States Sue Epa Over New Mercury Rules

  • Some states are worried that the EPA's new mercury regulations won't protect children and pregnant women from mercury emissions from smokestacks. (Photo by Kenn Kiser)

Several states are filing a lawsuit against the U.S. Environmental Protection Agency for its recently announced rules for reducing mercury pollution. The states allege the EPA’s rules do not adequately protect children and pregnant mothers from mercury contamination. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

Several states are filing a lawsuit against the U.S. Environmental
Protection Agency for its recently announced rules for reducing mercury
pollution. The states allege the EPA’s rules do not adequately protect
children and pregnant mothers from mercury contamination. The Great Lakes
Radio Consortium’s Lester Graham reports:


Nine states joined in the suit, claiming the EPA’s new cap-and-trade program
would lead to mercury hotspots. Instead of making all coal-burning plants
reduce mercury emissions, the plan will allow some plants to continue to
pollute by buying credits from plants that reduce emissions below the EPA’s
targets.


Peter Harvey is the Attorney General for New Jersey. He’s the lead
plaintiff in the suit.


“There are going to be areas of the country that have a lot more air
pollution, which means those residents are at a greater danger of ingesting
mercury, either through the air or through seafood products.”


Harvey says the Bush Administration’s plan does not meet the requirements of
the Clean Air Act. The U.S. EPA has defended the plan in the past, saying
lowers overall mercury emissions by half within 15 years without forcing
companies to add expensive pollution prevention equipment at every plant.


For the Great Lakes Radio Consortium, this is Lester Graham.

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New Agreement With Large Animal Farms

  • The EPA has a new agreement with animal farmers who participate in a study of air quality and its relation to animal waste, which is often kept in lagoons like the one above. However, environmentalists worry about the agreement and what it may entail. (Photo courtesy of the Natural Resources Conservation Service)

Environmentalists don’t like a new agreement between the U.S. Environmental Protection Agency and the livestock industry. It will give some livestock farms limited immunity from environmental laws while the EPA measures pollution on their farms. The Great Lakes Radio Consortium’s Tamara Keith reports:

Transcript

Environmentalists don’t like a new agreement between the U.S. Environmental
Protection Agency and the livestock industry. It will give some livestock
farms limited immunity from environmental laws while the EPA measures
pollution on their farms. The Great Lakes Radio Consortium’s Tamara Keith reports:


Animals at so called “factory farms” produce a lot of manure. As it
decomposes it lets off a cocktail of gasses, which can contribute to smog,
and health problems, such as asthma. But, federal regulators say they don’t
have an accurate way of estimating emissions from these farms.


Under a new EPA agreement, some livestock operations will work with federal
regulators to monitor emissions. The farms allow air quality monitoring, and
in exchange, the EPA will agree not to sue them for environmental violations
during the 2 year program. That’s where the problem arises, says Andrew
Hanson, with Midwest Environmental Advocates.


“The way government is supposed to work is that it’s supposed to
protect you from air pollution, not enter into deals that allow facilities
to continue to pollute without threat of enforcement.”


The Environmental Protection Agency will accept public comment on the
agreement, until March 2nd.


For the Great Lakes Radio Consortium, I’m Tamara Keith.

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Sport of Kings Saving Birds

  • The Goshawk named Buffy is screeching in defense of her master. Goshawks are considered some of the most difficult birds to train for falconry. They're feisty and fast, but that also means they can hunt for more advanced game like duck and pheasant. (Photo by Corbin Sullivan)

Falconry was once called the “sport of kings.” Royals trained hawks and falcons to hunt for smaller birds and animals. Birds of prey were revered by the ruling class, and the birds were protected from hunters. Some say it was the beginning of wildlife conservation. The Great Lakes Radio Consortium’s Corbin Sullivan reports on some falconers who are keeping the sport and its conservation heritage alive:

Transcript

Falconry was once called the “sport of kings.” Royals trained hawks and falcons to hunt for
smaller birds and animals. Birds of prey were revered by the ruling class, and the birds were
protected from hunters. Some say it was the beginning of wildlife conservation. The Great Lakes
Radio Consortium’s Corbin Sullivan reports on some falconers who are keeping the sport and its
conservation heritage alive:


That’s Buffy. She’s a full-grown Goshawk and she’s angry because I’m a little too close to her
master.


Buffy’s named after a television character who slays vampires. She’s one of two Goshawks that
Dave Hogan uses for hunting near his Southeast Michigan home.


Buffy is tall — about 17 inches high — and thick, with feathers ruffled in the stiff winter wind.
The bells on her feet jingle when she stirs.


It’s too blustery for her to hunt today. But when she does hunt, she perches on Hogan’s fist,
waiting for a rabbit or pheasant to flush.


When game does appear, Buffy springs from Hogan’s leather glove. After she’s killed her prey,
she brings it back to him.


But Hogan’s quick to point out that he’s not the only one who gets something out of the hunt.


“It’s a partnership. They know that you’re out there helping them catch game. They rely on you.
You’re the dog for them and you’re the setup man for them. And they understand that.”


Dave Hogan has been practicing falconry since he was 15 years old. He’s 52 now. That’s 37
years. He uses birds of prey to hunt, he rehabilitates them and he breeds them. With all that
experience, he’s reached the highest level of falconry – a master falconer.


Hogan says some falconers keep the meat that the birds catch for themselves, but he has a lot of
mouths to feed.


The game that Buffy and her mate, Spike, catch helps to feed the birds that Hogan rehabilitates.


Right now he’s got an endangered Merlin and a Red-tailed Hawk. The Merlin broke its wing and
the hawk dislocated its shoulder.


He doesn’t want to get attached to the birds, so he hasn’t given them names. But Hogan will feed
and exercise the birds until they can return to nature.


Hogan says besides tending to injured birds, falconers also have a big role in conserving the birds
they train. Often a master falconer will capture a bird in its first year, train it and then let it go.


Hogan says it’s common to let the bird go only a year later. They’re left to their own devices.
But he says after a year, they’re fully grown and better able to fend for themselves.


Hogan says taking young birds lightens the burden on a crowded nest. And he says a lot of birds
can use that help.


“Eighty percent of all the hawks, eagles, falcons that are born die in the first year. It is that hard
for them to make a living. They get kicked out of the nest when they’re young. There’s
anywhere from, depending on the species, from one to four young in the nest. And the nest sits
way up high in a real tall tree, and very often one of them gets knocked out of the nest.”


So, by using the young birds, falconers say their sport is important in helping birds of prey
survive.


In central Wisconsin, another hunter, Kurt Reed, is about to apply for master falconer status. It
takes seven years to reach this level.


Reed is training his second Red-tailed hawk in a forest behind his home. He says he’s learned a
lot about falconry in the past seven years.


“In taking care of or training a Red-tailed Hawk. It’s all about weight control and
responsiveness. So for example, today my hawk is a little on the heavy side. He’s about 1340
grams and that’s about two ounces more than I would like him to be if I was going to go hunting
with him today.”


It’s beautiful outside, and sunny. Reed says days like this can be bad days to hunt, especially
when the bird is packing some extra ounces.


“If you take your hawk out when they’re way overweight, they’re going to go sit up in a tree and
sun themselves, and you’re going to wish you hadn’t done that.”


And that’s just what happened a few minutes later. He let his bird – Bucky – go for a test flight.


So he let the bird go about half an hour ago and it’s still up there – just looking around. It’s
changed trees quite a few times but it doesn’t seem to want to come down any time soon.


Bucky never did come down while I was there. Reed says Bucky does this all the time. He says
he’s learned that patience is the most important skill in falconry.


And Reed says the hard work gives falconers a deep appreciation for the birds they train.


That appreciation might be the reason many of these falconers go beyond daily hunting to help
birds of prey in need.


In fact, falconers have been credited for helping to bring the Peregrine Falcon back from the brink
of extinction.


Back in Michigan, one organization was instrumental in bringing Peregrines back to that state.


The Michigan Hawking Club helped save the endangered bird of prey in urban environments.
One of them is Zug Island in the Detroit River.


Zug’s Barren. It has no trees, just a giant steel mill. Still, Peregrines nest in the mill’s steel
girders just like they’re big tree branches.


Dave Hogan is the president of the Hawking Club. He says young birds would die if falconers
didn’t help them.


“Since 1991, out of the 70 young the wild Peregrines in Detroit have produced, we have had
hands on help on over 31 of them, where we’ve rescued them from certain things and put ’em
back in the nest or raised ’em and put ’em back in a family situation where the parents can take care of
them.”


Hogan says it’s not just about using the birds to hunt. He says the best part about falconry is
seeing the birds live to fly free, whether they come back or not.


For the Great Lakes Radio Consortium, I’m Corbin Sullivan.

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Progress on Pollution Clean-Up Too Slow?

The International Joint Commission has issued a special report on progress in cleaning up 43 of the most polluted sites in the Great Lakes region. These sites are known as “areas of concern.” The report says some progress has been made, but critics say the report is deeply flawed. The Great Lakes Radio Consortium’s Tracy Samilton reports:

Transcript

The International Joint Commission has issued a special report on progress in cleaning up 43 of
the most polluted sites in the Great Lakes region. These sites are known as “areas of concern.”
The report says some progress has been made. But critics say the report is deeply flawed. The
Great Lakes Radio Consortium’s Tracy Samilton reports:


The IJC is an international commission that monitors the health of the Great Lakes. The IJC
report says two of the 43 areas of concern have been cleaned up. But Margaret Wooster of the
environmental group, Great Lakes United, says the IJC report is a disappointment. Wooster says
progress is far too slow and part of the problem is a lack of accountability for who cleans up
what.


“The EPA reduced their involvement, and they say they said they expected the states to step in.
The states did not step in. Nobody’s really reporting to anybody.”


Dennis Schornack is the U.S. Chair of the IJC. He says even though progress is slow, it’s
progress in the right direction. He says the recent passage in the U.S. of the Great Lakes Legacy
Act is a big step forward, that should eventually provide funding for more cleanup.


For the Great Lakes Radio Consortium, I’m Tracy Samilton.

Drivers Turn to Car Sharing

  • This map is used by car sharing members in Ottawa, Ontario. It shows the location of cars available for pick-up (Image courtesy of Vrtucar – Ottawa, Ontario).

    Want to know more about car sharing?


Cars are among the largest polluters in the world. They contribute to the smog that hangs over many large cities and they’re a major culprit in the creation of greenhouse gas emissions. But most of us are reluctant to give up our cars altogether. As the Great Lakes Radio Consortium’s Karen Kelly reports, a growing number of North Americans are opting to share a car instead:

Transcript

Cars are among the largest polluters in the world. They contribute to the smog that hangs over
many large cities and they’re a major culprit in the creation of greenhouse gas emissions. But
most of us are reluctant to give up our cars altogether. As the Great Lakes Radio Consortium’s
Karen Kelly reports, a growing number of North Americans are opting to share a car instead:


(sound of stroller)


Nathalie Buu is pushing a stroller past the shops in a trendy neighborhood in Canada’s capital,
Ottawa. She’s heading for a car which is parked about four blocks from her apartment. It’s a
Toyota Echo and she shares it with about 15 other people. When she gets to the parking lot, Buu
wheels the stroller over to a black box attached to the side of a building.


“So you take the, umm, open the lock box and the keys for the car are inside.”


(key noise)


Buu belongs to Vrtucar, a car-sharing company based in Ottawa. There are almost 200
members, and they share 11 cars. The cars are parked all over the downtown area.


Buu has two kids and a regular commute. Still, she and her husband decided they didn’t really
need a vehicle.


“When we had a car, we just found it more of a headache to have to think about repairing it or
bringing it for an oil change, and having had a car in a busy city like Montreal, we don’t really
agree with having cars in the city. It’s just too busy a place and you should be able to use public
transport, I think.”


Nowadays, Buu takes the bus to her job as a doctor at a local hospital. And when she needs to
use a car, she calls an 800 number to reserve one.


The decision to share a vehicle has been quickly gaining in popularity. Car sharing began in post
war Europe. The first North American company opened in Quebec in 1994.


Today, there are 29 companies in North America, most of them in bigger cities like New York,
Chicago and Toronto.


Susan Shaheen is a researcher at UC-Berkeley who studies car-sharing. She says companies tend
to spring up in places where owning a car has become a hassle.


“These organizations tend to thrive when driving disincentives exist such as high parking costs or
congestion. Alternative modes are easily accessible, such as transit and something we see quite
often in the early adoption of this type of service is some environmental consciousness.”


Concern about the environment was one of the main reasons Wilson Wood and his business
partner Chris Bradshaw started Vrtucar. They bought the first car in 2000. They hope to have
twenty by the end of next year. The weird thing is, Wood says they’re actually opposed to
driving.


“I can’t think of two worse guys to run a car business. You know, we hate cars. We believe the
hierarchy of transportation needs should be: your first choice is your foot, your second choice is
your bike, your third choice is your bus, and the last choice should be an automobile.”


But Wood says the reality is, sometimes you need a car. He finds most members use them for
longer trips within the city, where public transportation isn’t convenient. Not surprisingly, the
cars are especially in demand on evenings and weekends. But the company keeps them in
parking lots spaced just a half mile apart. So if the closest car isn’t available, another one is
nearby.


Nathalie Buu says she uses the car for big shopping trips or to attend meetings in the suburbs.
And she says she rarely has trouble getting one.


“I tend to be last minute and I’ll just call and say is the car available right now? And very often it
is. I’ve never had a problem that way, which has been great.”


Buu says car sharing is cheaper for them as well. They don’t have a car payment. They don’t pay
for parking, insurance, maintenance or gas on a car they’d only use a few times a month.


However, they do pay fees. It starts with a 500 dollar insurance deductible which is returned if
you leave the company. There’s also a monthly fee of either 10, 20 or 30 dollars, depending on
how often you drive. And you pay for time and distance, which averages about 15 dollars for a
three hour, 22-mile trip.


It’s cheaper than renting a car for the day. But still, 15 bucks may seem a bit pricey for 3 hours in
a car. Make this argument to Wilson Wood and he’ll pull out figures from the Canadian
Automobile Association. They estimate it costs about 5 thousand dollars a year to own a new car.
Plus, Wood argues, car share members use their cars more wisely.


“Our members are making more efficient and more environmentally intelligent choices because
they’re bundling their trips. They say, ‘oh geez, I know I’ve only got the car once this week and
I’m going to take it for 2 hours on Friday afternoon after work so I’m going to do this, this and
this.'”


(sound in car)


Not everyone joins just to save money.


Nathalie Buu says her choice was a more personal one.


“If everybody was doing this sort of thing, then we’d have less pollution in the cities. And if
you’re thinking about the future, not only your future but the future of our own kids and the air
they’re breathing and the life they’ll live, I think it’s important to think about that and not just our
immediate needs.”


But it’s not always easy. And Buu says that’s okay. Because she feels like she’s helping to create
the kind of environment that she’d like to live in.


For the Great Lakes Radio Consortium, I’m Karen Kelly.

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Environmental Cloak and Dagger

Keeping track of polluters in a country as large as Canada poses a serious challenge. Truckloads of hazardous waste cross the border with the U.S. every day, logging companies work near protected wildlife, and smoke from factories fills the air; but the Canadian government has a new weapon in the fight against polluters. The Great Lakes Radio Consortium’s Karen Kelly reports on Canada’s growing team of environmental spies:

Transcript

Keeping track of polluters in a country as large as Canada poses a serious challenge. Truckloads
of hazardous waste cross the border with the U.S. every day. Logging companies work near
protected wildlife. And smoke from factories fills the air. But the Canadian government has a
new weapon in the fight against polluters. The Great Lakes Radio Consortium’s Karen Kelly
reports on Canada’s growing team of environmental spies:


“We’re just coming up to this facility on the right-hand side here now.”


Brad May slows down and scans the area surrounding a squat concrete building. It’s owned by a

company that was once under suspicion for illegal dumping. We’ve come here so that May can give

a sense of what happens when he places a company under
surveillance.


“As you can see, its a fairly old factory in a fairly industrial area in the north of Toronto

that’s
involved in the recycling and reconditioning of containers used for paints and coatings and
lubricants and that sort of thing.”


May pulls into a nearby driveway obscured by weeds. As he sips a cup of coffee, he looks like a
typical investigator – right down to the khaki uniform. The guy in the back seat, however,

probably wouldn’t get a second look. He’s wearing jeans and
a plaid shirt. And he lets May do most of the talking. His name is Mark Pomeroy. And, not
surprisingly, he’s the spy. Out on surveillance, he doesn’t have much to say. But he does point

out an 18-wheeler that’s
parked a shipping container in front of the building.


“You’ll notice here you have a container and the container has various bunch of
numbers on it. That’s very good information. What shipping line did it arrive from, who’s hauling
it as far as the carrier is concerned and you can find out if the items they’re receiving would
indeed be something we’d be interested in looking at as far as a potential violation is

concerned.”


Pomeroy searches for trends in industries where there’s an incentive to pollute.

For instance, if the price of pork drops, he’ll watch for hog farmers looking for a cheap way to
dump their manure, or mechanics might be offering great deals on freon, a highly regulated

chemical that’s used in
old air conditioners. That could prompt a visit to some local garages in search of illegal

imports. A lot of times, Pomeroy teams up with customs officers, the police and

Environment Canada investigators.
He says his job is different than that of a typical officer. He tries to anticipate the next

wave of environmental crime.


“Whereas they might focus on one specific case, intelligence would look at that and say, you’re
dealing with this type of a problem, is that prevalent with these types of companies…which in turn would say, okay inspections, don’t just
focus on this particular company. Look at A,B,C,D companies also.”


Here in his office, Pomeroy locks the door before he settles into a comfortable chair.

There’s a bit of a James Bond feeling here.

Secrecy is highly valued.

There’s even white noise piped throughout the building, to reduce the chance of being overheard.

As he talks about whistleblowers and anonymous tips, it’s clear that Pomeroy loves his job.


“I like law enforcement. I find it kind of a stimulating challenge to see somebody who thinks
they’re so smart that they’re doing this and they’re getting away with it, and it’s very gratifying to
actually go after that type of a person, exposing them and if it’s a violation, prosecuting

them.”


Pomeroy is one of six environmental spies in Canada and part of the only environmental
intelligence unit in the world.

The unit was created in 1998 to improve enforcement of the new laws enacted under the
Canadian Environmental Protection Act.

It’s a big job, but for Pomeroy, the best part is when he’s working in the field.
He cultivates informants – looking for internal whistle blowers and unhappy competitors. And
he’ll trail suspicious cars and conduct drive-bys on companies to gather information. Pomeroy
says his main goal is to find the big fish operating in the shadows of an industry.


“The big thing for an intelligence officer is to look at the unknown community. Are there people out there
who have never come forward and gone through the process of registering with us or gone
through the licensing or noticing permits? It’s up to me to see if they are actually out there

and
are they circumventing our regulations.”


But Pomeroy has been hampered by the fact that he’s the only environmental spy in the province
of Ontario.

That’s soon to change. He’ll be joined by a second spy as Environment Canada doubles the size
of its intelligence unit.

That’s welcome news for environmentalists like Jerry DeMarco. He’s the managing lawyer with
the Sierra Legal Defense Fund. And his group argues that the Canadian government is not
enforcing its own environmental laws.

The group filed a complaint under the North American Free Trade Agreement. And an internal
government report backed up their claims.

DeMarco says the new officers are arriving at a crucial time.


“They need more resources for two distinct reasons. One is they haven’t had enough to enforce
the laws that do exist and also there’s been the passage of several new laws and regulations in

the
past few years that also require enforcement staff.”


For instance, Canada is adding new chemicals to its list of toxic substances. That’ll mean more
work for the investigators who track them.


Mark Pomeroy acknowledges it’s still a fledgling operation. And he’s spending much of his time
building trust – with industry sources, law enforcement, and even environmental groups,
but he’s confident that trust will translate into valuable information – which will make it

tougher
for companies that continue to break the law.


For the Great Lakes Radio Consortium, I’m Karen Kelly.