Coal Will Not Go Quietly

  • In the fall of 2007, the state of Kansas made the unprecedented decision to deny a power company permits for a coal plant because of greenhouse gas emissions. (Photo courtesy of the Energy Information Administration)

Reducing the greenhouse gases that
cause global warming will mean less
reliance on fossil fuels, such as coal.
Almost two years ago, Kansas became
the first state ever to deny permits
for a coal plant because of greenhouse
gas emissions. Since then, there have
been lawsuits on all sides. Even the
compromise the Governor in Kansas reached
with the coal company in May is now
stalled. Devin Browne reports that
coal just will not go quietly:

Transcript

Reducing the greenhouse gases that
cause global warming will mean less
reliance on fossil fuels, such as coal.
Almost two years ago, Kansas became
the first state ever to deny permits
for a coal plant because of greenhouse
gas emissions. Since then, there have
been lawsuits on all sides. Even the
compromise the Governor in Kansas reached
with the coal company in May is now
stalled. Devin Browne reports that
coal just will not go quietly:

The Sunflower Electric Power Corporation had actually applied and been
approved for a permit to build a new coal plant in 2002. But, for whatever
reason, they let the permit expire. Seemed like no big deal at the time
– they figured they’d get another one whenever they turned in another
application.

Except that they didn’t. In the fall of 2007, the state of Kansas made
the unprecedented decision to deny the power company. Cindy Hertel is with
Sunflower.

“It would be like going for your drivers license, taking the drivers
test, passing it, then being denied your drivers license because you
don’t drive a Prius. Can’t change the rules in the middle of the game.
And that’s what happened.”

Rod Bremby is the Secretary of Health and Environment in Kansas. He says
the state didn’t really change the rules on regulating CO2 because there
aren’t any rules on CO2. And since there’s no federal regulations,
Secretary Bremby instituted a state regulation. He said it would be
irresponsible not to regulate the gases causing climate change.

Stephanie Cole with the Sierra Club called it a watershed moment.

“We were excited, we were stunned – however, it wasn’t long after
that, legislators from Western Kansas started making comments that they
disapproved of Secretary Bremby’s decision and that they were going to
make legislative attempts to overturn the permit denial. So victory was
short-lived.”

Since then, the power company, Sunflower, has hired lobbyists. They’ve
helped legislators draft new bills to allow the coal-burning power plant.
The power company sued both the previous and current governor for civil
rights violations. For two years – nothing.

Then Kansas got a new governor – Mark Parkinson. Almost immediately
after he became governor last May, he cut a deal with Sunflower. Stop the
lawsuits. Build only one unit, not two or three. And, most importantly to
the Governor’s agenda, put in transmission lines to Colorado so that
Kansas can start exporting wind energy out of state.

Kansas is the third windiest state in the country. But it needs
infrastructure to get that wind-power to other states. And, in the
governor’s deal, power companies like Sunflower help build that
infrastructure.

Cole, with the Sierra Club, said the deal was very much a let-down.

“Because it is very troubling to many of us who have been involved in
this so long. It is such a disappointment.”

For a moment the battle seemed to be over. But, it wasn’t.

In July, Sunflower received a letter from the EPA asking them to submit a
new application for a permit. John Knodel is an environmental engineer
with the EPA.

“It’s not appropriate, in our mind, that they take an application that
was for three 700 MW units and simply say, ‘that was bigger, this project
is smaller.’ We say, ‘you have to go through a process and make it
very clear what this new project is all about.’”

Now that the EPA is stepping in, Sunflower & the Sierra Club are back to
square one.

The power company is expected to turn in its new application this fall.
The Sierra Club is expected to fight it. And Sunflower is expected to
fight back.

Cindy Hertel with Sunflower says the power company is just trying to keep
electricity bills low.

Hertel: “This is still in the best interest of our members.”

Browne: “This still makes sense economically?”

Hertel: “It still makes sense. What people need to know is that we are
cost biased, not fuel biased.”

Browne: “And, right now, for Sunflower, that means coal.”

But it might not be coal for very long.

The U.S. House passed a bill last winter that includes a hefty carbon tax
and incentives for renewable energy. A similar bill was recently
introduced in the Senate.

If it passes, Kansas might find its wind energy not only beats coal in
price, but wind-power could become the next big export for the state.

For The Environment Report, I’m Devin Browne.

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A New Way to Grow Your Breakfast

  • Brook Wilke and his son, Charlie, visit a test farm at The Kellogg Biological Research Station. Wilke and other researchers are testing how well perennial versions of popular grain crops, such as wheat, will grow in Michigan. The test farm isn't too far from Battle Creek, the home of the commercial breakfast cereal industry. (Photo by Shawn Allee)

If you had a bowl of cereal or maybe a muffin this morning, you ate flour from an annual crop. They grow one season, they die, then get re-planted again the next year. Sounds as natural as could be, but repetitive planting can wear out farmland. It can cause soil erosion and cause more water pollution. Now, some scientists are trying to coax grain crops into growing for years at a time. Shawn Allee visited researchers who are testing perennial wheat in the heart of cereal country:

Transcript

If you had a bowl of cereal or maybe a muffin this morning, you ate flour from an annual crop. They grow one season, they die, then get re-planted again the next year. Sounds as natural as could be, but repetitive planting can wear out farmland. It can cause soil erosion and cause more water pollution. Now, some scientists are trying to coax grain crops into growing for years at a time. Shawn Allee visited researchers who are testing perennial wheat in the heart of cereal country:

I’ve headed to a test farm run by Michigan State University. It’s not that
far from Battle Creek,
Michigan where cereal companies like Kelloggs got started.

Dr. Sieg Snapp shows me grain that might make into our cereal bowls
someday.

Allee: “What are we looking at on this side?”

Snapp: “We have 6 varieties of perennial wheat.”

Right now, they kinda look like spindly blades of grass. But in some ways,
this is miraculous; regular
wheat dies after harvest. These have been harvested, and now they’re
popping back up.

“We’ll harvest these this summer, and then in the fall, they’ll re-grow.
They build a deep root
system, and they’re able to come back. So, at first, they start off very
similar, but they keep
growing longer, and they re-grow after harvest. That’s the real
difference.”

Actually, that’s just the start of the difference between annual grains
like wheat and perennial
varieties.

Dr. Snapp says when farmers plant most annual grain crops, soil gets torn
up again and again from
planting and replanting. Rain can wash away exposed top-soil.

Perennial crops get planted once every few years, so they might hold soil
and they might need less
fertilizer that runs off into streams and rivers.

Snapp: “So, the roots of traditional crops including annual wheat are
usually 1-2 feet. These
root systems might be down 6 feet. They can use fertilizers more
efficiently, so they can pick
it up from deep and then move it up where we want it, into the grain.”

Allee: “And if the roots are deep enough, you might need less herbicide
to kill weeds, right?
If that perennial wheat comes up strong enough, it’s already out-competing
the weeds that
are next to it?”

Snapp: “Right, and each year it should do it better for a couple years at
least, we don’t know
how long.”

Dr. Snapp and her colleagues use the word “maybe” a lot when they talk
about perennial grains. It’s
mostly because testing these crops is slow work. That’s one reason they’re
letting some farmers run
their own small tests.

She introduces me to one farmer.

“Hi John! Come on over!”

Part-time farmer and teacher John Edgerton says he checked his test batches
recently.

“I didn’t know what to expect and I went out there and low and behold,
it’s greening up
beautifully. In fact, now, it may be a little too thick. We’ll see.”

Edgerton wants to know whether sheep can get cheap feed from leftover wheat
grass, or whether
farmers could save on tractor fuel.

“One farmer said to me, you know, if I could get three or four years of a
decent crop of
perennial wheat without having to plow, there’d be enormous savings.”

Pretty soon, another perennial wheat researcher joins us in the test field.
He’s Brook Wilke.

He tells me, all this work on perennial wheat and other grains will work
best if the final product, the
grain, tastes like what we’re used to.

Allee: “I hear you baked some chocolate chip cookies with perennial
wheat.”

Wilke: “Yeah. A big component of this work is, “’will people eat the
perennial wheat?’”

Dr. Snapp tasted Wilke’s cookies. She says the wheat tasted kinda nutty,
but good.

Dr. Snapp says maybe one day, she and other researchers will prove
perennial grain plants can thrive.
After that, maybe bread or cereal companies, like Kellogs, will run
taste-tests of their own.

For The Environment Report, I’m Shawn Allee.

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Traffic Jam on the Tracks

  • This Canadian National train waits for a signal in South Holland, Illinois. South Holland, like Chicago itself, is criss-crossed with rail lines. South Holland would likely see fewer CN trains move through its town, should CN’s buyout of the EJ & E Railway get federal approval. (Photo by Shawn Allee)

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

Transcript

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

If you buy a new car or build a new house, there’s a good chance the stuff to build it
sat in a Chicago-area rail yard for a while. Railroads from the East Coast, the West
Coast, the South, and Canada all converge there. Trains in Chicago compete for
track, so they practically crawl.

Canadian National Railway doesn’t like it, and PR guy Jim Kvedaras, says no one in
America should like it either.

“Everything anybody eats, drinks, wears, lives in, moves by rail somewhere in its
production chain. If we, as the transportation provider, can offer a better service for
customers, the ultimate that contains their cost structure with the ultimate beneficiary
being the consumer.”

Kvedaras says Canadian National has a fix. It would buy a competing rail line that
runs a loop around Chicago. The company would shift trains to that less-congested
track.

The deal needs federal approval, but before that happens, Chicago-area towns are
fighting over it.

Those along the current route tell horror stories of living with too many
trains. Suburbs along the proposed by-pass route don’t want those hassles in their towns.

One place that would benefit by train traffic moving away is South Holland.

Mayor Don DeGraf says a quick car ride shows why he supports the deal.

“We’re approaching the intersection where it’s not at all unusual where we have a
train blockage.”
Shawn Allee: “Speaking of the devil, look right ahead.”

Mayor DeGraf: “It’s right up in front of us. It’s a daily occurrence.”

Allee: “I mean it’s not moving.”

Mayor DeGraf: “No, it’s just standing there. And the reason is very simple: there’s just no place for
these trains to go.”

DeGraf says inconvenience is the least of his worries.

“It becomes almost like the Bermuda Triangle, where you can’t go from one side of
town to the other side of town. So we rely on a neighboring community to give us
additional fire protection for situations like we’re experiencing right now, where a
train’s blocking the crossing.

South Holland is just one of sixty-six towns that could benefit from Canadian National’s buyout of
the by-pass route.

But dozens of towns are fighting the deal. One is Frankfort.

Frankfort gets just a trickle of rail traffic, but it might get four times as many trains
going through town.

Resident Ken Gillette’s backyard is right next to the by-pass route.

“Here I buy a house out here and ten months later, this is gonna go through. I
actually had told me wife, she wanted the house and I says, one day, those tracks
could be sold and there’d be hundreds of trains going by there every week and sure
enough that’s what happened.”

Allee: “Did you guys have some serious discussions after that?”

Gillette: “Oh yeah, not good ones, you know.”

Other Frankfort residents have similar stories. It’s little wonder the town wants the
government to stop Canadian National’s buyout deal.

Mayor Jim Holland says Frankfort’s not just being selfish. He says suburbs will want
protection from traffic hazards, and Canadian National’s offering to pay a fraction of
the cost.

“It’s assumed that the American taxpayer will eventually have to pay for the
overpasses, the extra gates and such that will be put on the railroad. And that’s
mostly United States tax dollars that pay for those.”

There’s no perfect ending to Chicago’s rail traffic mess. Even when companies like
Canadian National want to fix the problem themselves, everyone pays.

We’ll likely pay to soften the blow to towns that will see more trains passing through.
But we also pay higher transportation costs if too many trains sit idle.

For The Environment Report, I’m Shawn Allee.

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Cash Strapped Biologists Lean on Volunteers

  • The lynx was recently considered extinct in Michigan until a trapper caught one. (Photo courtesy of USFWS)

For years, federal and state governments have cut funding for wildlife protection. That’s led to complaints from biologists who say they don’t have enough money to adequately do their jobs, but it’s also led to a new movement. The Great Lakes Radio Consortium’s Celeste Headlee reports on how citizens are starting to take over duties once performed by trained scientists:

Transcript

For years, federal and state governments have cut funding for wildlife
protection. That’s led to complaints from biologists who say they don’t
have enough money to adequately do their jobs, but it’s also led to a new
movement. The Great Lakes Radio Consortium’s Celeste Headlee
reports on how citizens are starting to take over duties once performed by
trained scientists:


Ray Rustem says wildlife biologists these days are often chained to their
desks.


“Years ago, when I first started with the Department of Natural
Resources, wildlife habitat biologists spent quite a bit of time in the field
actually doing fieldwork. With the types of things that are going on now,
they’ve become much more in getting the planning done and we’ve had
to shift some of that fieldwork done to the technician level. Frankly,
yeah, we could always use additional people out there.”


Rustem is with the Wildlife Division of the Michigan Department of
Natural Resources. He says state funding has fallen steadily for years,
and one way he’s made up the difference is by involving Michigan
citizens. Rustem says the DNR uses dozens of volunteers for its frog and
toad survey in the early part of the summer.


“This is our tenth year and we’ve got at least 120 people who’ve been
doing this all ten years. That’s a tremendous amount of data that’s being
provided for us on information about species and where they’re located.”


Many groups are now using so-called citizen scientists to collect data.
Sally Petrella is a biologist who works with the non-profit organization
the Friends of the Detroit River.


“We’ve cut out so much of the funding for regular science that there’s a
real lack, and citizen scientists can cover far more areas than
professionals can, at a much lower cost.”


Petrella is standing beside the murky, reed-choked waters of the Rouge
River Watershed. It’s home to six species of frogs and toads. Every
summer, Friends of the Detroit River enlists the help of 700 people to
listen for the creatures as they call to each other from the marshy
grasses.


Petrella is standing beside one of her more loyal volunteers… Al Sadler.
Sadler admits that part of the appeal is the walk along the banks of the
river… but he also believes that public participation in wildlife
protection has become an absolute necessity.


“I think that it’s required if we plan on keeping any wildlife areas
around. I think that if citizens don’t get involved, I think that people
won’t know what they’re going to miss, and before we know it, there
won’t be much wild places left.”


Sadler is a fairly typical citizen scientist. He has a day job as an engineer
and volunteers in his spare time, but there are also people with advanced
degrees in biology and wildlife management who are called citizen
scientists simply because they don’t work for the government.


Dennis Fijakowski is one of those people. He’s the executive director of
the Michigan Wildlife Conservancy.


“We can’t count on the government to do everything for us. We have to
be a part of the solution.”


Fijakowski says ordinary people have made important contributions to
wildlife conservation. He says the lynx was considered extinct in
Michigan until a trapper caught one, and a rare Great Gray Owl was
discovered on a national wildlife refuge last spring by a photographer.


“You look back at the conservation history of our state and it was citizen
led. All of the important, the milestone decisions, legislation… it was
citizen led.”


John Kostyack with the National Wildlife Federation says involving
citizen scientists is great, but…


“They’re not really a substitute for having staff in the wildlife agencies…
state and federal and tribal. Because they are the ones who are going to
take this initial data, which is going to be very rough from volunteers,
and then use it to decide upon where to take the research next.”


And there have been cases in which citizen scientists have clashed with
state and federal governments. They are consistently at odds with government
officials over issues related to global warming and the Michigan Wildlife
Conservancy is locked in a bitter battle with state biologists over whether
the state is home to a viable cougar population.


The Conservancy’s Dennis Fijakowski acknowledges that the union
between government biologists and citizen scientists may not always be
an easy one, but he says the involvement of residents in the protection of
their state’s wildlife can only be a good thing.


“Because all anyone of us wants is that we pass on a wild legacy to our
children and grandchildren… and we’re not going to if we don’t get our
acts together.”


Many organizations offer citizens the opportunity to get involved in data
collection, including the U.S. Fish and Wildlife Service.


For the GLRC, I’m Celeste Headlee.

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