Tag: cargo

Ballast Tanks: Rinse and Repeat

  • Crew chief Mohammed Sangare tests the "Federal Kivalina"'s ballast tanks for invasive species. (Photo by David Sommerstein)

The United States and Canada are trying to
figure out how to keep new invasive species out of
the Great Lakes. 185 have already snuck in, costing
the region billions of dollars a year. Many
hitchhiked in the ballast tanks of foreign cargo ships.
Both countries want the public to know they’re doing
something about the problem. So they invited journalists
to the port of Montreal to see how ballast tanks are
tested for invasive species. David Sommerstein
reports:

Transcript

The United States and Canada are trying to
figure out how to keep new invasive species out of
the Great Lakes. 185 have already snuck in, costing
the region billions of dollars a year. Many
hitchhiked in the ballast tanks of foreign cargo ships.
Both countries want the public to know they’re doing
something about the problem. So they invited journalists
to the port of Montreal to see how ballast tanks are
tested for invasive species. David Sommerstein
reports:

A couple dozen reporters crowd the deck of the cargo ship Federal Kivalina.
Cameras click, pencils scribble, and tape rolls as a man in a bright orange
uniform steps forward to test for invasive species.

“My name is Mohammed Sanare.”

(sound of tape measure sliding down)

Sangare is the bosun, the crew chief. He slides what looks like a metal tape
measure down a tube. It’s the opening of one of the Kivalina’s 16 ballast
tanks.

“Down to the bottom now. The bob’s down to the bottom.”

The tape hits the tank bottom, and Sangare reels it back up.

Terry Jordan, a St. Lawrence Seaway official, is waiting with a handheld
gizmo. It’s a refractometer that tests water salinity. He carefully places a
drop of ballast water on it.

“All it takes is one drop of water on the refractive lens, OK.”

Jordan peers through the refractometer’s lens. It reads 38 parts salt per 1000
parts water.

Recent scientific studies show that concentration of salt water kills up to
99% of the organisms hidden in these ballast tanks. That’s important
because those critters can compete with native species and damage whole
ecosystems.

David Reid is a researcher with the National Oceanic and
Atmospheric Administration.

“Salinity was very effective at killing many of the organisms that we would
expect to be able to survive in the Great lakes.”

So for the first time this year, all ships voyaging into the Great Lakes have to
do something that sounds like a mouthwash ad.

“Swish and spit.”

Yeah, “swish and spit”. Terry Jordan says on its way across the ocean, the
ship flushes its ballast tanks with salt water, and presumably, kills potential
invasive species. The refractometer test is proof of the swish and spit. If the
ship fails, its ballast tank is sealed and its owner is fined up to 36,000
dollars.

“Swish & spit” has been voluntary for years. Environmentalists say the new
mandatory rules are a step in the right direction, but too little and way too
late.

“Some would argue that the dam has already burst.”

Hugh MacIsaac specializes in invasive species at the Great Lakes Institute
for Environmental Research in Windsor, Ontario. He says if ships were
“swishing and spitting” from the beginning, we might have been able to
prevent the zebra mussel, round goby, and other invasions.

But, MacIsaac warns there are other species lurking on the horizon, like
one in Germany, ominously called the killer shrimp.

“And so any protective measures that we put in place today that would
prevent or retard their ability to get in, I would welcome.”

Scientists doubt anything can be fool-proof. Invasive species still can hide
other places on the ship. And the new rules do nothing to stop salt-water
invaders like the mitten crab from attacking ports on the East and West
Coasts.

Terry Johnson is the St. Lawrence Seaway’s U.S. Administrator. He says
“swish & spit” is a huge step forward for the Great Lakes.

“So does that mean that it is absolutely, definately 100% positively assured that there
won’t be invasives coming in with these new regulations? No, it’s doesn’t.
But it dramatically reduces the risk.”

Congress is considering even tougher rules that would force shippers to
install cutting-edge ballast cleansing systems. The proposal could cost up to
a million dollars per vessel. The Bush Administration has threatened a veto.

For The Environment Report, I’m David Sommerstein.

Related Links

New Ship Has Balance Without Ballast

  • A diagram of the ballast-free ship (Photo courtesy of Professor Michael Parsons)

Cargo ships move sea life around the world.
Moving aquatic life from one port to another can cause
environmental havoc. Lester Graham reports there’s a
new idea that could nearly eliminate the problem of
transporting sea life to foreign ports:

Transcript

Cargo ships move sea life around the world.
Moving aquatic life from one port to another can cause
environmental havoc. Lester Graham reports there’s a
new idea that could nearly eliminate the problem of
transporting sea life to foreign ports:

There is an invasion of every major port on the globe.

“Today, the world’s shores are under attack. Armies of aliens are secretly invading our coasts.”

If this video, Invaders from the Sea, from the International Maritime
Organization sounds a little over-dramatic, it’s really not. Invaders from far-flung
corners of the world are brought in by commerce. In their travels, cargo ships pick up the
hitchhikers.

Those hitchhikers can be fish, mussels – aquatic bugs of all kinds. They can become
pests. Out-compete native species for food and space. They can destroy the
native ecosystems and often damage the economic well-being of people.

Here’s how it happens. Ocean-going cargo ships dock at a foreign port. They pump in
water for ballast to keep the ship stable. They also pump in some of the living things in
the water. When they arrive at the destination port, they can pump out that water and
the critters that were sucked up with it.

In the US, ports from Chesapeake Bay to San Francisco have been invaded. But,
the Great Lakes have been hit especially hard by invasive species.

Michael Parsons is a professor of naval architecture at the University of Michigan. He
says when foreign ships were able to come in from the Atlantic and travel as far as
inland as Duluth, Minnesota; they brought a lot of invaders with them.

“With the opening of the St. Lawrence Seaway in the ‘50’s, that led to increased
introduction of non-indigenous species such as the zebra mussel, and the round goby, and
the ruffe, and the various smaller creatures that have been brought in to the Great Lakes.”

Those creatures have damaged the ecosystem of the Great Lakes. And they’ve cost the economy.
By one Environmental Protection Agency estimate about five-billion dollars a year.

Parsons and his colleagues have been working to design a ship that has no need for
ballast. In the lab, a scale model has been tested in a long pool. Instead of pumping
water in and out of the ballasts, the water would flow through big
tubes that run the length of the ship.

“And so, that’ll create a slow flow through these trunks so that they’re always swept
clean of foreign water.”

“A ship like that is just what we need in the Great Lakes.”

Andy Buchsbaum runs the Great Lakes office of the environmental group, the National
Wildlife Federation.

“If you eliminate the need for ballast water altogether, then you’re eliminating the vast
majority of invasive species introductions that come in through the discharge of ballast.”

The ballast-free ship design is creating some excitement. Even the shipping industry is
paying attention because the ship also is more fuel efficient.

If someone decides to actually build the ballast-free cargo ship, it’ll be a while before
the first one is on the high seas.

Allegra Cangelosi has been working on the ballast and invasive species problem for
close to a decade. She’s a policy analyst with the Northeast-Midwest Institute.

“I think it’s a wonderful development. I don’t think there’s going to be any one answer
for all ships plying all waters throughout the globe. However, the more good answers
that are out there to choose from, the better for the environment.”

Some of those choices are filtering ballast water or killing organisms in the ballast with
chemicals. Those systems are expensive. And since fuel isn’t getting any cheaper, that
might make a more fuel-efficient ballast-free ship attractive.

For The Environment Report, this is Lester Graham.

Related Links

FIGHT FOR AMERICA’S LONGEST RIVER (Part 2)

  • Barge companies question the science of the Army Corps of Engineers' studies that indicate habitat restoration and changes in river management help threatened species and other wildlife. (Photo by Lester Graham)

The US economy relies heavily on the nation’s rivers to transport goods bound
for foreign markets. Each year river barges carry hundreds of millions of
tons of cargo to busy ports. Traffic is bustling on some rivers, but it’s dying on
others. Commercial shippers say their situation is made worse by attempts to
balance their interests against conservation. In the second of three reports,
Kevin Lavery explains why some barge companies say mismanagement is
squeezing them out of the marketplace:

Transcript

The US economy relies heavily on the nation’s rivers to transport goods bound
for foreign markets. Each year river barges carry hundreds of millions of
tons of cargo to busy ports. Traffic is bustling on some rivers, but it’s dying on
others. Commercial shippers say their situation is made worse by attempts to
balance their interests against conservation. In the second of three reports,
Kevin Lavery explains why some barge companies say mismanagement is
squeezing them out of the marketplace:


In 2004, America celebrated the bicentennial of Lewis and Clark’s Corps of
Discovery mission to the West. At the start of the 19th century, the Missouri River
was center stage in an age of discovery.


By the start of the 21st century, the river was in an age of discontent. Riverboat
companies, environmentalists, Indian tribes and state governments were
deadlocked in legal battles over water releases.


Paul Davis’ shipping terminal in Boonville, Missouri has been around for 36
years. In 2004, he watched two major shippers call it quits. One of them,
Blaskey Marine, was a family venture:


“And Blaskey had been in the towboat business on the Missouri River for as long as I can
recall, and business just got too tough for them, so they just gave it up. And that’s what
really was the beginning of the end in our involvement with barges, at least for the time
being.”


Industry watchers say the riverboats have been clanging their death knell for
a long time. In 1977, barges carried just over 3 million tons of cargo. Since then,
floods, drought and market forces have cut barge shipments by two-thirds. Chad
Smith is with the environmental group American Rivers in Lincoln, Nebraska:


“They don’t move a lot of tons, and agriculture basically dictates that grain moves the
market by truck and rail. Everybody agrees those numbers don’t lie.”


But everyone doesn’t agree. Paul Rhode is with the national shipping advocacy
group Waterways Council, Incorporated:


“People say barge traffic is dying on the Missouri. That’s not true. Barge traffic is being
killed by the way the Missouri river is managed right now.”


Rhode blames the industry’s woes on the Army Corps of Engineers, the federal
agency that regulates the Missouri River.


In May 2006, the Corps released more water than usual from a South Dakota
reservoir. The rise was meant to tell an endangered fish, the pallid sturgeon, to
spawn. Rhode says that artificial rise in the spring later lowered the river’s depth
in the summer. He says unpredictable flows kept shippers from carrying a lot of
freight… and making long-term plans:


“The levels could be managed much better. We don’t need a spring rise. We need water
down here in August and September. Barge traffic has been cut short by leaps and
bounds over the past few years, in part because of the spring rise issue.”


How short? Despite heavy rains earlier this year, the Corps plans to shorten the
navigation season by at least 45 days. That means shippers who normally finish
in December will be lucky to still be hauling by Halloween.


But there’s only so much water that can be released from upstream
reservoirs… and the Corps stands by its decision to raise the river. Spokesman
Paul Johnston says biologists are encouraged by the data they’re seeing on the
pallid sturgeon. And he says the man-made flood pulses are minor:


“They’re certainly not aggressive, at least in our perspective, and I know that there are
people who think that it’s too much too soon. But if we don’t do anything, then we
certainly will not have any data to back up any decisions.”


Historically, the Corps’ decisions tended to favor riverboats, especially in the
1930’s, when the Corps turned 735 miles of the Missouri into a shipping channel.
American Rivers’ Chad Smith says while that was viewed as the best course for
the river then, its time to set a new one:


“It’s now the year 2007 and I think our hopes and dreams have changed. And it’s probably
time for Congress to go back and see what’s happening in this basin with market forces in
agriculture and a lot of these big drivers that put pressure on the way we use and manage
the Missouri now, and see if there are things we need to do differently.”


Smith suggests some of those uses of the Missouri River might be changing
soon. With their balance sheets already razor-thin, barge operators worry those
changes might sink them.


For The Environment Report, I’m Kevin Lavery.


ANCHOR TAG: Tomorrow, Kevin reports on how the recreation and wildlife
preservation search for their place on the Missouri River.

Related Links

Great Lakes Water Levels Drop

  • The International Joint Commission will be studying water levels to find out why Lake Michigan (pictured) and the other upper Great Lakes have been lower. (Photo by Lester Graham)

A five year, 15 million dollar study will look at water levels of the Great Lakes.
Chuck Quirmbach reports on some of the concerns:

Transcript

A five year, 15 million dollar study will look at water levels of the
Great Lakes. Chuck Quirmbach reports:


Since 1911, the U.S.-Canadian International Joint Commission, or IJC, has
regulated how much water flows out of Lake Superior and eventually into
the rest of the Great Lakes.


Currently, Lake Superior is near its record low level, and Lakes
Michigan and Huron are relatively low. That’s triggering several
problems, including forcing many ships to carry less cargo.


The IJC study will look into the potential reasons for the water level
changes. Study co-chair Eugene Stakhiv says it might not be a simple
matter:


“It’s a whole series of issues that we’re going to have to untangle and
then sort of resolve almost independently and then put the puzzle back
together again.”


Stakhiv says the study will look at big-picture topics, like the role
of climate change and how the channels between the lakes are
engineered.


For the Environment Report, I’m Chuck Quirmbach.

Related Links

States Pass Feds on Invasives Law

  • Federal restrictions have not stopped importation of invasive species. Now some states are passing laws that will stop some ocean-going ships from docking in their ports. (Photo by Lester Graham)

US ports receive more than imported cargo.
They often receive fish and other aquatic organisms
from foreign ports. They stow away in the ballast
water of cargo ships. Once in US waters, some of
the foreign species become invaders, damaging the
ecosystem. The federal government has done little
to stop these invasive species. Rick Pluta reports now some states have decided to take
things into their own hands:

Transcript

US ports receive more than imported cargo.
They often receive fish and other aquatic organisms
from foreign ports. They stow away in the ballast
water of cargo ships. Once in US waters, some of
the foreign species become invaders, damaging the
ecosystem. The federal government has done little
to stop these invasive species. Rick Pluta reports now some states have decided to take
things into their own hands:


The damage caused by invasive species carried to the US in
ballast water is not only harmful to the environment, but it
hurts the economy. The federal regulations have not stopped the
problem. So, states such as California and Michigan have passed
laws that require foreign ships to treat ballast water like
pollution. They have to clean it up before they can discharge it
into a port. The problem is, almost no ships have a way to treat
the ballast.


In Michigan, the Great Lakes shipping industry is trying to delay
the new Michigan rules. Shipping companies, port owners, and
dock workers say Michigan’s new rules are jeopardizing jobs
without actually stopping the introduction of new species into
the Great Lakes.


The damage caused by invasive species carried to the US in
ballast water is not only harmful to the environment, but it
hurts the economy. The federal regulations have not stopped the
problem. So, states such as California and Michigan have passed
laws that require foreign ships to treat ballast water like
pollution. They have to clean it up before they can discharge it
into a port. The problem is, almost no ships have a way to treat
the ballast.


In Michigan, the Great Lakes shipping industry is trying to delay
the new Michigan rules. Shipping companies, port owners, and
dock workers say Michigan’s new rules are jeopardizing jobs
without actually stopping the introduction of new species into
the Great Lakes.


People in the shipping business say the problem is Michigan is
the only state in the Great Lakes region that is requiring ocean-
going freighters to install expensive technology as a condition
of using one of its ports.


John Jamian is the president of the Seaway Great Lakes Trade
Association. He says requiring ocean-going freighters to install
expensive technology before they can dock in Michigan ports won’t
solve the problem. The ships will just go to other Great Lakes
ports.


If a ship goes to Windsor or Toledo that doesn’t have these rules
and regulations, they will discharge their cargo. If there were
any critters on those ships they could still swim or crawl into
Michigan waters, so you still haven’t solved anything.


Jamian represents the owners of ships that travel from the
Atlantic Ocean to the Great Lakes via the Saint Lawrence Seaway.
He says ship owners will very likely avoid Michigan ports, and
choose to unload at ports in other states and Canada:


“The fact of the matter is that they’re not going to put an
expensive piece of equipment just because Michigan calls for it
on their ship when in fact it may not be acceptable anywhere else
in the world and it might just be easier to take that cargo
across the river and unload it where they don’t have these
regulations.”


And for Michigan ports that are near other competing ports,
that’s a concern. Patrick Sutka is the treasurer for Nicholson
Terminal and Dock Company at the Port of Detroit:


“We fear these ships may be going to other ports, such as Windsor
right across the waterway, or other competitors of ours such as
Toledo or Cleveland.”


At the height of the shipping season, there might be three
freighters at a time moored to the docks, offloading steel and
other cargo. A hundred trucks a day will move in and out of the
docking area to get those commodities to factories.


On the dock right now are dozens of stacks of 20-ton slabs of
steel from France and Russia. That Russian steel was most likely
shipped from a port in the Caspian Sea or the Black Sea. The
freighters take on ballast water from those seas for the voyage
to the Great Lakes. That ballast water helps keep the ships low
and steady in the water.


The ships are required to exchange the water in deep ocean mid-
journey. The salt water is supposed to kill the fresh water
organisms. But, some organisms can survive the trip. That’s how
zebra mussels, quagga mussels and the round goby fish made their
way from the Balkans to the Great Lakes.


Those invasive species and others combine to cost the economy an
estimated 5 billion dollars a year. For example, zebra
mussels cost taxpayers and utility customers. It shows up in
your power bill because the utilities have to pay divers to
scrape the crustaceans off pipes carrying cooling water to power
plants.


Shipping companies, port owners, and dock workers’ unions are all
pressuring Michigan to hold off on enforcing its new law. What
they’d really like is for the federal government to step in,
negotiate with Canada, and create a regional set of rules for
combating aquatic invaders:


“…But the federal government has not had the guts or the
gumption to step up to the plate and get this done.”


Patti Birkholz chairs the Michigan Senate Environmental Affairs
Committee. She sponsored the law:


“So we’re going to do it on a state-by-state basis. Our eco-
system within the Great Lakes is what many scientists have termed
‘on the tipping point.’ We cannot deal with any more invasive
species in this system, and we know the majority of the invasive
species come through the ocean-going vessels. They know they’re
the cause. We know they’re the cause. We’ve got to deal with this
situation.”


Michigan’s new law is as much a political statement as anything
else and other states are starting to follow Michigan’s lead.
Birkholz says Wisconsin and New York could pass ballast standards
this year.


In the mean time, Michigan environmental officials say they
intend to enforce the state’s requirements when the Great Lakes
shipping season resumes in the spring. But, so far, no ocean
freighters have applied for a permit to dock at a Michigan Port.


For the Environment Report, this is Rick Pluta.

Related Links

Seed Bank Hopes to Save Trees in Peril

  • Examples of ash tree seeds that are part of the collection effort. (Photo by Lester Graham)

People have been saving seeds for thousands of years. Gardeners save
seeds of their favorite plants. Governments save seeds to protect
their food crops. Now, some people are freezing the seeds from trees.
That’s because the trees are being destroyed by an insect pest.
Rebecca Williams reports they’re hoping a gene bank will protect the
trees’ DNA and some day help bring the trees back:

Transcript

People have been saving seeds for thousands of years. Gardeners save
seeds of their favorite plants. Governments save seeds to protect
their food crops. Now, some people are freezing the seeds from trees.
That’s because the trees are being destroyed by an insect pest.
Rebecca Williams reports they’re hoping a gene bank will protect the
trees’ DNA and some day help bring the trees back:


Seeds are a pretty amazing little package. They might be small, but
they’re tough. They can live through very dry and very cold
conditions.


(Sound of seed being shaken out of a paper bag)


These seeds are from ash trees. In some parts of the Upper Midwest and
Ontario, ash trees have been wiped out. The seeds are all that’s left.
That’s because of the emerald ash borer. It’s a tiny green beetle that
got into the US in cargo shipped from China. So far, the beetles have
killed 20 million ash trees. No one’s been able to stop the beetles
from spreading.


David Burgdorf works for a lab with the US Department of Agriculture.
He says people might not even know they had ash trees until the trees
got attacked:


“If your lawn was filled with the ash tree and you had all this great
shade and your energy bills were low, but now the ash tree’s gone, you
only miss it when it’s gone.”


Burgdorf says a lot of people love ash trees for their gold and purple
fall colors. They grow fast and hold up well under ice storms. Native
American tribes depend on black ash for making baskets and medicine.


David Burgdorf is trying to make sure ash trees won’t disappear completely
if the beetle spreads across the country. He’s gathering ash seeds
sent in by volunteers. He’s hoping to build a collection that
represents the entire ash tree gene pool:


“We want to try not to have to bring something back. We don’t want it
to be extinct. It’s important we at least save the seed so we can maybe cross
it, or do something, breed in resistance to the tree and have it
available to come back.”


Burgdorf says he thinks of the seeds as an investment for the future.
The seeds are definitely being treated like a precious commodity.
They’re sorted and they’re X-rayed to make sure the living embryos in
the seeds haven’t been damaged.


Then, the very best seeds in the bunch are off to a high security
government vault:


“We kind of joke that it’s the Fort Knox for seeds.”


Dave Ellis is the seed curator at the National Center for Genetic
Resources Preservation. It’s a giant seed bank. Ellis says the ash
seeds are dehydrated and frozen at 0 degrees Fahrenheit. These steps
put the seeds into a deep sleep:


“In a dehydrated state, degradation of DNA happens much more slowly,
over a course of tens of years or hundreds of years.”


Ellis says the ash seeds should be viable for at least 25 years, if not
longer. He says researchers might be able to use the stored genetic
material to breed new pest-resistant ash trees in the future. Ellis
sees gene banks as a safeguard against a world that’s changing fast.


Scientists say wild plants and crops we depend on will face many new
threats. Climate change might bring more drought.
Escalating global trade could mean importing more pests.


Deb McCullough studies insect pests at Michigan State University. She
says any time you import cargo, you’re running the risk of also
importing pests that can run up huge bills. She says in North America,
one of the big concerns is imports from China:


“If you look at the latitude where China occurs, if you look at the
northern and southern latitude and you overlay that on top of the US and
Canada, it matches up almost perfectly. So you can figure that pretty
much any kind of climate or habitat you find in China, there’s going to
be something similar in the US.”


McCullough says not everything that gets in will turn out to be a pest,
but she says as China’s huge trade surplus with the US grows, there’s a
greater risk more pests will come in.


She says there are some new regulations in place, but restricting
international shipping is a tricky proposition. McCullough says seed
collecting might be one way to preserve plants we rely on:


“People who are molecular biologists, the gene jockeys, have gotten
very good at enhancing or producing resistant varieties of different
kinds of plants. So, that may be something that becomes an option in the
future, maybe not the too distant future.”


McCullough points out there will be serious debate about introducing a
genetically modified tree into the wild. Some people don’t like the
idea of manipulating the genetic makeup of plants or animals.


There are a lot of questions about what might be done with the frozen
seeds, but the seed collectors say regardless, they need to bank up the
DNA of plants that we’re in danger of losing.


For the Environment Report, I’m Rebecca Williams.

Related Links

Looking Back on the “Slick of ’76”

  • Officials placed containment booms around the barge. Most of them failed to prevent the oil from floating downriver, contaminating dozens of miles of pristine shoreline. (Courtesy of the NY State Dept. of Conservation)

30 years ago, an oil barge ran aground in the St. Lawrence River. Hundreds of thousands of gallons of thick crude oil coated the shoreline of northern New York state. The accident remains one of the largest inland oil spills in the United States. It’s a reminder that freighters haul millions of gallons of toxic liquids across the Great Lakes. And many people worry about another spill. The GLRC’s David Sommerstein talked to witnesses of the 1976 spill:

Transcript

30 years ago, an oil barge ran aground in the St. Lawrence River. Hundreds
of thousands of gallons of thick crude oil coated the shoreline of northern New
York State. The accident remains one of the largest inland oil spills in the
United States. It’s a reminder that freighters haul millions of gallons of toxic
liquids across the Great Lakes. And many people worry about another spill.
The GLRC’s David Sommerstein talked to witnesses of the 1976 spill:


It was really foggy that morning. Bob Smith awoke to two sounds:


“You could hear the anchor chains going down, and next thing we know
there was a young Coast Guard guy knocking on the front door.”


The Coast Guard guy had driven up, asking around for a missing barge.
Smith remembered the anchor chains echoing across the water that woke
him up. He went outside to look.


(Sound of walking outside)


Thirty years later, Smith lives amidst cozy cottages on manicured lawns in
the heart of the touristy Thousand Islands.


“Just right about straight out there. See where that boat’s coming up there
now?”


That’s where a barge carrying oil from Venezuela had dropped anchor after
running aground. That morning Smith watched crude as thick as mud drift
out of sight downriver:


“If you’re born and raised here on the river, you don’t like to see anything go
in the river that doesn’t belong there.”


The Coast Guard placed booms in the water, but the oil quickly spilled over.
It carried 50 miles downstream. It oozed as far as 15 feet into the river’s
marshes. Tom Brown was the point man for New York’s Department of
Environmental Conservation. He says the spill couldn’t have come at a
worse time for wildlife:


“All the young fish, waterfowl, shorebirds, furbearers, were coming off the
nests and were being born.”


Thousands of birds and fish suffocated in black goo. As images of
devastation flashed on national TV, the spill killed the tourism season, too.
It was a summer with no swimming, no fishing, no dipping your feet in the
water at sunset. Really, it was a summer with no river.


(Sound of river at Chalk’s dock)


30 years later, everyone still remembers the acrid smell:


“When I woke up in the middle of the night and I could smell oil, I was
afraid I had an oil leak in my house.”


Dwayne Chalk’s family has owned a marina on the St. Lawrence for
generations. Chalk points to a black stripe of oil on his docks, still there
three decades later, and he’s still bitter:


“The Seaway has done this area, well, I shouldn’t say that, it hasn’t done any
good. To me it hasn’t.”


The St. Lawrence Seaway opened the ports of the Great Lakes to Atlantic
Ocean freighters carrying cargoes of steel, ore, and liquid chemicals. It
generates billions of dollars a year in commerce, but it’s also brought
pollution and invasive species.


Anthropologist John Omohundro studied the social effects of the 1976 oil
spill. He says it helped awaken environmentalism in the Great Lakes:


“The spill actually raised people’s consciousness that the river could be a
problem in a number of areas, not just oil.”


Groups like Save the River and Great Lakes United began lobbying for
cleaner water and safer navigation in the years after the spill:


“If a vessel carrying oil or oil products were in that same type of ship today,
it would not be allowed in.”


Albert Jacquez is the outgoing administrator for the US side of the St. Lawrence
Seaway. The 1976 barge had one hull and gushed oil when it hit the rocks.
Today’s barges are mostly double-hulled and use computerized navigation.
Jacquez says a lot has changed to prevent spills:


“The ships themselves are different, the regulations that they have to follow are
different, and the inspections are different. Now does that guarantee? Well,
there are no guarantees, period.”


So if there is a spill, the government requires response plans for every part of
the Great Lakes. Ralph Kring leads training simulations of those plans for
the Coast Guard in Buffalo. Still, he says the real thing is different:


“You really can’t control the weather and the currents and all that. It’s definitely going to be a
challenge, especially when you’re dealing with a real live incident where
everyone’s trying to move as fast as they can and also as efficient as they
can.”


Critics question the ability to get responders to remote areas in time. They
also worry about spills in icy conditions and chemical spills that oil booms
wouldn’t contain.


(Sound of river water)


Back on the St. Lawrence River, Dwayne Chalk says the oil spill of 1976
has taught him it’s not if, it’s when, the next big spill occurs:


“You think about it all the time. Everytime a ship comes up through here,
you think what’s going to happen if that ship hits something.”


Chalk and everyone else who relies on the Great Lakes hope they’ll never
have to find out.


For the GLRC, I’m David Sommerstein.

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Farewell Tour of Historic Icebreaker

  • The Mackinaw is a historic ship that was built during World War II. In June it will be decommissioned. (Photo courtesy of the National Oceanic and Atmospheric Administration)

The historic Coast Guard icebreaker Mackinaw has docked for the final time. The vessel is scheduled to be decommissioned at the beginning of June, after more than six decades of service on the Great Lakes. The GLRC’s Sarah Hulett visited the ship on its farewell tour of the lakes, and has this report:

Transcript

The historic Coast Guard icebreaker Mackinaw has docked for the final
time. The vessel is scheduled to be decommissioned at the beginning of
June, after more than six decades of service on the Great Lakes. The
GLRC’s Sarah Hulett visited the ship on its farewell tour of the lakes, and
has this report:


I’m on the bridge of the 290-foot icebreaker, and I’m just in time for the
daily test of the vessel’s alarms and whistles.


(Sound of bell)


After 62 years, they’re still working.


(Sound of alarm)


The Mackinaw was built in Toledo, during World War Two – when
demand for raw materials from the Great Lakes region exploded.


The icebreaker extended the shipping season through the winter, and
helped make sure iron ore and other cargo could get to the industrial
cities at the center of the war effort.


Today, Pat Pietrolungo and his 80 fellow crewmembers are still keeping
the shipping lanes cleared for commercial transport. They can spend up
to two weeks at a time on the ship, cutting ice during the winter months.


But cruising Lake Superior in the dead of winter can get spooky on those
long, cold winter nights.


Pietrolungo says there are some crew members who think there’s a ghost
on board the Mackinaw.


“Certain little weird things happen. Lights will flicker that shouldn’t,
doors will shut, some of the wheels on the scuttle will turn. I guess it
was a former crew member that died on board.”


But that ghost will have a lot less company soon, when the crew moves
to the Mackinaw’s smaller, more efficient replacement this summer.


The old ship isn’t flexible enough to serve other purposes for the Coast
Guard. And Pietrolungo – the Mackinaw’s machinery technician – says
finding parts for the vessel’s huge diesel engines is getting more difficult
by the year.


“It’s more or less along the lines of a locomotive engine. So you’ve got
to go start searching train museums, more or less, to find the big parts if
we needed them.”


A non-profit group based in Cheboygan, Michigan wants to make the
Mackinaw itself a museum.


Hugh O’Connor and his two young children were the first in line to
board the vessel when it docked in Detroit during its farewell tour. He
says he’ll be sad to see the Mackinaw decommissioned, but he says he
would visit the ship as a museum. Like a lot of boys who grew up along
the lakes, O’Connor says he and his friends knew the names of all the
freighters, and looked forward to catching a glimpse of the Mackinaw.


“We always used to ice fish in the winter, and I remember from our ice
shanty you’d get out and see it going by, breaking ice on Lake Saint
Clair for the freighters. That was when they were trying to run the boats
year-round. I don’t think they do that much anymore though. That was
pretty cool. Back then it was all white, though. Painted all white.”


The Mackinaw’s hull – painted red since 1998 – powered through thick
sheets of Great Lakes ice for the last time this past winter.


For the GLRC, I’m Sarah Hulett.

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Marketing a By-Product of Ethanol

  • Ethanol plants are being built all over the corn belt. 97 plants are operating and another 34 new plants or expansions are underway, according to the Renewable Fuels Association. A by-product of the process is corn mash, or distillers grain. The distillers are hoping to sell it all to nearby livestock farms. (Photo by Lester Graham)

The federal government has called for more renewable fuels for cars and trucks over the next few years. Ethanol from corn is expected to meet much of that demand. As ethanol production increases, the distillers are looking for ways to make money on some of the by-products of the process. The GLRC’s Lester Graham reports on how the ethanol distillers might market what’s left over after turning corn into ethanol:

Transcript

The federal government has called for more renewable fuels for cars
and trucks over the next few years. Ethanol from corn is expected
to meet much of that demand. As ethanol production increases, the
distillers are looking for ways to make money on some of the by-
products of the process. The GLRC’s Lester Graham reports on
how the ethanol distillers might market what’s left over after
turning corn into ethanol:


(Sound of construction)


New ethanol plants are being built every year. 97 plants are in
operation today and the Renewable Fuels Association indicates 34 new or
expanded plants are under construction. The ethanol refinery
industry is gearing up for the expansion that the government wants.


Ethanol plants are basically giant corn alcohol stills. They produce
huge batches of – well – moonshine, but like moonshiner stills,
there’s a corn mash left over. It’s called distillers grain, and with
all the new plants coming online, there’s going to be a lot more of the
by-product in the future. Distillers grain can be used as livestock feed.
So, the agricultural industry is trying to get more cattle farmers and
others to buy it.


Tracy Jones is a farmer in northern Illinois. He says the agriculture
industry and the ethanol plants that want to get rid of the distillers
grain cheaply, have been encouraging farmers to expand their
livestock operations.


“And I know some producers that are maybe expanding. It’s a
good deal, but it’s not that good of a deal, and there’s a lot of other
issues that go into the cattle feeding business besides just getting
cheap feed.”


Jones has been feeding wet distillers grain from Wisconsin to his
cattle for about a year. Jones says the distillers grain makes sense
as long as the price doesn’t get too high.


“We need to buy it cheaply. We’re basically using it as a corn
replacer. So, when we have cheap corn, you still need to buy the
by-products cheaply also.”


Jones says his cattle are gaining weight at about five-cents a pound
cheaper using distillers grain as part of the mix of feed. Part of the
reason is the price is lower, but distillers grain has another
advantage… it’s higher in protein than plain corn. It’s got about the
same protein content as soybean meal.


That makes Jason Anderson think this stuff might be good to
export overseas as a food for people. Anderson is the Economic
Development Director for the city of Rochelle, Illinois. An ethanol
plant is being built in his city. With a couple of major railways and
a cargo container transfer station in his town, exporting dried distillers
grain would be easy. Because of the nation’s trade deficit, about
half the cargo containers go back to their original country empty.
Anderson says the by-product could be dried to a sort of high-
protein corn meal and shipped.


“Dried distillers grain could be put into intermodal containers,
which are sealed containers, put on a train and sent to the west
coast. They could also be shipped over the Pacific Ocean to starving
countries on the other side of the world.”


Corn tofu, anyone?


Exporting dried distillers grain as human food overseas hasn’t been
discussed much, but shipping it to cattle feedlots in Texas and
other cattle country has been discussed. Agriculture experts think
the ethanol plants located in the corn-belt won’t find enough
livestock in the immediate area to buy the product.


“At this point, where the livestock are and where the plants are
there’ll be a lot of them that has to be shipped.”


Jim Hilker is an agriculture marketing expert at Michigan State
University. He says he’s not sure the ethanol plants will make
much money on distillers grain, especially if they have to ship it to
cattle feedlots out west. That’s because they’ll have to dry the
product… and that adds to the cost.


“The first ones, I think, are making some money before we get
saturated on this, and I think if we put a system for handling it and
stuff in place, they’ll probably. But, if they can more than cover
the cost – remember, otherwise there’s disposal fees too. So, a
break-even here is a pretty good deal.”


So if the distillers just recover the drying and shipping costs, it
would be better than paying to dump the distillers grain in a
landfill.


But farmer Tracy Jones says he thinks the ethanol manufacturers
have already figured out the by-product will be abundant… and
they’re still counting on making some money on it.


“When they do their financials for their ethanol plant, they don’t
plan on giving this product away. So, they need to get something
for it.”


Jones says he’s noticed the ethanol producers don’t call distillers
grain a by-product of the process. They call it a co-product. He
thinks that’s a little marketing ploy that indicates the ethanol
plants definitely plan to demand a good price for the livestock feed,
regardless of the glut on the market.


For the GLRC, this is Lester Graham.

Related Links

Cargo ‘Sweepings’ Called Into Question

Every year freighters wash two hundred million pounds of refuse into the Great Lakes leaving the equivalent of underwater gravel roads along shipping lanes. The practice is called “cargo sweeping” and it’s allowed in spite of U.S laws and an international treaty banning dumping in the lakes. The GLRC’s Charity Nebbe has more:

Transcript

Every year freighters wash two hundred million pounds of refuse into the
Great Lakes leaving the equivalent of underwater gravel roads along
shipping lanes. The practice is called “cargo sweeping” and it’s allowed
in spite of U.S. laws and an international treaty banning dumping in the
lakes. The GLRC’s Charity Nebbe has more:


The dumping occurs when cargo ships pump water over the deck and
through loading tubes to wash away any refuse that has collected from
the loading and unloading process. Industry insiders say the practice is
necessary to protect the safety of the crew and the integrity of the cargo.


James Weakley is President of the Lake Carriers’ Association.


“I’m very confident that what we’re putting over the side are naturally
occurring substances… and we’ve been doing this practice for hundreds
of years and as yet we haven’t seen an environmental harm.”


Critics are concerned about toxins that might be carried in the coal, iron
ore, and slag jettisoned by the ships, and they’re concerned about the
habitat that might be buried under the refuse.


This year the U.S. Coast Guard is reviewing the 1993 interim policy that
allows cargo sweeping, but as of yet no scientific study has been
commissioned.


For the GLRC, I’m Charity Nebbe.

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