President Bush's proposed budget for the U.S. Army Corps of Engineers might reduce the number of dredging projects, which in turn would decrease the number of accessible waterways. (Photo courtesy of the U.S. Fish and Wildlife Service)
Some of the nation’s ports could be unusable for transporting commerce if a Presidential budget proposal goes through. The Great Lakes Radio Consortium’s Christina Shockley reports:
Transcript
Some of the nation’s ports could be unusable for transporting commerce if a presidential budget proposal goes through. The Great Lakes Radio Consortium’s Christina Shockley reports:
President Bush has suggested cutting about half a billion dollars from the U.S. Army Corps of Engineers’ budget. If that happens, the Corps says it might cut dredging projects for the nation’s smaller ports. Dredging removes sediments that naturally collect in waterways.
The process makes them safe for cargo-carrying ships to pass through. Wayne Schloop is the Corps’ chief of operations in Detroit. He says economies in this region depend upon healthy ports.
“I believe it would have a negative effect on the economies because there’s a lot of harbors along the Great Lakes whose local economies are sort of tied into the marine industry and shipping and navigation.”
Schloop says ports that transport less than a million tons of goods a year could be affected. He says that includes about half of the more than 60 commercial ports in the Great Lakes.
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.
People have depended on the locks of the Great Lakes and St. Lawrence Seaway for decades. (Photo by David Sommerstein)
Paul Giometta normally helps ships in and out of the lock. But in the winter, he helps with repairs and maintenance. (Photo by David Sommerstein)
Construction during the winter is important to keeping the locks operational. (Photo by David Sommerstein)
The locks and channels for ships in the Great Lakes and St. Lawrence Seaway are getting old. Some were built more than 75 years ago. The U.S. and Canada are conducting a multi-million dollar study to determine how to keep the aging waterway functional, so ships can continue to haul cargo between the Great Lakes and the Atlantic Ocean. While the Seaway is closed in winter, workers empty the locks of their water for annual maintenance. The Great Lakes Radio Consortium’s David Sommerstein climbed eight stories down to the bottom of one lock on the St. Lawrence River to see how it’s going:
Transcript
The locks and channels for ships in the Great Lakes
and St. Lawrence Seaway are getting old. Some were built more
than 75 years ago. The U.S. and Canada are conducting a multi-
million dollar study to determine how to keep the aging waterway
functional, so ships can continue to haul cargo between the Great
Lakes and the Atlantic Ocean. While the Seaway is closed in winter,
workers empty the locks of their water for annual maintenance. The
Great Lakes Radio Consortium’s David Sommerstein climbed eight stories
down to the bottom of one lock on the St. Lawrence River to see how
it’s going:
If you’ve never seen a lock before, it’s basically a long, concrete channel filled with water. A freighter goes in one end. Gates close in front and behind it, so the water level can be raised or lowered to move the ship up or down, and out the other end.
Here, that channel’s empty and dry and you can see how huge this lock really is. I get a queasy feeling as I ease onto the steep metal stairs. I can see the lock floor 80 feet below me. Maintenance director Jesse Hinojosa radios down to the bottom. He says workers lose track of how often they climb the stairs.
“We should get a good count of that. They go up and down all day long on it.”
(sound of steps)
I take it step by step. There’s a temporary roof overhead. The only light comes from floodlamps.
The lock gates are open so they can be worked on, so at one end of the lock are stoplogs – stacked steel that temporarily keeps the river out. Still, some water rushes through and has to be pumped out.
(sound of water rushing)
Paul Giometta tops off the fuel tank of one of 10 furnaces that heat the area. He wears a fleece hat and big yellow boots. During the shipping season, he helps guide freighters’ in and out of the lock. But in the winter, he shifts to a totally different line of work.
Giometta: “Chipping concrete, stuff like that, painting, whatever has to be done.”
Sommerstein: “It’s an old lock, there’s a lot of chipping concrete.”
Giometta: “Oh, yeah, there’s no end to that. What you fix today, years later you start all over again.”
Winter maintenance has been an annual job on this lock since the Seaway system opened in 1959. The scale of the work is almost impossible to wrap your mind around. To raise or lower a freighter, the lock flushes 22 million gallons of water in just 7 minutes. It uses gears, valves, tunnels, and huge gates to accomplish the task. Most of that equipment is original, now almost 50 years old. Every winter, it all has to be checked out and tested. Some parts are replaced.
Tom Levine directs the Seaway’s engineering department. He points to the lock’s crumbling concrete walls. He says that’s one of the biggest problems.
“The bad stuff, where the bad concrete is, you take a hammer, it sounds like a hollow wall, and these walls where you’re looking at are like 60 feet into the backfill. I mean, solid concrete, I mean, you wouldn’t believe it.”
Albert Jacquez holds his hardhat and looks up at the walls. He’s the St. Lawrence Seaway’s U.S. Administrator, based in Washington. His demeanor is like that of a homeowner wincing at his rickety porch or rotting roof.
“Well, what I see is a system that has worked well for half a century, but that in the near future needs a major overhaul.”
There are 22 other locks in the Great Lakes-St. Lawrence Seaway system. Most are owned by Canada. A binational study is underway to answer a critical question: how much will it cost to keep repairing all these locks and other infrastructure so they work for another 50 years? Jacquez says the answers the study finds could determine whether the Seaway gets a facelift or is left as is until it fails.
“Whatever those decisions are will be what they are, whether it’s ‘we’re gonna invest or we’re not gonna invest’, but they at least need the baseline numbers so that they know what they have ahead of them.”
But the study has been delayed. Lawmakers will have to wait at least a year longer than they expected because the project is so big. And President Bush has cut funding for the study in his budget plan by more than a half, which could delay it even further.
Meanwhile, keeping the Seaway open becomes more of a challenge every year. Jacquez says it’s like an old car.
“As it ages, we have to spend more and more time on it because we have more work to do.”
And workers face a hard deadline. Before spring shipping begins, where we’re standing will be flooded under 30 feet of water, so the lock can be ready to welcome the first freighter of the season.
Some worry that the carp barrier could pose a safety hazard to watercraft. (Photo by Louis Rock)
Two federal agencies say they’ve worked out safety problems that might’ve caused delays at a new electric barrier designed to keep Asian carp out of the Great Lakes. The Great Lakes Radio Consortium’s Chuck Quirmbach reports:
Transcript
Two federal agencies say they’ve worked out safety problems that might’ve caused delays at a new electric barrier designed to keep Asian carp out of the Great Lakes. The Great Lakes Radio Consortium’s Chuck Quirmbach reports:
There’s already one underwater barrier at a canal south of Chicago and a second set of electrical cables is being installed. The shipping industry has been worried about the barriers causing safety problems like electrical arcing between vessels. The Army Corps of Engineers and Coast Guard have been working with the private firms and have come up with recommendations to reduce the risk of danger. The suggestions include no mooring, passing, or stopping near the barriers and using wire rope to prevent barges from separating. Coast Guard commander David Fish says the plan should work.
“We think we have something. You get enough people… working on a project… get enough people all wanting the same solution and engineering-wise, we’re able to find a solution.”
But Fish says there are no firm guarantees the second carp barrier will be ready this spring, before the first barrier wears out.
For the Great Lakes Radio Consortium, I’m Chuck Quirmbach.
The Great Lakes is the largest group of freshwater lakes in the world. Preservation and usage of the Lakes is a hot issue for 2005. (Photo courtesy of michigan.gov)
This coming year will likely see some major policy decisions regarding the Great Lakes. Because the lakes stretch out along eight states in the U.S. and two provinces in Canada, getting all the governments to agree on issues is a long and sometimes trying process. But… those involved think 2005 will be the year that some real progress on Great Lakes issues will be made. The Great Lakes Radio Consortium’s Lester Graham recently talked with the Chair of the U.S. Section of the International Joint Commission, Dennis Schornack. The IJC deals with disputes and advises the U.S. and Canadian governments on issues regarding the Great Lakes:
Transcript
This coming year likely will see some major policy decisions regarding the Great Lakes. Because the Lakes stretch out along eight states in the U.S. and two provinces in Canada, getting all the governments to agree on issues is a long and sometimes trying process. But those involved think 2005 will be the year that some real progress on Great Lakes issues will be made. The Great Lakes Radio Consortium’s Lester Graham recently talked with the chair of the U.S. Section of the International Joint Commission, Dennis Schornack. The IJC deals with disputes and advises the U.S. and Canadian governments on issues regarding the Great Lakes:
The International Joint Commission and the Government Accountability Office both have been critical of the U.S. government for not finding clear leadership on Great Lakes issues. Different agencies sometimes find their efforts overlap or conflict with others. At times, it seems there’s no organized effort to restore the health of the Great Lakes. Dennis Schornack says he thinks things were starting to get better because recently appointed U.S. Environmental Protection Agency Administrator Mike Leavitt took a real interest in the Great Lakes. But now Leavitt is leaving to become the new Health and Human Services chief.
“It’s going to be hard to beat the enthusiasm of Mike Leavitt. He spent literally about fifty percent of his time as EPA Administrator in the Great Lakes throughout. He was everywhere this past summer. But it does fall to the new administrator, whomever he or she may be; but in the meantime, the governors and mayors are proceeding forward on the priorities that they set over a year ago, and fleshing those out into very tight kinds of recommendations.”
Countless studies and reports on the Great Lakes point out one of the biggest threats to the lakes is invasive species. Those are foreign critters such as zebra mussels and round gobies that hitchhike in the ballast water of cargo ships, or are introduced unintentionally. Often the invasives damage the native fish, plants, and ecosystems of the Great Lakes. Nothing has been done to effectively stop importing the invasives, and some have gone so far as to suggest that the St. Lawrence Seaway connecting the Great Lakes to the Atlantic Ocean should be closed. The IJC’s Dennis Schornack says he’s hopeful that we’ll soon see laws that will do more to help prevent invasive species from getting into the Lakes.
“In the United States, at least, there is pending legislation that has been pending for over two years now called the National Aquatic Invasive Species Act. This legislation is overdue. It’s time for Congress to act on it. And in the ’05 legislative Congressional year, it’s time for them to act. And that’s the place where the standards get set, the authority gets established and where all of the rubber really hits the road. Now, that’s just in the United States. Bi-nationally, because the Great Lakes are a shared resource, the IJC, that I’m the chair of the U.S. section, has continued to advocate cooperation and collaboration between the two countries in terms of at least setting a common standard, a common rule, common regulation on the Great Lakes. Because, obviously, setting it on one side of the boundary line doesn’t do any good if the other side doesn’t follow.”
Another issue that’s recieved a lot of attention in the Great Lakes region recently is water diversion. A document called Annex 2001 tackles the issue of how much water can be used or withdrawn from the Lakes. The various state governors and province premiers put together draft agreements for public comment. Schornack says there’s been a huge response, and a lot of it hasn’t been positive.
“They recieved, I think, over ten-thousand public comments. And there is differing viewpoint, a growing difference between the view taken in Canada and the view taken in the United States on this effort. Canada, the province of Ontario, has come out and point-blank opposed the existing documents. There are concerns in Canada that this is just some kind of a ruse to somehow allow diversions of the Great Lakes waters to occur. I’m not part of that viewpoint, to tell you the truth. What’s being done right now and what will happen in 2005 is that the comments are being digested, we’ll see new draft documents come out from the governors and premiers and hopefully begin the process making those agreements stick.”
Schornack says 2005 will also see some important reports on the economic costs of invasive species. Studies on the logistics of shipping, cargo ship traffic and alternative freight haulers and design plans that look at the total cost of shipping – including the infrastructure costs and the environmental damage caused by invasive species. It should be an interesting year for the Great Lake if Congress moves on key issues, and then finds money to make the Great Lakes more sound.
For the Great Lakes Radio Consortium, this is Lester Graham.
A lawsuit brought by several environmental groups in California seeks to increase protection against invasive species. The groups hope to force the Environmental Protection Agency to regulate ballast water discharge. Now, officials from the eight Great Lakes states are writing-in to support these groups in their lawsuit. The Great Lakes Radio Consortium’s Celeste Headlee reports:
Transcript
A lawsuit brought by several environmental groups in California seeks
to increase protection against invasive species by forcing the
Environmental Protection Agency to regulate ballast water discharge.
Now, officials from the eight Great Lakes states are writing in to
support these groups in their lawsuit. The Great Lakes Radio
Consortium’s Celeste Headlee reports:
Researchers say ballast water from oceangoing ships is one of the
primary methods by which invasive species enter the Great Lakes.
State Attorney General Mike Cox wrote the amicus brief for Michigan.
He says under current EPA rules any ship that claims it doesn’t have
ballast can, in fact, issue discharge into the water.
“Now we know that right now and on any given day, about 85 to 90
percent of these ships claim that they don’t have any ballast on board.
That’s a claim that stretches credulity, quite simply because all ships
need ballast if they don’t have cargo.”
The National Oceanic and Atmospheric Administration estimates that it
costs 45 million dollars a year just to control zebra mussels and sea
lampreys in the Great Lakes. Cox and the seven other Great Lakes
Attorneys General say the EPA must do more to protect the waters from
invasive species. The AGs have filed eight separate amicus briefs
supporting the case against the government. For the Great Lakes Radio
Consortium, I’m Celeste Headlee.
A report by an environmental group says smokestacks on ships are becoming a larger source of air pollution in ports across the country. But as the Great Lakes Radio Consortium’s Mike Simonson reports, the shipping industry says they’re in the process of cleaning things up:
Transcript
A report by an environmental group says the floating smokestacks on ships are becoming a larger
source of air pollution in ports across the country. But as the Great Lakes Radio Consortium’s
Mike Simonson reports, the shipping industry says they’re in the process of cleaning things up.
Environmental Defense says smog plagues big city ports…citing New York, Chicago, Detroit,
Cleveland and Toledo as having unhealthy levels. Jana Milford is a Senior Scientist with
Environmental Defense. She says diesel-operated ships don’t have as stringent regulation as
trucks; so while land-craft pollution is being reduced ship pollution remains the same. Milford says
in 25 years, ship smog will make up 28-percent of air pollution, four times higher than in 1996.
Glenn Neckvasil is with the Lake Carriers Association. He says ships are “green transportation”
compared to trucks and trains.
“On the U.S. side there are 65 U.S. flagged vessels working on the Lakes. They move about 125
million tons of cargo. I mean I don’t know how many thousands of locomotives and how many tens
of thousands of trucks are here in the region moving cargo.”
Neckvasil says ships are phasing in a new, low-sulfur fuel that will be required by 2010.
For the Great Lakes Radio Consortium, I’m Mike Simonson.
The U.S. and Canada are about halfway through a major study of navigation in the Great Lakes. The scope of the study has changed since it was first proposed. The Great Lakes Radio Consortium’s Stephanie Hemphill reports:
Transcript
The U.S. and Canada are about halfway through a major study of navigation
in the Great Lakes. The scope of the study has changed since it was first
proposed. The Great Lakes Radio Consortium’s Stephanie Hemphill reports:
The Great Lakes and the St. Lawrence Seaway connect Midwest farms and
factories with the Atlantic Ocean. Its locks are aging, and big ocean-going ships can’t
squeeze through. The U.S. Army Corps of Engineers wanted to look at widening the
locks and deepening the channels.
But Canada wasn’t interested in that, and Congress directed the Corps to
scale back the study.
Wayne Schloop is the study manager.
‘There’s a lot of question marks as far as what does the bi-national system
need, in its entirety, not just the U.S. portion. There’s also a realization
there’s a lot of environmental sensitivity to the system, and you need to
address that in some manner before you can make any potential
recommendations about long-term improvements if they’re warranted, or if
they’re out there.”
Five public meetings are being held around the Great Lakes this summer, and
a final report is expected in fall 2005.
For the Great Lakes Radio Consortium, I’m Stephanie Hemphill.
Later this summer, the U.S. Coast Guard will be able to fine cargo ships that don’t comply with ballast water reporting regulations. The Great Lakes Radio Consortium’s Lester Graham reports on this new effort to stop invasive species from being introduced into the Great Lakes:
Transcript
Later this summer, the U.S. Coast Guard will be able to fine cargo ships that don’t
comply with ballast water reporting regulations. The Great Lakes Radio Consortium’s
Lester Graham reports on this new effort to stop invasive species from being introduced
into the Great Lakes:
Ocean-going vessels have transported aquatic nuisances to the Great Lakes such as the
zebra mussel and the round goby in the ships’ ballast water. Those ships are now
supposed to take measures to prevent bringing in more problems. Beginning in mid-
August, the Coast Guard will have the authority to fine ships up to 27,500 dollars if they
don’t submit a report on the measures taken. Bivan Patnaik is with the Coast Guard’s
Environmental Standards Division…
“The movement of non-indigenous species from one area to another is a very important
environmental issue and we’re all working as hard and as fast as we possibly can.”
Critics say the government has not worked hard and fast enough. Patnaik says the Coast
Guard’s new penalties and other efforts to better manage ballast water are steps in the
right direction.
For the Great Lakes Radio Consortium, this is Lester Graham.
A recent report indicates many of the problems troubling the Great Lakes are due to poor governance of the lakes. The Great Lakes Radio Consortium’s Lester Graham talked with the chief author of the report, Restoring Greatness to Government: Protecting the Great Lakes in the 21st Century. Dave Dempsey is a policy advisor with the Michigan Environmental Council, which published the report:
Transcript
A recent report indicates many of the problems troubling the Great Lakes are due to poor
governance of the lakes. The Great Lakes Radio Consortium’s Lester Graham talked with the
chief author of the report Restoring Greatness to Government: Protecting the Great Lakes in
the 21st Century. Dave Dempsey is a policy advisor with the Michigan Environmental
Council, which published the report:
Dave Dempsey: “Well, we have sick Great Lakes in part because we have a sick governance
system. We have an array of 21st century problems facing the lakes from climate change to
continued degradation of some of our waters with toxic chemicals, but we have a 19th century
system of government that’s trying to protect them and failing.”
Lester Graham: “Now, the International Joint Commission, which is a body made up of
appointees by the Canadian government and the U.S. government, is to watch over the water
quality agreement and the treaty between the U.S. and Canada as to how we treat the Great Lakes.
And the Great Lakes Commission is another group that’s made up of representatives from the
eight Great Lakes states and the two provinces in Canada that surround the Great Lakes. And
these are all 21st century people, I know some of them, and they’re bright folks, they’re doing an
earnest and fairly decent job. What’s holding them back? They’re not 19th century people.”
DD: “No, but the structures and the systems they use are 19th century. There’s two problems: with
several of the commissions, they’ve become very politicized. The International Joint Commission
used to have a tradition of independence from political pressures and looking at the long-term
health of the Great Lakes. That’s been compromised since the ’90’s. But maybe more
importantly, with all these institutions, they’re relying on the old fashioned way of dealing with
public input. We think, in the environmental community, that the way to restore healthy Great
Lakes is to make sure the citizen voice is heard. These institutions cover a Great Lakes basin
that’s hundreds of thousands of square miles, and they’re expecting people to show up at public
hearings, perhaps traveling hundreds of miles to get there. Today, what we need to do is take
advantage in governance of the Internet, and other ways of involving people that don’t require
that kind of commitment or sacrifice because people frankly don’t have the time.”
LG: “How would increased participation of the public help the health of the Great Lakes?”
DD: “Well, looking at the history of the Great Lakes, every time the public voice is heard
strongly in the halls of government, the Great Lakes recover. Every time the voices of special
interests are drowning out the public voice, the lakes begin to deteriorate and that’s what we see
happening now.”
LG: “The Great Lakes Commission has had some success recently in getting more money from
the government for the Great Lakes recovery, the IJC has done a good job recently of working
with the media to bring public awareness to invasive species because of the Asian black carp. So,
are those moves the kind of thing you’d like to see to solve this problem?”
DD: “I think it’s helpful. Both of these commissions can use their bully pulpit to publicize
problems and call attention. But if you took a poll of the average Great Lakes residents, very few
of them would ever have heard of these commissions. We need bodies that look out for the Great
Lakes that are really plugged into individual communities, and that doesn’t exist right now. The
Great Lakes Commission specifically was set up to promote commercial navigation in the Great
Lakes, and while it has broadened its agenda to look at ecosystem issues, it has been an advocate,
for example, for the Great Lakes review of navigation that could result in more invasive species
coming into the Great Lakes by allowing more ocean-going vessels. We need an institution that’s
looking at the health of the Lakes first, not at the health of the industries that sometimes exploit
them.”
LG: “Bottom line, what would you like to see done?”
DD: “I’d like to see a Great Lakes citizens’ commission building on the existing institutions that
plugs into the individual states and provinces around the Great Lakes and brings people and their
voices together so that their vision of healthy Great Lakes can be carried out by government.”
Host Tag: Dave Dempsey is chief author of a report on governance of the Great Lakes issued by
the Michigan Environmental Council. He spoke with the Great Lakes Radio Consortium’s Lester
Graham.
President Bush's proposed budget for the U.S. Army Corps of Engineers might reduce the number of dredging projects, which in turn would decrease the number of accessible waterways. (Photo courtesy of the U.S. Fish and Wildlife Service)
