Mother-calf pair of "Type C" orcas in the Ross Sea. (Photo by Robert Pitman, NOAA)
Japan kills more whales than any other country in the world. A new proposal would allow Japanese whalers to hunt off their county’s coasts. Mark Brush reports – some think opening up these waters to whale hunts is a bad idea:
Transcript
Japan kills more whales than any other country in the world. A new proposal would allow Japanese whalers to hunt off their county’s coasts. Mark Brush reports – some think opening up these waters to whale hunts is a bad idea:
The International Whaling Commission passed a moratorium on commercial whaling in 1986. But it allowed some countries to kill whales for what it calls scientific study.
Japanese boats kill hundreds of minke whales in the southern ocean under this designation. Critics say there’s nothing scientific about these hunts.
Now, the Commission wants to stop Japan from killing whales in the southern ocean. Phasing out these so-called scientific whale hunts. But in exchange, they might let the country openly hunt whales off its own coasts.
Jonathan Stern is with the American Cetacean Society. He says whale populations could take a hit, if Japan is allowed to start hunting in these waters:
“I’m just afraid once their fleet starts operating. They’re going to want to take more whales and more different species of whales.”
Japan has long maintained that these hunts are part of their cultural heritage. The International Whaling Commission will meet next month to decide the issue.
The mile-a-minute weed (Photo courtesy of the USDA)
Sometimes biologists fight foreign
pests with other foreign animals. But that
can be risky because it can create a bigger
problem than the one it’s supposed to solve.
Sabri Ben-Achour reports on one of the latest attempts to stop a weedy pest:
Transcript
Sometimes biologists fight foreign
pests with other foreign animals. But that
can be risky because it can create a bigger
problem than the one it’s supposed to solve.
Sabri Ben-Achour reports on one of the latest attempts to stop
a weedy pest:
On farms, backyards, and rights of way up the Eastern Seaboard a pointy leaved thorny
newcomer is becoming increasingly visible. It’s called mile-a-minute weed.
Bob Trumbule is an entomologist. He leads me through a stream valley north of
Washington DC where blackberries and small trees are being swallowed up by this
invasive vine.
“So now we’re getting into the mile-a-minute here. Basically what it does it, it’s an
annual vine, it grows up and over plants, it smothers them, out competes them for
sunlight, and weighs them down.”
The weed is native to Eastern Asia: China and Japan. It was introduced accidentally in
Pennsylvania in the thirties. From there, it’s spread to seven other states. It prevents new
trees from sprouting in forests. But back in Asia, it’s not a dominating species like it is
here.
Judith Hough-Goldstein is a professor at the University of Delaware.
“Part of the reason is because it doesn’t have anything that’s feeding on it. It’s gonna be
without its predators so it can out-compete other plants.”
Over several years, biologists searched for something that would eat the vine. They
found a tiny, black weevil in China. It feeds on the plant and lays it’s eggs there, keeping
things in check – in Asia.
“Here are the weevils. I’m gonna give you a glimpse of them here in the cup. They look
almost like little ticks. I’m gonna put them down here in the mile a minute weed patch,
and basically what they’ll do – they’re tough little guys – they’ll climb around and in the
past experience have started to feed almost immediately.”
Up close, they look like little anteaters, poking around the leaves with long snouts.
This may sound risky. There are lots of examples where similar approaches have gone
wrong. A parasite was introduced in North America to control gypsymoths. It attacked
native silkmoths. Mississippi catfish farmers used Asian carp to control algae. They got
loose and are taking over the Mississippi River system and threatening the Great Lakes.
And Trumbule admits nobody knows for sure exactly what might happen.
“Any scientist that might say otherwise is not being honest with themselves or the person
asking the question.”
But he says a lot’s been learned since the days when any scientist could introduce a
species on a whim. These days, exhaustive testing and federal permits are required
before anything is released.
That’s why for almost ten years Judith Hough-Goldstein has been trying to determine if
the weevil would eat anything else. Tests were conducted in a U.S. Department of
Agriculture ‘quarantine facility’ with sealed windows and its own re-circulated air supply.
“So what we found was that, in fact, this particular weevil is extremely host specific. The
insect has evolved to depend on the plant.”
So much so that the weevils and larvae actually starved to death rather than feed on other
plants.
In field tests in New Jersey and Delaware, the weevils have decimated mile-a-minute
weed. Some researchers say it’s the most impressive biocontrol they’ve worked with.
This week, the North American International Auto Show in Detroit opens to the public. Every year, the event is a showcase for the newest trends for tomorrow’s cars and trucks, and this year, the big trend is fuel-efficient vehicles. Cleaner cars have been promised before, but Dustin Dwyer reports that this year’s green car concepts could be more than just an attempt to polish up a dirty image for the auto industry:
Transcript
This week, the North American International Auto Show in Detroit opens to the public.
Every year, the event is a showcase for the newest trends for tomorrow’s cars and trucks,
and this year, the big trend is fuel-efficient vehicles. Cleaner cars have been promised
before, but Dustin Dwyer reports that this year’s green car concepts could be more than
just an attempt to polish up a dirty image for the auto industry:
The press previews for this year’s Detroit auto show were made up of three straight days
of back-to-back new product launches. Dozens of new vehicles were unveiled. Hundreds
of glossy brochures were offered to reporters, and nothing generated as much interest as
the new Chevrolet Volt concept vehicle:
(Sound of buzzing)
A packed crowd gathered for the flashy and noisy unveiling. GM executives announced
that the concept car could run up to 40 miles without using a single drop of fuel. It runs
instead on electricity cranked out by its next-generation lithium-ion batteries. When the
liquid fuel system eventually does kick in, it recharges the battery for better fuel
economy, getting up to 150 miles per gallon.
And as GM CEO Rick Wagoner told the audience, the Chevy Volt represents a new way
of thinking for the world’s largest automaker. It comes from a realization that oil alone is
highly unlikely to supply enough energy for all of tomorrow’s vehicles:
“For the global auto industry, this means that we must as a business necessity, develop
alternative sources of propulsion based on alternative sources of energy in order to meet the
world’s growing demand for our products.”
GM wasn’t the only automaker to unveil a fuel conscious vehicle at this year’s auto show.
Ford’s Airstream concept, and Toyota’s FT-HS sports car concept both featured hybrid
style powertrain systems, backed by a lithium-ion battery.
It might not be all that surprising for automakers to release such vehicles after a year in
which gas prices surged beyond three dollars a gallon, but analyst Jim Hall of Auto
Pacific says gas prices aren’t the reason for automakers to get into low or no emission
vehicles.
“You do it for two reasons, one, the potential of getting out of the business of making a
mechanical engine that has to be machined and made of multiple pieces and assembled,
and the other part of it is, you never have to spend another penny on emissions controls,
and emissions research, and emissions development and emissions engineering, which, at
every major car company is billions of dollars.”
So, basically, greener technology will eventually be cheaper technology. That means that
for perhaps the first time in the history of the auto industry, the interests of
environmentalists and the interest of business-minded bean counters are finally in line.
The big question now is how to get to that greener future. The concepts at this year’s
Detroit auto show all point to lithium-ion batteries as the next frontier. These batteries
are more powerful, and potentially cheaper than the batteries in today’s hybrids, but
they’re also less stable, and don’t last as long.
GM executives say they think they can resolve those issues and have a lithium-ion
powered vehicle by the end of the decade, but Jim Hall says no way:
“I worked on an electric vehicle program when I was employed in the auto industry
directly, and I learned that there are three kinds of liars in the world. There are liars,
damn liars and battery engineers.”
Of course, not everyone agrees with Hall’s assessment. Some lithium-ion proponents
even argue that the technology could be ready to go right now. Ford, General Motors and
the Chrysler Group have asked the federal government for more funding to speed-
development of lithium-ion batteries.
They say the Japanese government is giving its car companies several hundred million
dollars for battery development, and they want a comparable effort from the US
government. But even if Detroit automakers don’t get the money, almost everyone agrees
that big changes are coming for the auto industry, and that decades-long battle between
the good of the environment and the good of carmakers could be coming to a close.
Motorcycle maker Harley-Davidson wants China to relax its restrictions on motorcycle use in big cities. The company says that’s the only way its new dealership will be successful in the country long-term. The GLRC’s Christina Shockley reports:
Transcript
Motorcycle maker Harley-Davidson wants China to relax its restrictions
on motorcycle use in big cities. The company says that’s the only way its
new dealership will be successful in the country long-term. The GLRC’s
Christina Shockley reports:
Sound of motorcycle)
Harley-Davidson has opened a new dealership in Beijing hoping to sell
its motorcycles in China, but China limits motorcycle use and ownership
in big cities because of safety concerns and environmental issues.
Tim Hoelter is a vice-president with Harley-Davidson. He says the
company hopes the restrictions will change, over time.
“We of course are hopeful that working with our government partners in
Washington, and working cooperatively with the Chinese ministries to
understand the basis for these bans that over time we can overcome
them.”
Hoelter says the company has been successful in changing bans in other
countries, including Japan… by working with the foreign and U.S
governments.
Asian carp are one of the invasive species featured in the exhibits in your local museums. (Photo courtesy of USFWS)
The zebra mussel is another invasive species that is hurting the Great Lakes' natural food chain. (Photo courtesy of USGS)
Big, public aquariums spend a lot of money to make fish look like they’re at home in the wild. But lately some aquariums are showing fish that are out of place. The GLRC’s Shawn Allee looks at one aquarium’s effort to give them the spotlight, too:
Transcript
Big, public aquariums spend a lot of money to make fish look like
they’re at home in the wild, but lately some aquariums are showing fish
that are out of place. The GLRC’s Shawn Allee looks at one aquarium’s
effort to give them the spotlight, too:
The federal government’s spending millions to keep Asian Carp out of
the Great Lakes. Biologists worry Asian Carp could devastate the lakes’
ecosystem. Recently, though, several carp were brought within sight of
the Great Lakes, and biologists are happy about it.
Chicago’s Shedd Aquarium is on the shore of Lake Michigan. It’s
holding an exhibit of Asian Carp and other alien invasive species.
Curator Kurt Hettinger captured the aquarium’s carp during a trip on an
Illinois river.
“They’re literally jumping, sometimes over the bow of the boat,
sometimes smacking into the side of the boat. I just looked behind me
and was amazed to see all these fish jumping in the wake of the boat, and
to this day, I’m still stunned by this.”
And Hettinger’s more than just stunned. He’s worried.
Asian Carp are an invasive species, basically … pests that crowd out
native fish, and that river where he caught them hooks up to Lake
Michigan.
Again, Asian carp haven’t made it to the Great Lakes, but more than one
hundred and sixty other invasive species have arrived and are breeding
quickly.
One example’s the zebra mussel. At first, scientists worried about how
much money it could cost us. Zebra mussels multiply so fast they can
block pipes that carry cooling water to power plants. But now, we know
the zebra mussel’s disrupting the lakes’ natural food chain.
In other words, invasive species are a huge economic and ecological
nuisance. That’s why the Shedd Aquarium started the exhibit.
“The public I think has seen enough stories about the damages and the
spread and the harmfulness, but those stories are not very often coupled
with solutions.”
That’s ecologist David Lodge. He says the exhibit tries to show how
people spread these species around. Lodge points to one exhibit tank. It
looks like a typical backyard water garden. It’s decked out with a small
fishpond, water lilies, even a little fountain shaped like an angel. It looks
pretty innocent, but Lodge says plants and fish you buy for your own
water garden could be invasive species.
“All those plants and animals that are put outside, then have an
opportunity to spread. Now, it doesn’t happen very often, but with the
number of water gardens, it happens enough so that they are a serious
threat to the spread of species.”
Birds or even a quick flood could move seeds or minnows from your
garden to a nearby lake or river.
The Shedd Aquarium’s not alone in spotlighting invasive species.
Several aquariums and science museums are also getting on board. For example one in
Florida shows how invasive species have infested the Everglades.
Shedd curator George Parsons went far and wide for inspiration.
“I was in Japan last year when we were planning this, and I just
happened to stumble across one of their aquariums and they had an
invasive species exhibit, except that they were talking about large mouth
bass and blue gill. You know, something that is our natives. So, it was
kind of ironic to see that out there. It was kind of neat.”
Like us, the Japanese take invasive species seriously. Back in 1999 the
humble Midwestern Blue Gill created a national uproar. Turns out, they
had taken over ponds throughout the Emperor’s palace, and how did the
bluegill get to Japan?
Probably as a gift from a former Chicago mayor. Apparently, the mayor
thought blue gill might make nice sport fishing in Japan. It was an
innocent mistake, but it’s just the kind of mishap biologists want all of us
to avoid from now on.
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.
Honda is well known for its cars, but might soon be known as number one in non-GMO soybean exports. (Photo by Simon Cataudo)
Most people associate Honda with cars and motorcycles. But the company has an interesting sideline: as a cost-saving measure, they’ve been exporting soybeans from the U.S. to Japan. The Great Lakes Radio Consortium’s Nora Flaherty has more:
Transcript
Most people associate Honda with cars and motorcycles. But the company has
an interesting sideline: as a cost-saving measure, they’ve been exporting
soybeans from the US to Japan. The Great Lakes Radio Consortium’s Nora
Flaherty has more:
Honda started exporting the beans as a way to reuse the huge cargo
containers that would arrive at the plant filled with auto parts. Instead of
sending them back empty, they wanted to fill the containers with something that
they could sell, and soy beans were a good fit. Joe Hannisik is the manager
of the plant, called Happy Ohio, where the beans are processed for shipping.
“We basically contract production with about 250 to 280 farmers in Ohio and
southern Michigan, for contract production, back to Happy Ohio, for processing and shipment of
soybeans primarily to Japan the majority of them.”
Honda only buys beans that haven’t been genetically modified, because that’s
what the Japanese prefer. And Honda pays farmers a higher price for their
beans than they’d get on the open market. Hannisik says that this can make a
difference when farmers are making decisions about whether to plant
genetically modified seeds.
Mike LeBeau installs solar and wind energy systems.
He has put in more generators this year than in the last 10 years
combined, thanks to rebate programs offered by the state and local
governments. (Photo by Stephanie Hemphill)
Representatives of nearly 200 countries recently met in
Argentina to work out the next steps in dealing with climate change.
Seven years ago, many nations agreed to reduce fossil fuel emissions
and greenhouse gases. The U.S. didn’t agree to reduce its emissions.
Now, a report from the National Environmental Trust says that decision
is hurting American businesses. The Great Lakes Radio Consortium’s
Stephanie Hemphill reports:
Transcript
Representatives of nearly 200 countries recently met in Argentina to
work out the next steps in dealing with climate change. Seven years
ago, many nations agreed to reduce fossil fuel emissions and
greenhouse gases. The U.S. didn’t agree to reduce its emissions.
Now a report from the National Environmental Trust says that
decision is hurting American businesses. The Great Lakes Radio
Consortium’s Stephanie Hemphill reports:
Mike LeBeau installs wind generators and photovoltaic solar
collectors. His business, Conservation Technologies, is in Duluth,
Minnesota. In the U.S., there are not a lot of contractors doing this
kind of work.
“This is a two and a half kilowatt photovoltaic system.”
Two panels about the size of a dining room table stand on the top
floor of a downtown garage. The only other equipment is an inverter
– a metal box the size of a shoebox – that transforms the direct
current from the solar panels to the alternating current we use in our
homes.
“The electricity is produced here by the sun, fed into the wiring in the
building here, and any excess is distributed out onto the utility grid.”
The solar panels were made in Japan. And the inverter is from
Germany.
LeBeau has been installing systems like this for ten years. Demand
was slow until a year ago, when Minnesota started a rebate program.
LeBeau has put in more generators this year than in the last ten
years combined.
With another rebate offered by the local utility, LeBeau says the cost
of installing a typical system can be cut nearly in half.
And he says the increased activity has persuaded some of the
naysayers to help rather than hinder renewable energy projects.
“Now the electrical inspectors don’t have any choice – it’s being
supported by the utilities, and by the state of Minnesota, so it’s really
changed the atmosphere and the climate that we work in.”
But LeBeau says the state rebate program is a drop in the bucket
compared to what’s being done in other countries.
Christopher Reed agrees. He’s an engineer who advises individuals
and businesses on renewable energy projects. He says U.S. policy
has been piecemeal and erratic. For instance, there’s a federal tax
credit for renewable energy production. But it’s only in place for a
year or two at a time.
“When the incentive is out there, everybody ramps up as fast as they
can, and we slam projects in to meet the deadline before the credit
expires, and then everybody sits until the credit gets reintroduced
again. This has happened three times now.”
Reed says that discourages long-term investment.
Reed’s business is one of several American firms studied for the
report from the National Environmental Trust. The report says Japan
and most countries in Europe are providing major and consistent
incentives to encourage production of renewable energy. The report
says this approach is saving money, creating jobs, and putting
businesses in a position to export their new technologies and
expertise.
Reed says he’s frustrated to see European and Japanese companies
thrive, using American inventions such as photovoltaic, or PV,
technology, while American manufacturers fail.
“It’s almost embarrassing. The PV technology, that came out of Bell
Labs in the U.S. We should be the world leaders.”
But some observers say the worry is overblown. Darren McKinney is
a spokesman for the National Association of Manufacturers. He says
the U.S. has nothing to fear from German or Japanese businesses.
He says fossil fuels are doing a good job of stoking the American
economy.
“The fact of the matter is that wind and solar and biomass and
geothermal simply aren’t ready for prime time. If someone wants to
make an argument ‘well, they could be ready for prime time if they
received x-amount of tax cuts,’ I won’t necessarily argue against that
because I don’t know enough about the technologies. What I do
know is it would be cutting off our nose to spite our energy face if we
turn our backs on fossil fuels.”
Right now, oil and natural gas get the lion’s share of federal subsidies
in the U.S. Subsidies for renewable energy sources are very small in
comparison. As other countries shift to new technologies, American
companies could be left behind.
For the Great Lakes Radio Consortium, I’m Stephanie Hemphill.
The cost of building a home is soaring. Materials are expensive, and skilled labor is scarce. The high costs are contributing to a crisis in affordable housing, in the Great Lakes region and around the country. A new technology from Japan could be part of the solution. The structural pieces of a custom-designed home are cut out in a factory, using wood manufactured from small-diameter trees. Even unskilled workers can assemble the house on site in about a day. The Great Lakes Radio Consortium’s Stephanie Hemphill watched a home as it was being built:
Transcript
The cost of building a home is soaring. Materials are expensive, and skilled labor is scarce. The high costs are contributing to a crisis in affordable housing, in the Great Lakes region and around the country. A new technology from Japan could be part of the solution. The structural pieces of a custom-designed home are cut out in a factory, using wood manufactured from small-diameter trees. Even unskilled workers can assemble the house on site in about a day. The Great Lakes Radio Consortium’s Stephanie Hemphill watched a home going up:
Five East 5th Street is a narrow lot a few blocks above downtown in Duluth, Minnesota. A new basement juts out of a hole in the hillside. From the front yard, there’s a spectacular view of Lake Superior.
Most of the houses in this neighborhood are at least 80 years old. They’re small houses built for working families. A few vacant lots show where dilapidated houses were torn down.
One day last month, the new house arrived on a truck.
(sound of Martin listing parts)
Santos Martin works for Kato Sangyo, the Japanese company that invented this system of homebuilding. He calls out the part numbers as half a dozen apprentice carpenters carry the pieces off the truck. Soon the lot is covered with stacks of house parts – corner posts sixteen feet long, and insulated wall panels in various sizes, as big as 4 feet by 9 feet.
Then the workers start to put the pieces together.
“Every component is numbered, every component has a specific place and an internal metal connector that allows you to put it together like you would a TV entertainment center or a bed frame.”
James Brew is the architect who had the dream for this house.
Brew was fascinated by Japanese culture since he was a kid. He’s traveled to Japan several times, and hosted exchange students in his home. Two years ago he learned about a Japanese company that created a home-building system that allows even inexperienced workers to frame up a custom-designed house in a day,
“People who haven’t built with this system, there they are pounding together a beam and a post and with a little bit of weather cooperation they will probably have this entire house framed today.”
The beams are made of laminated strand lumber. Instead of cutting big trees into 2 by 4s, laminated strand lumber uses smaller trees and even waste wood, glued together like plywood.
This type of “engineered wood” is being used more and more in homebuilding. What sets the Kato Sangyo system apart is the way the framing pieces are locked together with metal connectors.
The beams for this house are four inches square, and either eight or sixteen feet long. At the end of each beam there’s a slot for a metal connector. It’s like a large hinge. Workers slide one end of the hinge into the beam, and match the other end to a slot in the floor.
Then they raise the beam until it’s standing upright. They slide the insulated wall panels into the spaces between the beams. Everything is supposed to fit precisely because it was cut to order in a factory. Once the framing is up, workers will add siding, and the house will look just like the other ones on the block.
The assembly is mostly a matter of matching the right parts. So it’s an ideal project for people who are just learning how to build. Lisa Lyons is one of the crew members. She and her co-workers are part of a job training program for battered women. After a year of learning standard construction techniques, Lyons says this job is fun.
“Before it’s a lot of framing, a lot of measuring, and this here you just pound in some pegs and stand it up and it’s just like lego blocks, it’s really cool.”
The Japanese system offers not only speedy construction, but the potential for more affordable housing. The parts for this house were made at a factory in Minnesota. They were cut by hand, which took a couple of days. Architect James Brew says they could be cut in a couple of hours in a fully automated factory.
As the house takes shape, visitors stop by to watch. They include businesses thinking about the Japanese system as a possible new industry for Minnesota. James Brew says it would cost about a million dollars to buy the equipment to make the house parts. And he’s talked with a lot of lumber and construction firms that are intrigued with the idea.
“So there’s many interests in the system and the idea, the technology, but it’s again chicken and egg. Which is first, sales without a factory, or factory with no sales, or together. It’s very difficult.”
Brew is hoping the house in Duluth will provide the demo that will spur some business to decide there’s a future for the Japanese system in the United States. For the Great Lakes Radio Consortium, I’m Stephanie Hemphill in Duluth.
A million dollar fine will be used in restocking and studying
freshwater mussels. The Great Lakes Radio Consortium’s Lester Graham
reports:
Transcript
A million dollar fine will be used in restocking and studying freshwater
mussels. The Great Lakes Radio Consortium’s Lester Graham reports:
A Japanese-owned company called Tennessee Shell Company has paid the first
installment of the million dollar fine. The company pleaded guilty to
illegally harvesting freshwater mussels in Michigan, Ohio, Kentucky, and
West Virginia. The company places mussel shell material in oysters to grow
cultured pearls. Chuck Traxler is with the U.S. Fish and Wildlife Service. He
says the money from the fine won’t just go into the the agency’s general
account.
“The entire amount will be used for mussel research. This is unique
in that these funds are going to be used to help the species that was
damaged.”
Besides being over-harvested, native mussel populations have declined
because of poor water quality and because of invasive species such as the
zebra mussel.
For the Great Lakes Radio Consortium, this is Lester Graham.
Mother-calf pair of "Type C" orcas in the Ross Sea. (Photo by Robert Pitman, NOAA)
