vanishing. The authors say we
might need to rethink conservation. Rebecca Williams reports:
The report in the journal Science says we might need to think
differently about how we protect wild areas. There are very few places
left on Earth that haven’t been touched by people.
The authors say that as of 1995, only 17% of the planet’s land area had
remained untouched. They’re defining true wilderness as places without
any people, roads, crops or lights detectable at night by satellite.
They say there’s some land set aside in wilderness preserves…
but it’s just 1% of Earth’s land area.
The authors of the report include two Nature Conservancy scientists.
They say population growth might make traditional views of conservation
unsustainable.
They argue we might have to focus more on managing nature and the
services it provides… instead of trying to keep people out of
wilderness areas.
Cars and trucks are Americans’ favorite way to get around. But a study that’s the first of its kind in the U.S. suggests children’s health might be suffering from our love affair with the automobile. The GLRC’s Shawn Allee has our story:
Transcript
Cars and trucks are Americans’ favorite way to get around. But a study
that’s the first of its kind in the U.S suggests children’s health might be
suffering from our love affair with the automobile. The GLRC’s Shawn
Allee has our story:
The University of Southern California studied kids who live near busy
roads and freeways. They found they were fifty percent more likely to
develop asthma than kids who lived farther away.
Professor Rob McConnell co-authored the work. He says homes aren’t
unique. Other places, such as school playgrounds, could pose risks if
they’re near roads, too.
“I think there’re some practical implications for parents or for physical
education teachers in terms of having children exercise away from a
major road.”
McConnell says studies of children in Europe back up his own
conclusions.
Environmentalists say the findings confirm their suspicion that decades
worth of clean air regulations haven’t gone far enough.
The pine marten is a member of the weasel family that makes its home in yellow birch trees. (Photo courtesy of the Wisconsin Department of Natural Resources)
Yellow birch trees can be used for lumber and paper, but they are also home to wildlife. (Photo courtesy of the Virginia Department of
Forestry)
Environmentalists and the U-S Forest Service often fight over the best way to balance between cutting timber for lumber and paper, and preserving wildlife habitat. Lately, the battle is over whether government just looks at each tract of land where it sells timber or whether it looks at the cumulative impacts of logging on National Forests. The GLRC’s Chuck Quirmbach reports:
Transcript
Environmentalists and the U.S. Forest Service often fight over the best
way to balance between cutting timber for lumber and paper, and
preserving wildlife habitat. Lately, the battle is over whether
government just looks at each tract of land where it sells timber or
whether it looks at the cumulative impacts of logging on National
Forests. The GLRC’s Chuck Quirmbach reports:
When some people look at a stand of trees they see lumber for a house or
wood for paper.
“Let’s go to the yellow birch.”
But when Ricardo Jomarron spots a stand of yellow
birch trees, he sees a valuable home for the pine marten – a member of
the weasel family. The marten is endangered in some states.
“The great thing about yellow birch is that it has a propensity to become
hollow while staying alive. So you have this wonderful den for pine
marten and other species to rear their young that isn’t going to blow over
in a windstorm.”
Jomarron is standing in the Chequamegon-Nicolet National Forest in
northern Wisconsin that’s near the border with Michigan. Last year,
Jomarron’s group, the Habitat Education Center won a federal court case
that has blocked timber sales on about 20-thousand acres in the million
and a half acre Chequamegon- Nicolet.
A judge ruled the Forest Service had violated the National
Environmental Policy Act by not considering the cumulative impact of
logging on other forest species. Logging not in just one place, but many
can have a larger impact on some wildlife that the judge said the Forest
Service didn’t consider.
But it’s not just the act of cutting down the trees that worries the
environmentalists. It’s the loss of shade that some plants need to survive
and new logging roads crossing streams where erosion damages trout
habitat.
The Chicago-based Environmental Law and Policy Center is representing the
Habitat Education Center. Attorney Howard Learner says the case is not
about banning logging in the national forests. He says it is about
restoring a system that he argues has gotten out of whack.
“In part because the Forest Service was looking at one timber sale and what the
impacts of that were, and then they’d look at another one and what the impacts of that were, and
they didn’t look at the overall impact – and what was the forest rather
than the trees.”
The Forest Service eventually decided not to appeal the judge’s rulings to
stop the disputed sales in this one forest. It’s taking another look at the
cumulative impact of the proposed deals, but the Forest Service says it
didn’t approve the timber sales without getting advice from state and
tribal experts on water and wildlife.
Chequemegon-Nicolet forest supervisor Anne Archie says her agency
has done a good job. She says if you really want to study the total effect
of forest management, look back a century when loggers cut everything
in sight.
“70 to 100 years ago there was no national forest. It was shrub land and
burnt over grassland. Now the National Forest is there that provides a
habitat for the species. So cumulatively in 70 to 100 years, we’ve been
growing the habitat for the species that Habitat Education Center…we’ll
we’re all concerned for those species.”
But Habitat Education Center and other environmental groups say the
Forest Service still isn’t doing a thorough job of determining the impact
that logging might have. The environmentalists and conservation groups
say the agency’s follow-up study on the Chequemegon-Nicolet is like
Swiss cheese with many more holes than substance. Depending what
happens at the end of the current comment period, the groups could ask
the judge to keep the lid on the timber sales.
Logging companies that cut and mill the trees from the forest are not
happy about the legal battles.
James Flannery runs the Great Lakes Timber Company. He says if you
want to look at the cumulative impact to the forest, you should look at
the cumulative impact to the economy of the area.
“Part of the money generated from forest sales comes back to
communities. If we have no forest sales and there’s thousands of acres of
forests land that we harvest I’m more worried about the income of these
communities, which will be zero.”
But the environmental groups argue the broad expanse of the forests
need to be protected from multiple timber sales that cumulatively could
cause wider ecological damage. They say ignoring the health of the
forest ignores another important industry of the area: the tourism that
brings a lot of money to the north woods.
The Bush administration is proposing to sell 200 thousand
acres of national forest land. The proposal has drawn fire from environmentalists who are concerned about the long-range effects of the plan. The Great Lakes Radio Consortium’s Steve Carmody reports:
Transcript
The Bush administration is proposing to sell 200 thousand acres of
national forest land. The proposal has drawn fire from environmentalists
who are concerned about the long-range effects of the plan. The Great
Lakes Radio Consortium’s Steve Carmody reports:
The National Forest Service is proposing to sell hundreds of small
parcels of forestland over the next five years. The parcels average 40
acres in size, and the forest service says the sales would generate roughly
800 million dollars, which would be used for rural schools and roads.
Sean Cosgrove is with the Sierra Club in Washington D.C. He says
these parcels may be small, but the effects on larger eco-systems could
be significant.
“It’s kinda like taking a handful of buckshot and throwing it at a large
piece of butcher block paper. You may not cover that whole entire area,
but you can put holes all the way thru it, where it’s going to have an
impact.”
In this region, Michigan would be the most effected state, with nearly six
thousand acres in the Hiawatha and Ottawa National Forests on the
block.
In Minnesota, nearly three thousand acres in the Superior National Forest
are also targeted under the plan.
A freighter leaving the Duluth harbor in Minnesota. (Photo courtesy of EPA)
A ship in the Duluth–Superior harbor in Duluth, Minnesota. The St. Lawrence Seaway made it possible for the Duluth–Superior harbor to exist. (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.
A new study calls for more investment in public transit to reduce commutes and congestion. (Photo by James Lin)
More and more cities are experiencing serious traffic congestion. A new report looked at travel data from 2003 and found that, without massive investment, our daily commutes are likely to increase. The Great Lakes Radio Consortium’s Shawn Allee has more:
Transcript
More and more cities are experiencing serious traffic congestion.
A new report looked at travel data from 2003 and found that, without
massive investment, our daily commutes are likely to increase. The
Great Lakes Radio Consortium’s Shawn Allee has more:
The new study from the Texas Transportation Institute suggests the nation
would have to build five thousand miles of new roads every year just to keep
pace with the growth in car traffic.
Alternatively, they say massive investment in public transit could keep the
problem from getting worse. But co-author Tim Lomax says we’re not paying enough through
gasoline or other taxes to make those big investments.
He says one reason is that we often don’t calculate the cost of what he
calls the “congestion tax.”
“It should be pretty clear that we are paying for congestion right now.
We’re sitting in our cars. We’re not spending time with our businesses or
our families. We’re wasting gas because the operation of our vehicles is
inefficient.”
The Texas researchers say those costs add up, to the tune of about three
point five billion hours worth of traffic delays each year. The study also recommends that traffic engineers raise tolls in some cities and work to curb suburban sprawl in less developed areas.
Rainwater that falls on paved areas is diverted into drains and gutters. If the rainfall is heavy enough, the diverted water can cause flash flooding in nearby rivers and streams. (Photo by Michele L.)
Some planning experts are worried that the rapid development in cities and suburbs is paving over too much land and keeping water from replenishing aquifers below ground. The Great Lakes Radio Consortium’s Lester Graham
reports:
Transcript
Some planning experts are worried that the rapid development in cities and suburbs is
paving over too much land and keeping water from replenishing aquifers below ground.
The Great Lakes Radio Consortium’s Lester Graham reports:
In nature… when it rains… the water slowly soaks into the ground and makes its way
through the soil and rock to eventually be stored as groundwater. Some of it makes its
way underground to be stored in aquifers. And some of it slowly seeps through the rock
for a while and then resurfaces as springs to feed streams during times when there’s not a
lot of rain. It’s a natural storage system and a lot of cities rely on that water.
But when we build buildings and houses and parking lots and roads, a lot of the land
where the rain used to soak into the ground is covered up. Instead the rainwater runs off
the hard surfaces and rushes to stormwater gutters and ditches and then overloads creeks
and rivers. Even where there are big expansive lawns in the suburbs… the rain doesn’t
penetrate the ground in the same way it does in the wild. The grass on lawns has shallow
roots and the surface below is compact… where naturally-occurring plants have deep
roots that help the water on its way into the earth.
Don Chen is the Executive Director of the organization Smart Growth America. His
group tries to persuade communities to avoid urban sprawl by building clustering houses
and business districts closer together and leave more natural open space.
“With denser development you have a much lower impact per household in terms of
polluted runoff.”
Chen says the rain washes across driveways and parking lots, washing engine oil, and
exhaust pollutants straight into streams and rivers instead of letting the water filter across
green space.
Besides washing pollutants into the lakes and streams… the sheer volume of water that
can’t soak into the ground and instead streams across concrete and asphalt and through
pipes can cause creeks to rise and rise quickly.
Andi Cooper is with Conservation Design Forum in Chicago. Her firm designs
landscapes to better handle water…
“Flooding is a big deal. It’s costly. That’s where we start talking about economics. We
spend billions and billions of dollars each year in flood damage control.”
Design firms such as Cooper’s are trying to get developers and city planners to think
about all that water that used to soak into the ground, filtering and being cleaned up a bit
by the natural processes.
Smart Growth America’s Don Chen says those natural processes are called infiltration….
and Smart Growth helps infiltration…
“And the primary way in which it does is to preserve open space to allow for natural
infiltration of water into the land so that there’s not as much pavement and hard surfaces
for water to bounce off of and then create polluted runoff.”
People such as Chen and Cooper are bumping up against a couple of centuries or more of
engineering tradition. Engineers and architects have almost always tried to get water
away from their creations as fast and as far as possible. Trying to slow down the water…
and giving it room to soak into the ground is a relatively new concept.
The U.S. Environmental Protection Agency is trying to get communities to give the idea
some consideration. Geoff Anderson is the Acting Chief of Staff for the EPA’s Office of
Policy, Economics and Innovation.
“Anything you can do to keep that water on site and have it act more like it does in its
natural setting, anything you can do to sort of keep that recharge mechanism working,
that’s helpful.”
The EPA does not require that kind of design. It leaves that to local governments and the
private sector. The Conservation Design Forum’s Andi Cooper says sometimes getting
companies to think about treating water as a resource instead of a nuisance is a hard
sell…
“You know, this is risky. People tell us this is risky. ‘I don’t want to do this; it’s not the
norm.’ It’s becoming less risky over time because there are more and more
demonstrations to point to and say ‘Look, this is great. It’s working.’ ”
But… corporate officials are hesitant. Why take a chance on something new? They fear
if something goes wrong the boss will be ticked off every time there’s a heavy rain.
Cooper says, though, it works… and… reminds them that investors like companies that
are not just economically savvy… but also have an environmental conscience.
“A lot of companies are game. They’re open. If we can present our case that yes, it
works; no, it’s not risky; it is the ethical thing to do; it is aesthetically pleasing; there are
studies out there that show you can retain your employees, you can increase their
productivity if you give them open spaces to walk with paths and make it an enjoyable
place to come to work everyday.”
So… doing the right thing for the environment… employees… and making investors
happy… make Wall Street risk takers willing to risk new engineering to help nature
handle some of the rain and get it back into the aquifers and springs that we all value.
Rainwater that falls on paved areas is diverted into drains and gutters. If the rainfall is heavy enough, the diverted water can cause flash flooding in nearby rivers and streams. (Photo by Michele L.)
An Environmental Protection Agency official wants local governments to take a broader view when making land use plans for their communities. The Great Lakes Radio Consortium’s Lester Graham reports:
Transcript
An Environmental Protection Agency official wants local governments to take a broader view
when making land use plans for their communities. The Great Lakes Radio Consortium’s Lester
Graham reports:
Often planners don’t look past their own city borders when making decisions. Geoff Anderson
wants that to change. He’s the Acting Chief of Staff for the EPA’s Office of Policy, Economics
and Innovation. Anderson says city officials often look at land use planning one site at a time
instead of looking at how their decisions will affect the entire area…
“The two scales are very important and I think in many cases too much is paid to the site level
and not enough is given to the sort of broader regional or community context.”
Anderson says that’s especially important when planning for stormwater drainage. He says too
many communities think about getting the water to the nearest stream quickly without thinking
about how that rushing water might affect flooding downstream.
Salt is an essential resource for all people, especially those who live in areas where the roads get icy. (Photo by Lucian Binder)
Ever wonder where road departments get the mountains of salt they use each winter? Here in the Midwest, the answer can be found deep under Lake Erie. The Great Lakes Radio Consortium’s Ann Murray has the
story:
Transcript
Ever wonder where road departments get the mountains of salt
they use each winter? Here in the Midwest, the
answer can be found deep under Lake Erie. The Great Lakes Radio
Consortium’s Ann Murray has the story:
Orvosh: “Step right in there.”
Murray: “Ok, thanks.”
For Don Orvosh, an elevator ride nearly 2000 feet underground is just part of the daily grind.
(sound of clanking)
“It’s about a four and a half minute ride to the bottom. 1800… about 1800 feet.”
Orvosh supervises the Cleveland salt mine owned by Cargill Corporation. It’s one of only eleven active salt mines in the country. The mine lies beneath the northern edge of Cleveland and extends about four miles under Lake Erie.
Orvosh: “Most people in the city don’t even realize there’s a mine right here.”
Murray: “Are you all the way down?”
Orvosh: “We’re at the bottom right now. This is it.”
(sound of opening air-lock door)
A few feet from the elevator, Orvosh walks through a series of air-locked metal doors. They rotate to reveal a subterranean repair shop. Massive dump trucks and cranes are fixed here. The cavernous room is also the starting point for hundreds of miles of tunnels. These tunnels connect a honeycomb of old and active areas in the mine. Everyday, 150 workers travel this salt encrusted labyrinth by truck or tram.
“We’re going to get in this little buggy here now and in a couple minutes we’ll be under the lake.”
Lake Erie is a geological newcomer compared to the salt buried below it. This bed – extending from upper New York to Michigan – was formed 410 million years ago. That’s when an ancient sea retreated and left behind its brine. Oil drillers accidentally discovered the deposit in the 1860’s. As Orvosh drives north through the dark passageways, he says salt wasn’t extracted here until many years later.
“This shaft was sunk in the late fifties and the actual mining of salt occurred, started in the early sixties so it’s been here 40 plus years.”
In the last four decades, the mining process has stayed pretty much the same. Orvosh compares it to the room and pillar method used in underground coal extraction. He points up ahead to a brightly lit chamber. Machine generated light bounces off the room’s briny, white walls. Its 20 foot high ceiling is bolstered by pillars of salt the size of double-wide trailers.
Orvosh: “This is an active production section. This is where we are mining salt.”
Murray: “What’s happening here?”
Orvosh: “He’s drilling the face here.”
A miner sits atop a machine with a large needle nosed drill. It bores six holes into the seam. Later in the day, workers will load explosives in the holes and blow out big chunks of salt. Farther into the mine, the loose salt from last night’s blasting is being scooped up by front-end loaders and dumped into a crusher. All of the big chunks are broken into small pieces. Then the salt is loaded on conveyor belts and sent to the mine’s three-story-high underground mill. Salt is crushed, sized, screened and sent to the surface by elevator.
All told, the crews at the Cleveland mine produce two million tons of salt a year. A sizable chunk of the 15 million tons of salt used on icy US roads each winter. Demand for road salt has skyrocketed since it was introduced as a de-icer in the early 1950s. But Robert Springer, a 27- year veteran at this operation, says each mine fights for a market share.
Springer: “It is a competitive market. There’s another salt mine just in the Cleveland area, out there in Morton, Morton Salt.”
Murray: “We needed you today. The roads were really icy. Do you look forward to icy days to keep production up?”
Springer: “I guess you could say we look forward to bad weather. We enjoy the bad weather because we know there’s going to be salt used.”
(sound of radio and weather report)
Back on the surface, Bob Springer has gotten his wish… Cleveland has just been hit with a winter storm. At least a dozen trucks swing through the mine’s loading dock to pick up tons of salt. Later in the day, salt will be dumped onto barges and transported across the Great Lakes to places like Chicago and Toronto. This is high season for road salt. The crews here know that come March, they’ll start rousing salt from its ancient bed for the winter of 2006.
For the Great Lakes Radio Consortium, this is Ann Murray.
The new de-icing product, GeoMelt, would use less salt than other methods of de-icing roads. (Photo by Lester Graham)
