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.

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Big Ships Required to Flush

  • A ship discharging its ballast water (Photo courtesy of the US Geological Survey)

Ships should be bringing in fewer unwanted
pests into the Great Lakes. Both Canada and the
U-S are now requiring ships to flush out their
ballast water tanks before entering the lakes.
Tracy Samilton reports:

Transcript

Ships should be bringing in fewer unwanted pests into the Great
Lakes. Both Canada and the U.S. are now requiring ships to flush out their
ballast water tanks before entering the lakes. Tracy Samilton reports:

Ships need to take on ballast water to keep them stable. When they pump in
water from freshwater foreign ports, they also suck up pests.

Since 2006,
Canada has required ships to flush their tanks with salty ocean water
before entering the Great Lakes. The U.S. adopted the requirement at the
start of this year.

Collister Johnson is with the U.S. side of the St.
Lawrence Seaway, which connects the Atlantic Ocean to the Great
Lakes. He says the rule will eliminate almost 99% of freshwater
pests in ballast tanks.

“If they’re exposed to salt water, especially full strength sea water, they
are effectively killed.”

Samilton: “Why didn’t we do this before?”

Johnson: (laughs) “I don’t know.”

It won’t completely eliminate the problem because some aquatic pests can
still survive in the sediment in the bottom of ballast tanks.

For The Environment Report I’m Tracy Samilton.

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Growers Cover Up Local Produce

  • If the hydroponics trend continues, strawberries could be available locally everywhere. (Photo courtesy of the USDA)

It’s the middle of winter and you’re craving some fresh,
juicy strawberries. Go to your local grocery store and
you’ll find lots of packaged strawberries shipped from the
west coast or down south. For locally grown strawberries,
you have to wait till June if you live in the Midwest. But
that’s starting to change. Jennifer Guerra has the story:

Transcript

It’s the middle of winter and you’re craving some fresh,
juicy strawberries. Go to your local grocery store and
you’ll find lots of packaged strawberries shipped from the
west coast or down south. For locally grown strawberries,
you have to wait till June if you live in the Midwest. But
that’s starting to change. Jennifer Guerra has the story:


I like strawberries. A lot. There’s strawberry rhubarb pie
for starters, strawberry and spinach salad, strawberry
shortcake. But I’ve been on this kick lately of trying to
buy only locally-grown produce, which is admittedly hard to do when you
live in the Midwest, especially with strawberries. Most of
the year, they’re shipped in from Florida and California,
but there is one place in Michigan were you can still pick
strawberries as late as October.


(Guerra:) “The redder the better…that’s too green”


It’s snowing out. I’ve got on the winter coat, the hat, the gloves,
and I’m picking strawberries with Kelly Bowerman.


(Guerra:) “So, which one is this?”


(Bowerman:) “This is a tribute. We have aroma, diamante, and
tribute. Aroma is a nice big berry, diamante’s even a bigger berry,
but it just don’t turn red, it’s oranged-colored, and tribute is smaller with a lot more
flavor.”


(Guerra:) “Alright, let’s get all three. Let’s get a
variety.”


Bowerman calls his strawberries three finger berries, which
he says are roughly the same size as the ones shipped in
from California


(Bowerman and Guerra try strawberries)


And frankly, the strawberries better taste
good, seeing as how Bowerman spent 60,000 dollars on them.


Well, not on the actual berries themselves, but on the
hydroponics system he uses to grow the berries. With
hydroponics, he still grows his strawberries outside, but
instead of planting them in the ground, the runners sit in
pots above the ground in a solution of warm water and
minerals. And since there’s no soil, the strawberries can
grow from June to October without the roots freezing over at
the first sign of cold weather. Still, there’s only so much
a hydroponics system can do on its own:


“He’s gonna find out that people want strawberries at
Christmastime, and so the next step will be to put a
greenhouse over that system and then we have 12 months.”


Merle Jensen is a professor of plant science at the
University of Arizona and he knows his hydroponics. He
knows growers all across the country who’ve started moving
their hydroponics systems inside greenhouses so they can
artificially light the crops. That way, they can produce
year round. But wait, there’s more:


“All of our leafy vegetables – high value fruits like
strawberries – will all be under cover in the next 5 years.
I’m sure of that. It’s a rapid expansion, not only in the
United States, but we see it in Canada, Mexico. So, this is the wave
of the future.”


A future that Jensen swears will taste delicious:


“You know what? I can say that because we can control the
nutrition, the salinity within the root system such that we can
program that product to have more acid and more sugars and better
flavor, and we can do that through hydroponics at will. And local growing is
becoming bigger and bigger all the time. It’s just got an
image of being better.”


Of course in the Midwest, “local” is still pretty relative.
Our Michigan farmer, Kelly Bowerman, says he gets people
from up to 50 miles away to pick his strawberries:


“One guy bought $28 worth of strawberries, and he said that ain’t
no big deal cause it cost me $40 worth of gas to
get here and back.”


And he’ll have to continue putting in that kind of travel
time if he wants to eat locally grown strawberries in the
middle of winter. Unless of course Jensen’s right and
hydroponic greenhouse systems really are the wave of the
future. If so, it might not be too long before Bowerman’s
strawberries show up year round at your supermarket.


Oh, and by the way, I liked the tribute strawberries the
best. They were my favorite.


For the Environment Report, I’m Jennifer Guerra.

Related Links

Ten Threats: Closing a Door

  • Coast Guard Marine Science Technician Sheridan McClellan demonstrates some of the equipment used to check the ballast water of foreign ships. Environmentalists believe the Coast Guard should be given the equipment and authority to more thoroughly check the ships for invasive species in ballast water. (Photo by Lester Graham)

In this “Ten Threats to the Great Lakes” series, we found experts across the region point to alien invasive species as the number one challenge facing the Lakes. The Great Lakes have changed dramatically because of non-indigenous species that compete for food and space with native fish and organisms. More than 160 foreign aquatic species have been introduced since the Lakes were opened to shipping from overseas. It’s believed that many of the invasive species hitched a ride in the ballast tanks of ocean-going cargo ships.

Transcript

Today we’ll hear more about Ten Threats to the Great Lakes. The Great Lakes Radio Consortium’s Lester Graham has the next report in the series:


In this “Ten Threats to the Great Lakes” series, we found experts across the region point to alien invasive species as the number one challenge facing the Lakes. The Great Lakes have changed dramatically because of non-indigenous species that compete for food and space with native fish and organisms. More than 160 foreign aquatic species have been introduced since the Lakes were opened to shipping from overseas. It’s believed that many of the invasive species hitched a ride in the ballast tanks of ocean-going cargo ships.


Foreign ships entering the Great Lakes are boarded and inspected in Montreal, long before the ships enter U.S. Waters. Sheridan McClellan is a marine science technician with the U.S. Coast Guard. He says inspectors take samples of the ballast water and test it onboard ship. He demonstrates the equipment at the Coast Guard lab in Massena, New York.


MCCLELLAN: “And when you look through this refractometer, if you look on the right hand side, you will see the salinity… If you’d like to look through it…”


GRAHAM: “Oh, yeah. I see.”


MCCLELLAN: “You see a line?”


GRAHAM: “Right.”


The inspectors want to see salt in the water. That means the ship exchanged ballast water from a freshwater port with ocean water that kills most freshwater organisms hiding out in the ballasts.


“Once we check all the ballast tanks and they’re all good to go, we tell the captain that he’s allowed to discharge his ballast in the Great Lakes if he so desires.”


And that’s it; if the ship’s ballast contains ocean water and the log shows the water came from deep ocean, it’s good to go. Lieutenant Commander James Bartlett commands the Massena station. He says that’s all the Coast Guard can do.


“We’ve been asked if we are actually checking for the organisms and doing, you know, a species count. Right now, that technology’s not available to us nor, really, do we have that capability in our regulations. It’s essentially, it’s a log check, an administrative, and then also a physical salinity check.”


But a ship can also be allowed into the Great Lakes if its ballast tanks are empty. Ships fill their ballasts tanks to keep the vessel stable in the water. When a ship is fully loaded with cargo, it sits deep enough in the water that it doesn’t need ballast water for stability. It’s declared as “No Ballast on Board,” or NOBOB.


But “No Ballast On Board” does not mean empty; there’s always a little residual water and sediment.


(Sound of footsteps thumping on metal)


Deep inside the S.S. William A Irvin, an out-of-service iron ore ship that’s permanently docked in Duluth, Minnesota, Captain Ray Skelton points out the rusty structure of the ballast tanks.


“You can see by all the webs, scantlings, cross members, frames, just the interior supports for the cargo hold itself, and the complexity of this configuration, that it wouldn’t be possible to completely pump all of the tank.”


And a recent study of NOBOB ships found there’s a lot more than just water and sediment sloshing around in the bottom of the tanks. David Reid headed up the study. He says there are live organisms in both the water and the sediment.


“If you multiply it out, you see that there are millions of organisms even though you have a very small amount of either water or sediment.”


And when ships load or unload they discharge or take on ballast water, that stirs up the water and sediment in the bottom of the ballast tanks along with the organisms they’re carrying from half way around the world, and they end up in the Great Lakes.


The shipping industry says for the past few years, the security regulations since 9/11 have been more important to the industry than dealing with ballast water. Helen Brohl is Executive Director of the U.S. Great Lakes Shipping Association. She says the shipping industry hasn’t forgotten; it is paying close attention to concerns about ballast water.


“From my perspective, in ten years, ballast water is not an issue, because in ten years there’ll be treatment technology on most ships. We’re moving right along. Ballast, in some respects, is kind of beating a dead horse.”


But environmentalists and others say ten years to get most of the ships fitted with ballast water treatment equipment is too long. New non-indigenous species are being introduced to the Lakes every few months.


The invasive species that are already in the Great Lakes are costing the economy and taxpayers about five billion dollars a year. The environmentalists insist Congress needs to implement new ballast regulations for the Coast Guard soon.


They also say the Environmental Protection Agency should start treating ballast water like pollution before more invasive species catch a ride in the ballast tanks of the foreign freighters and further damage the Lakes.


For the GLRC, this is Lester Graham.

Related Links