Tag: umich

Road Salt Damage (2008)

Each year about 118,000 people are hurt and 1,300 people are killed on the roads during snowy and icy conditions. So, snowplows hit the roads, scraping snow and ice off the surface… and spreading incredible amounts of salt on highways, streets and roads to help keep them clear. Lester Graham reports there’s some concern about the long- term effects of all that salt:

Transcript

Each year about 118,000 people are hurt and 1,300 people are killed on the roads during snowy and icy conditions. So, snowplows hit the roads, scraping snow and ice off the surface… and spreading incredible amounts of salt on highways, streets and roads to help keep them clear. Lester Graham reports there’s some concern about the long- term effects of all that salt:


This dump truck is getting ready for a load of salt for a coming winter storm. Salt helps make icy roads safer. It helps prevent people from slipping and falling on sidewalks. And… it’s pretty cheap. But there are problems with salt. Salt pollutes and salt corrodes.


Mark Cornwell has spent a good deal of his career trying to convince highway crews that there are better ways to keep things safe and reduce how much salt is dumped on roads and sidewalks:


“Salt basically damages just about everything it comes in contact with. Salt moves through concrete and attacks structural steel, bridges, roads, parking structures; it eats the mortar out of bricks and foundations. It damages limestone, you know, just on and on and on.”


So, even though salt is cheap, the damage it does costs a lot. It’s a hidden cost that’s seldom calculated. Imagine the cost of having to replace a bridge five years early because the structure is weakened by salt. And then there are your direct costs: trying to keep salt washed off your vehicle, and still seeing rust attack your car.


Cornwell says there are some cities and road commissioners working to reduce the amount of salt spread on the roads. But in most places, the political pressure to get the salt trucks out early, and laying it on thick to keep drivers happy, outweighs any concerns about trying to reduce the salt:


“I’m sure the public expects full attention to snow and ice. And they have absolutely no understanding, however, of what it costs to provide that.”


Nobody thought a lot about the damage salt was causing until the last couple of decades. In a few places, the people responsible for keeping the roads and walkways safe have been trying to reduce the amount of salt they use and still keep public safety tops on the list of concerns:


“So, this is our shops. The brine-maker is right here.”


Marvin Petway is showing me some of the tools in his arsenal to reduce how much salt is used and still keep things safe. He works at the University of Michigan, where there’s a goal to cut the amount of salt used in winter in half. What they’ve learned is using innovative ways of putting down salt can actually help melt snow and ice faster. One way is to mix it with water to get the chemicals in salt working a little more quickly:


“Why use 5 pounds of rock salt when you can use 2 gallons of liquid salt? We’re able to get better coverage, quicker, better cost, and we’re putting the material that is effective in reducing ice build-up directly to the area where we don’t want ice located.”


The crews trying to reduce salt use computer assisted spreaders to measure out only the salt needed, they mix in less corrosive chemicals that make salt brine more effective, and even just wetting the salt in dump trucks with chemicals all help to melt snow and ice faster and in the end use a lot less salt.


Nothing is going to replace salt altogether, but those efforts can add up to a lot less salt. That means less destruction of infrastructure.


But there are more reasons for reducing salt than the damage to roadways and parking decks. Salt also damages the environment.


Mark Cornwell first noticed the effects of salt because he was a horticulturalist. He’d work all spring, summer and fall planting shrubs, make the grass green, tending beds of flowers. Then the winter would come:


“Unfortunately what we were doing in six months of winter was undoing everything we did in the other six months of the year. If you’re going to get ahead, you’ve got to solve the problem and in my mind, that was misuse of salt.”


Use too much salt and it kills plants. And it turns out the cost of using all that cheap salt could be even greater than anyone guessed. For decades, it’s been assumed that rain washed away most of the salt, but studies in Ontario find that a lot of the salt doesn’t get washed away.


Instead, a good deal of it is percolating down into shallow aquifers. Researchers predict that in the future we’ll start find salt is getting into the groundwater that supplies many of the wells where we get our drinking water.


For the Environment Report, this is Lester Graham.

Stripping Energy From Slow Water

  • Michael Bernitsas, professor in the Department of Naval Architecture and Marine Engineering, stands before a prototype of his VIVACE hydrokinetic energy device. (Photo by Scott Galvin, courtesy of the University of Michigan)

Some scientists think that
the future of energy is in water.
More specifically, it’s in slow-
moving water. Kyle Norris has more:

Transcript

Some scientists think that
the future of energy is in water.
More specifically, it’s in slow-
moving water. Kyle Norris has more:

Michael Bernitsas is really excited about using water to generate electricity.

“Marine renewable energy is huge. Water is the best natural medium for
storing energy.”

Bernitsas is a Professor of Naval Architecture and Marine Engineering at the
University of Michigan. And he’s made this machine. Basically it’s a
cylinder that bobs up-and-down in a tank of slow flowing water. The
cylinder creates these swirls of water that hit a generator. And it turns the
kinetic energy into electricity.

Bernitsas thinks there’s a lot of potential to create clean, renewable energy
from flowing water. He says people could eventually put machines, like this
one, in rivers and power houses.

And he says bigger versions of the machine could go into oceans and rivers.
And generate as much electricity as a small coal-burning power plant.

For The Environment Report, I’m Kyle Norris.

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Books With a Green Ending

  • The reporter's husband reading "I Can Save The Earth" to their daughter. (Photo by Charity Nebbe)

Book publishers have always had
a close relationship with trees, mostly
dead ones. Now many publishers are trying
to make nice with the planet by introducing
green books on environmental themes and
often on recycled paper. Charity Nebbe finds this trend has reached the
children’s section of your local bookstore:

Transcript

Book publishers have always had
a close relationship with trees, mostly
dead ones. Now many publishers are trying
to make nice with the planet by introducing
green books on environmental themes and
often on recycled paper. Charity Nebbe
finds this trend has reached the
children’s section of your local bookstore:

(sound of reading)

That’s my husband reading to our three year old daughter. They’re reading “I Can Save
the Earth: One Little Monster Learns to Reduce, Reuse and Recycle.” It’s a new book
from a new division of Simon and Schuster called “Little Green Books.” Simon and
Schuster is not the only publisher trying to take advantage of the modern green
movement.

Melanie Rhodes is a children’s book buyer for Borders.

“I would say, for Fall 08 rolling into 09, I would say this is the one new trend. We’re
seeing Green product, recycled with soy based ink, or a lot of detail on the product saying
it’s planet friendly.”

Rhodes decides what will be on the shelves at Borders for babies and toddlers.

Ruta Drummond buys for the older kids – picture books for 3-7 year olds. The green
books she’s getting are on environmental themes, rather than on recycled paper.

“I’m starting to see titles: “That Litter Bug Doug”, “Michael Recycle”, “We Are
Extremely Very Good Recyclers”.

She’s also seen a few publishers try to claim the green mantle without really earning it.

“There was a publisher with a classic white book, and they said, ‘oh, well, we have a
green version. And they made the cover green. It was a green version.”

Literally green – the content was unchanged, the paper the same. Of course publishers are
in the business to sell books, so they’ll do what they have to do.

Parents who buy the books have another goal in mind. Presumably they want to raise
environmentally aware and responsible children. Can a book help them do that?

Elizabeth Goodenough teaches a course on Children’s literature for the Residential
College at the University of Michigan. She’s not a fan of books specifically designed to
teach kids a lesson.

“We all know that when someone is trying to teach us something, it’s a tough message.
We resist it and it usually backfires, and children don’t get the message that we’re trying
to convey.”

In spite of that, Goodenough does believe that books can influence children as they
develop their worldview – but the most important element of any book is its story. If
nature and the environment play an important role in a great story the kids will get the
message.

Which brings us back to bedtime at my house with “I Can Save the Earth”. The book
may be preachy, and it is, but it managed to capture my daughter’s imagination. This is
her favorite part.

(sound of reading)

The result? I’ve found toilet paper strewn all over the bathroom three times in the past
two days. The book has certainly had an environmental impact in my house and tonight
we’re gonna read something else.

For The Environment Report, I’m Charity Nebbe.

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The Candidates on Nuclear Power

  • The two presidential candidates square off on their views about nuclear power (Photo courtesy of the Commission on Presidential Debates)

Both major party candidates for
president are promising a much greener
energy plan than the current administration.
But there are big differences in the ways
each would go about it. In the first part
of our series on shifting the nation’s
energy policy, Julie Grant takes a look
at the candidates’ views on nuclear power:

Thanks to the Public Radio Exchange for providing the audio for this piece.

Transcript

Both major party candidates for
president are promising a much greener
energy plan than the current administration.
But there are big differences in the ways
each would go about it. In the first part
of our series on shifting the nation’s
energy policy, Julie Grant takes a look
at the candidates’ views on nuclear power:

John McCain and Barack Obama both claim to take climate change, and our role in creating it,
seriously. When asked during the second presidential debate about their plans to stem climate
change during their first two years in office, McCain offered ‘straight talk’.

“What’s the best way of fixing it? Nuclear power.”

More nuclear power is the centerpiece of Senator McCain’s energy policy. He’s told audiences
about the power of nuclear to reduce greenhouse gas emissions.

“Here we have a known, proven energy source that requires exactly zero emissions.”

And he says the 104 nuclear reactors currently operating in the U.S. make a big difference.

“These reactors alone spare the atmosphere from about 700 million metric tons of carbon dioxide
that would otherwise be released every year. That’s the annual equivalent to nearly all the
emissions of all the cars we drive in America.”

John McCain wants to build 45 new nuclear reactors in the U.S.

Barack Obama, meanwhile, has focused more on renewable energy sources – wind, solar, and
on energy efficiency. But he says he’s not opposed to nuclear power.

“I favor nuclear power as one component of our overall energy mix.”

Senator Obama doesn’t have any plans to build new nuclear power plants. Obama doesn’t think
nuclear is he best option. It’s expensive. And he insists its operation and waste disposal must be
safe.

Senator McCain sees Obama’s use of ‘safe’ as a code word.

“Senator Obama will tell you, as the extreme environmentalists do, that it has to be safe. Look
we’ve sailed navy ships around the world for 60 years with nuclear power plants on them. We
can store and reprocess spent nuclear fuel, senator Obama, no problem.”

But safety and radioactive nuclear waste are still unsettled issues for many people.

Andrew Hoffman is professor of sustainable business at the University of Michigan. If the country
is serious about reducing greenhouse gas emissions, he says it has to consider nuclear power.
But Hoffman says the issue of radioactive waste has to be resolved.

“And I think this is an area that the government has to step in. We have nuclear waste being
stored at facilities all over the country. That’s just not a smart way to handle this.”

The economics of nuclear are also uncertain. Lots of power companies lost their shirts back in
the 1970s, building nuclear plants.

Travis Miller is a stock analyst with the firm Morningstar.

“The financing costs are extreme. There is quite a bit of risk building new nuclear plants. They
take many years to build, cost billions of dollars to build, and without some kind of backing, I think
there are
Plenty of people in the utility industry who still remember those days when they did get in trouble
with these very expensive, risky project.”

Senator McCain says government subsidies should help build new nuclear power plants. But
Andy Hoffman at the University of Michigan says people and investors will still have concerns.

“The government can just sort of announce, we’re going to support nuclear, but there are other
things that have to come into play to make investments attractive to investors so that they’ll want
to do it.”

Hoffman says the government will have to persuade the American people nuclear power offers
more benefits than problems.

For The Environment Report, I’m Julie Grant.

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Planting More Trees on Coffee Farms

  • Many coffee growers in Latin America are now replanting the shade trees. (Source: MarkSweep at Wikimedia Commons)

Songbirds on their way south might
find more trees at coffee plantations. Lester
Graham reports there’s a shift in thinking by
coffee growers. And a new study might encourage
more farmers to plant shade trees:

Transcript

Songbirds on their way south might
find more trees at coffee plantations. Lester
Graham reports there’s a shift in thinking by
coffee growers. And a new study might encourage
more farmers to plant shade trees:

A few decades ago, coffee growers in Latin America were given incentives to clear the
shade trees on their plantations. More sun equals more coffee beans. They also found
more sun meant more weeds. So they had to spray expensive herbicides.

Now a new study published in BioScience shows cutting down those shade trees has
also left the coffee plants more exposed to damage from bad weather. Ivette Perfecto
at the University of Michigan is one of the authors.

“The vulnerability of the farms are much higher if they eliminate the shade. The shade
trees provide like a buffer against extremes.”

Many coffee growers in Latin America are now replanting the shade trees. The added
benefit is the trees provide habitat for wildlife, including those migrating birds that spend
their summers here and travel south to that region.

For The Environment Report, this is Lester Graham.

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Pollution and Classroom Performance

  • Researchers at the University of Michigan are looking to see if air pollution is a factor in school kids’ health and academic performance. (Source: Motown31 at Wikimedia Commons)

Scientists are investigating whether
air pollution is affecting how well students
perform. Lester Graham reports:

Transcript

Scientists are investigating whether
air pollution is affecting how well students
perform. Lester Graham reports:

Researchers say we might be building schools in the wrong places. We build them
near interstates full of polluting cars and trucks, and we build schools downwind of
factories. Kids might be getting a big dose of air pollution everyday they’re at school.

Researchers at the University of Michigan want to look at whether it’s actually
affecting kids. Paul Mohai is the lead researcher.

“School-aged children are particularly vulnerable because their bodies are growing.
They’re considered a vulnerable population and that’s all the more reason we should
be looking at the toxic burden that they may face, both in the schools that they go to
and where they live.”

Mohai and his colleagues will look at all the social and economic issues, and then air
pollution to see if it’s a factor in school kids’ health and academic performance.

For The Environment Report, this is Lester Graham.

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Amtrak’s Popularity Climbing With Gas Prices

  • An Amtrak train, Pere Maquette, in St. Joseph Michigan (Photo courtesy of Amtrak)

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Transcript

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Amtrak is seeing more passengers. Amtrak spokesman Marc Magliari says on some of
its busier routes, ridership is up double-digits.

“We’re seeing increases of 20% with no additional capacity. Those are just people who
are taking the train who hadn’t taken it before or who had changed their travel plans to on
a day when the train isn’t sold out, because we have a lot of days now where the train is
selling out.”

That’s because the train is handy – especially on those shorter trips, such as New York
to Washington, Los Angeles to San Diego, or Detroit to Chicago.

Last year Amtrak had more than 26-million passengers. This year it looks like it’ll get
about 27-million. Now, to put that into perspective, 761 million people flew on an
airplane in the U.S. last year.

But, Magliari says most of Amtrak’s competition isn’t the airlines.

“Most of our competition is the automobile and we believe the largest single reason for
some of the increases we’ve had this year is people trying to avoid the higher cost of
driving their own cars and trucks.”

And Amtrak would love to buy some more trains to serve those passengers. But the
railways are already crowded. The same reason Amtrak is getting more passengers –
higher fuel prices – is also the reason a lot of freight is being switched from trucks to
trains.

Jonathan Levine is an Urban and Regional Planning expert at the University of
Michigan. He says, for much of the nation, more freight train traffic is causing Amtrak
some problems.

“The scheduled service is really quite good if and when the trains follow the schedules.
But, those of us who’ve taken those trips know that the probability of having a delay is
rather significant. And it happens because of congestion on the rail lines.”

Amtrak is supposed to get top priority on the railroad. But the freight railroads own a lot
of the tracks. The dispatchers work them. They control the switches. And in this day
of just-in-time deliveries, it’s hard for those railroads to side-track a freight train for
Amtrak to speed by.

Mark Magliari with Amtrak says they’re working on that problem.

“About 70% of our operations—that’s about everything outside the East Coast—is on
somebody else’s railroad. And we’ve seen progress in a lot of these relationships with
the host railroads, making improvements in how they handle us.”

And judging from the increase in ridership, train passengers don’t see it as any different
than an airplane being delayed. And at least it’s a comfortable seat with plenty of room
to walk around, unlike a crowded plane sitting on the tarmac.

Mark Westerfield uses Amtrak. He also works for one of those freight train companies.
We caught up with him at Union Station in Chicago. He thinks the problems can be
worked out for Amtrak, they need to be worked out.

“It needs to be expanded. It needs to be increased. And, I think, I’m very optimistic
about the fate of Amtrak with the price of fuel, the price of gasoline, the congestion at
airports, the security at airports, the fact that a lot of the traveling public is getting older,
as I am, and less willing to be cramped into MD-80s and aging 737’s. I think it’s got a
great future. I really do. It’s gonna require a lot of capital investment.”

Getting that capital investment means getting more support from Congress and state
legislatures. Some members of Congress make a lot of noise about funding Amtrak.
They make is sound as though it’s the only government supported transportation
system out there. The fact is, airports get tons of money from the government. With
rising fuel prices and more ridership on Amtrak, government money for the train might
get a little better traction with Congress in the future.

For The Environment Report, this is Lester Graham.

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A Three-Day Weekend Every Weekend

  • Employers are hoping to cut down on costs and commutes by switching to a four-day work week (Photo by Ed Edahl, courtesy of FEMA)

With gas well over four dollars a
gallon, more employers are offering the
four-day work week as a way to cut down on
commuting costs. Rebecca Williams reports
it can boost morale, but it might not always
save on gas:

Transcript

With gas well over four dollars a
gallon, more employers are offering the
four-day work week as a way to cut down on
commuting costs. Rebecca Williams reports
it can boost morale, but it might not always
save on gas:

If you want to skip out on a day of commuting you could fake a stomach
flu – or you could talk your boss into letting you work four 10 hour days,
and then take a nice long weekend, every single weekend.

But an eight hour day can seem long. Working 10 hours in a row, well,
let’s just say you might take a lot more YouTube breaks.

Denise Truesdell is a legal secretary. She’s been working four day weeks
on a trial period. She admits working 10 hours straight can be tough.

“By noon I feel like I could curl up and take a quick little nap but you just have to keep moving. I
have to run to the vending machine and get a little sweet just to keep my energy level up.”

But she says she loves having three day weekends, and that’s what keeps
her going.

“I think some employers are leery of the four day week because they don’t think productivity is
going to be there, people get tired easier. But I think it’s an incentive for people to maybe work a
little harder because they’ve got something to look forward to.”

Bosses like the 4 day week because they can sometimes save money by
closing the office one day a week, and they can make their employees a
little happier.

John Walsh oversees 94 custodians at Kent State University in Ohio.
He’s trying out the four day week for his workers.

“They’re not the highest paid on campus. With this summer coming up and the rise of gas I
brought it up and challenged my supervision to see if we could come up with a plan to make this
work.”

He won his supervisors over, so the schedule’s in full swing. He says it’s
actually easier to get projects done with 10 hour days. Things like
stripping and waxing a floor. And Walsh says his workers love cutting
back on their commutes.

“Well I’ve been in this position for eight years and I think this is the highest our morale has ever
been. Teamwork is the highest I’ve ever seen it.”

Walsh says they have to make sure there’s enough staff on duty to get
everything done – like making sure trash doesn’t pile up.

Quite a few companies and government offices are taking the four day
week seriously. Utah’s governor just made it mandatory for most state
employees. And at least eight other state governments are offering 4
day weeks or at least considering them.

They say they’re helping out employees who are feeling squeezed by gas
prices. And a lot of people say they save at least one tank of gas a
month.

But a short work week might not always be an energy saver. Frank
Stafford is an economist at the University of Michigan. He studies how
people use their time.

“So would you on your now newly awarded Friday off stay home and save gas? You might drive as
many miles on your day off as you did roundtrip. It’s pretty subtle. People are going to say well,
I’ve got a third day off, so why don’t I drive around and do some errands and enjoy myself?”

But Stafford says, still, there’s a clear trend happening. He thinks more
employers will offer flexible schedules as gas prices rise. And as those
gas prices stick around, they’re probably going to change our traditional
work weeks for good.

For The Environment Report, I’m Rebecca Williams.

Related Links

Dead Zone to Reach Record Size

  • It is predicted that the dead zone in the Gulf of Mexico could be the largest ever (Photo courtesy of NASA)

A researcher is predicting farm
fertilizers will cause record “Dead Zones”
in the Gulf of Mexico and Chesapeake Bay
this year. Lester Graham reports:

Transcript

A researcher is predicting farm
fertilizers will cause record “Dead Zones”
in the Gulf of Mexico and Chesapeake Bay
this year. Lester Graham reports:

These dead zones are areas where oxygen is depleted. No oxygen and much of the
marine life leaves or dies. It’s caused by nitrogen-based farm fertilizers that are
washed off the fields and into the water.

Donald Scavia is a researcher at the University of Michigan. Using U.S. Geological
Survey data, he predicts the dead zone in Chesapeake Bay will be the sixth largest
on record.

“The six other ones are also not that much bigger than what we’re predicting for this
year.”

Heavy rains and flooding across the Corn Belt washed nitrogen fertilizers into the
Mississippi River system and then on to the Gulf of Mexico. Scavia predicts the
dead zone in the Gulf could be the largest ever.

“What you put down on the land is what gets flushed in those rainstorms. And we’re
putting too much fertilizer on the land. So,
what’s changed over the last three decades is agricultural practices. What changes
from year-to-year is the weather.”

Scavia says better methods of farming could reduce the dead zones.

For The Environment Report, this is Lester Graham.

Related Links

Keeping a Big Fish From Butting In

  • Asian Carp can grow up to 110 pounds (Photo courtesy of the US Fish and Wildlife Service)

There are invasive fish swimming their
way toward the Great Lakes. If they get in,
they could swallow up a multi-billion dollar
sport fishing industry. Mark Brush reports,
officials are investing millions of dollars
to keep Asian Carp out of the Great Lakes:

Transcript

There are invasive fish swimming their
way toward the Great Lakes. If they get in,
they could swallow up a multi-billion dollar
sport fishing industry. Mark Brush reports,
officials are investing millions of dollars
to keep Asian Carp out of the Great Lakes:

Asian Carp were imported by fish farms in Mississippi and Arkansas to control algae.
But the fish escaped during floods. They swam out of the fish ponds, and into the Mississippi
river. And they’ve been moving north ever since.

(sound of boats)

Thad Cook is on a tributary of the Mississippi River in Illinois. This river is more than
400 miles upstream from where Asian Carp first escaped the fish farms.

Cook is looking
for two types of Asian Carp known as Silver and Bighead Carp. It turns out t’s not hard to find them. He dips an electrified pole into the water – and the fish jump right out of the
river and into the boat.

(sound of fish flopping in boat)

Cook is with the Illinois Natural History Survey. His group, along with several others,
has been making trips like this one for years. They’ve been keeping a close eye on where
the fish are going. He takes a guess at how big this fish is.

“No he’ll go… uh.. he’s probably…”

“Hold him out there Jimmy!”

“Yep, six, seven, eight, nine, ten pounds.” (Laughter)

His fish story could have gone a lot further. Some types of these Carp can get up to a
hundred pounds. There aren’t many fish that can compete with an appetite like that.

Biologists are finding that these carp are pushing native fish species aside as they spread
north through the Mississippi River system. And some fear it’s only a matter of time
before they swim their way into the Great Lakes.

David Jude is a fisheries biologist with the University of Michigan.

“I’m very concerned about what impact they would have in the Great Lakes because
they’re planktovores which means they filter zooplankton from the water column. And, they’re just huge fish. And so they have the potential for having
a tremendous impact on our ecosystems.”

He says the silver and bighead carps are filter feeders. They pass up eating smaller fish –
and head straight for the bottom of the food chain.

Jude says if Asian carp get in, it’ll make a bad situation worse. The Great Lakes are
already losing zooplankton from other invasive species. Asian Carp could
destroy a 4 billion dollar a year sport fishing industry.

(sound of canal)

And here is where the battle line is being drawn. The fish have been spotted thirty miles
downstream from this spot on the Chicago Ship and Sanitary Canal. A century ago,
engineers blasted through solid rock to connect the Great Lakes with the Mississippi
River system.

Chuck Shea is with the U.S. Army Corps of Engineers.

“Any type of fish that would want to move between Lake Michigan and the Mississippi
river basin – has to pass through the Chicago Sanitary and Ship Canal – there’s no other way to swim through. So, they have to come through this body of water we’re standing in front
of right now.”

Shea is in charge of the construction and maintenance of two electric fish barriers along this canal.
When this barrier is online, machines will pulse electricity into the water. The electric current shocks
the fish – making them swim away.

This barrier hasn’t been turned on yet. There have been delays due to funding shortages. And they’re still
doing safety testing with the Coast Guard.

Right now, the only thing that would keep the carp from getting into the Great Lakes is a temporary electric
barrier built six years ago.

The good news is that there still seems to be a little time. Biologists say, so far, Asian Carp haven’t moved any
closer than thirty miles from the barrier for the last couple of years.

For The Environment Report, I’m Mark Brush.

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