The U.S. Army Corps of Engineers is pulling back from the idea of expanding locks and channels in the St. Lawrence Seaway for bigger ships. Instead, the Corps is going to study more about the Seaway’s existing conditions, including environmental concerns. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
The U.S. Army Corps of Engineers is pulling back from the idea of expanding locks and
channels in the St. Lawrence Seaway for bigger ships. Instead, the Corps is going to
study more about the Seaway’s existing conditions, including environmental concerns.
The Great Lakes Radio Consortium’s David Sommerstein reports:
The U.S. Army Corps of Engineers says more research still needs to be done on the
current Seaway system. The Corps will focus on the costs of maintaining existing locks
and channels for the next fifty years.
For environmentalists who say dredging a deeper channel would devastate the ecology of
the Great Lakes region, the shift in focus is good news. Stephanie Weiss directs Save
The River in northern New York.
“The navigation study has really changed quite a bit. What the Corps is talking about
now is a study that doesn’t look at expansion. It’s looking at the waterway in its current
configuration.”
Many Midwest lawmakers support expansion. But congressional representatives in New
York have been applying pressure on the Corps to step back from expansion. Groups in
Canada have said their government wants the Seaway study to include more
environmental factors.
There are reports Canada has agreed to help fund the study after months of negotiations
with the U.S. But details have yet to be made public.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
A freighter navigates the American Narrows in the St. Lawrence River. The U.S. Army Corps of Engineers wants to embark on a $20 million study to look at expanding the St. Lawrence Seaway's locks and channels, but they first need Canada's support. Photo by David Sommerstein.
The St. Lawrence Seaway is a major economic engine for the communities of the Great Lakes. Shippers and ports say a deeper channel for bigger freighters will add billions of dollars in trade and create new jobs. Environmentalists say replumbing the Seaway would devastate the region’s ecology. The U.S. Army Corps of Engineers wants to move ahead on a 20 million dollar study of Seaway expansion. But it’s waiting for support and money from Canada. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
The St. Lawrence Seaway is a major economic engine for the communities of the Great Lakes.
Shippers and ports say a deeper channel for bigger freighters will add billions of dollars in trade and
create new jobs. Environmentalists say replumbing the Seaway would devastate the region’s
ecology. The U.S. Army Corps of Engineers wants to move ahead on a 20 million dollar study of
Seaway expansion. But it’s waiting for support and money from Canada. The Great Lakes Radio
Consortium’s David Sommerstein reports:
The Army Corps of Engineers’ study will set the Seaway’s agenda for years to come. That’s why
ports on both sides of the border say it’s important to update a system that’s almost fifty years old.
Keith Robson is president and CEO of the port of Hamilton, Ontario.
“You know, when it was first built, it was probably the right size and now the world has moved
on, so we need to take a look at what we need to do for the future.”
The world of shipping has moved on to so-called “Panamax” size. That’s the term used for huge
freighters that carry cargo containers to coastal ports and through the Panama Canal. A preliminary
study says if those Panamax ships could squeeze into the Seaway, a billion and a half dollars more a
year could float into ports such as Hamilton, Duluth, Toledo, Chicago, and Detroit.
But while bigger may be better in the Corps’ projections, shippers first want to make sure the old
locks keep working as is. Reg Lanteigne of the Canadian Shipowners Association says Canadian
shippers rely on the Seaway to handle 70 million tons of cargo a year.
“None of our economy could sustain a catastrophic failure of that waterway. The only issue here
is not how deep, how wide, how long the ditch should be, but the most important issue is how
long the current ditch can last.”
For the 20 million dollar study to proceed at all, Canada must fund half of it. Canada owns 13 of
the Seaway’s 15 locks. And the shipping channel is partially in Canadian waters. But even though
a decision was expected months ago, Canada has yet to sign on. Critics believe that’s because
Canada sees problems in the Corps’ approach.
Dozens of environmental groups across the Great Lakes have slammed the study. They say it’s
cooked in the shipping industry’s favor. They say it’s predestined to support expansion with dire
environmental consequences.
Expansion foes gathered recently at a meeting organized by the New York-based group ‘Save The
River.’ Their ears perked up when Mary Muter took the floor. She’s vice-president of the
Georgian Bay Association, an Ontario-based environmental group. She says Canada is wary of
expansion. The first time the Seaway was dug, water levels dropped more than a foot. With even
lower levels today, Muter says places like Lake Huron’s Georgian Bay can’t afford to lose more
water.
“Wetlands have literally dried up, converted into grass meadows in some locations. Another
concern is access for shoreline property owners to get to their cottages that are on islands.”
There are also concerns of invasive species depleting fisheries and channel dredging stirring up toxic
sediment.
But Muter says Canada is also wary of the U.S. Army Corps of Engineers, which has developed a
reputation of skewing studies to justify more work. Muter says Canada’s Transport Minister has
assured her one thing. He’s not interested in an expansion study that leaves environmental issues as
an afterthought.
“If the U.S. transport department wants to involve the Army Corps, that’s fine. But Canada is not
giving money directly to the U.S. Army Corps to replumb the Great Lakes.”
Both transportation departments have remained tight-lipped through months of negotiations, leaving
interest groups on both sides of the debate to speculate.
Stephanie Weiss directs Save The River. She says Canada’s delay may mean a chance to broaden
the scope of the study beyond shipping.
“Y’know, is this an opportunity to change the shape of the study into something that more interest
groups and more citizens around the Great Lakes can buy into?”
Reg Lanteigne of the Canadian Shipowners Association says the delay is just a bureaucratic one.
“The mandate has been agreed, the scope and governance has all been agreed. All we’re looking
for now is a suitable location and time and date to sign this off.”
On the U.S. side of the border, Congress has allocated 1.5 million dollars for the first year of the
study. That’s less than the Corps had asked for. And the legislation includes a special warning. It
directs the Corps to pay more attention to the environmental and recreational impacts of building a
bigger Seaway channel.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
The U.S. Army Corps of Engineers wants funding to continue a study of expanding the St. Lawrence Seaway for bigger ships. Now amidst widespread speculation, a Canadian environmental group doubts Canada will support it. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
The U.S. Army Corps of Engineers wants funding to continue a study of expanding the St.
Lawrence Seaway for bigger ships. Now amidst widespread speculation, a Canadian
environmental group doubts Canada will support it. The Great Lakes Radio Consoritum’s David
Sommerstein reports:
Canada’s role is critical to the study moving forward. In many places, the Seaway channel is in
Canadian waters and Canada owns most of the Seaway’s locks. Mary Muter is with the Georgian
Bay Association, an Ontario-based environmental group. She says Canada’s Transport Minister
David Collinette will not help pay for the study unless it beefs up its environmental approach.
“We have heard from Minister Collinette that he is only interested in funding a joint study with
the U.S. transport department that will look at the environmental impacts and that the full
scenario is looked at.”
Others say Canada will sign on. Keith Robson of the Hamilton Port Authority believes Transport
Minister Collinette is dedicated to expansion.
“My impression is that Collinette understands very much the benefits of marine transportation.”
Collinette himself has declined to comment. Transport Canada says talks with the U.S. are
ongoing.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
Most dairy farmers around the Great Lakes region milk their cows all year long. It brings in a steady paycheck and ensures a steady flow of milk to manufacturing plants. Now a small but growing number of farmers give their cows a break during the coldest months. It’s a technique called seasonal dairying. Its supporters say it’s gentler on the cows, it’s easier on the environment, and it gives small dairy farms a future in an industry that’s growing ever bigger. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
Most dairy farmers around the Great Lakes region milk their cows all year long. It brings in a steady
paycheck and ensures a steady flow of milk to manufacturing plants. Now a small but growing
number of farmers give their cows a break during the coldest months. It’s a technique called seasonal
dairying. Its supporters say it’s gentler on the cows. It’s easier on the environment. And it gives
small dairy farms a future in an industry that’s growing ever bigger. The Great Lakes Radio
Consortium’s David Sommerstein reports:
It’s a chilly winter day in the northern New York town of Denmark. Kevin Sullivan strides into
the barn where his 60 cows munch quietly on their day’s feed.
“In the winter we’re pretty much conventional farmers.”
On conventional farms, cows stay in the barn all year long. The farmer trucks hay and grain into
the barn to feed them. But Sullivan is a grazier. His cows munch on pasture grasses from April
to October. And when they’re inside for winter, he “dries the cows off” for a couple months.
That means they don’t give milk until they start calving in the spring. Sullivan says he first read
an article about what’s called “seasonal dairying” ten years ago.
“I started thinking about it then and I kinda ran it past my wife and she laughed at me and said
‘y’know it’ll never work.'”
The problem with the seasonal system is dairy farmers are used to relying on their monthly milk
check to pay bills. No milk, no check. That took some getting used to.
“The first year was kind of scary ’cause you don’t really have any income for a couple months in
the wintertime but after we made it through that first year, I knew it was going to work pretty
good.”
The reason it works is outside.
Sullivan zips up his jacket and walks out to the barnyard. Unlike most farms, there’s not much
mud, just acres of thick green grass peeking through a dusting of snow.
“Once you get a sod built up like this, you can bring out your cows, I mean, the cows could be out
here today and they’re not going to hurt this pasture at all.”
Grazing is the key to seasonal dairying. You time when your cows give birth to calves and
produce their best milk to coincide with spring and early summer. That’s when pastures grow
the most nutritious grass. Sullivan says it’s a cow’s natural cycle.
“Cows were made to eat grass. A lot of people forgot about that, I guess. I would say the two biggest things that
harm a cow is grain and concrete and a lot of guys push grain and the cows are on concrete all
the while but by kicking the cows outside and letting them be on the sod and letting them eat the
grass, you can get rid of about 90% of your cow problems.”
In the pasture, they’re less susceptible to foot diseases than cows in a muddy barnyard. And
because grazing cows roam many acres, their manure is spread naturally and fertilizes the land.
A grazing farm typically has less erosion, uses fewer pesticides, and is less polluting to nearby
creeks than a conventional farm, where cows are confined to a small area and the farmer has to
dispose of tons of manure.
The method is easier on the animals and the land. And often easier on the farmer’s wallet too. A
study by the American Farmland Trust finds seasonal dairying can be an economically viable
alternative to conventional farming, especially for small farms like Kevin Sullivan’s. But only one or two percent of farms in the U.S. are seasonal. Brian Petrucci directs the American Farmland
Trust’s farm division.
“At some point in the last twenty years, it was decided that the only way to farm in this country was to get big or
get out.”
Under the tutelage of Ag school extensions, farm herds have swelled from the hundreds to the
tens of thousands. State and federal environmental agencies have had to create new regulations to
contain all the waste the farms generate. At the same time, thousands of small farms have gone
out of business.
Petrucci says seasonal dairying can help reverse the trend. But it’s slow to catch on in part
because the agriculture industry – the companies that supply the farmers – often doesn’t benefit.
“Dairy graziers and others who are operating on a smaller scale are not the consumers of feed
stuffs and farm supplies and farm equipment that the larger farmers are.”
There’s another reason, says Pete Barney of the Cornell Cooperative Extension in St. Lawrence
County, New York. It’s rooted in dairy history in this country.
“Milk plants, milk companies wanted a year-round, constant supply of milk, so now farmers bred
animals so they were coming in periodically throughout the whole year so they could keep a constant
flow of milk going.”
A different system can work on a large scale. Brian Petrucci says in some countries all dairy
farms are seasonal and grazing operations.
Back on the Sullivan farm, Kevin Sullivan says seasonal dairying is also good for his family. The
two months off from milking means more time for his kids, even a vacation, a rare thing among
dairy farmers.
“Farming is, you know, daily grind. Most people get locked into it and they don’t realize that there is
something besides going to the barn and doing chores every day. It’s really kind of opened up
our life a little bit to enjoy our hobbies in the wintertime at least.”
Sullivan’s business is good. He’s invested in an ice cream factory with some neighbors. He says
thanks to grazing and seasonal dairying, his fields are clean and green, his cows are healthy, and
his farm is thriving when so many other small farms are up for sale.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
In 1994, the North American Free Trade Agreement, or NAFTA, established an agency to monitor the environmental effects of trade between the U-S, Canada, and Mexico. In a new report, the agency gives NAFTA mixed reviews. The Great Lakes Radio Consortium’s David Sommerstein explains:
Transcript
In 1994 the North American Free Trade Agreement, or NAFTA, established an agency to
monitor the environmental effects of trade between the U.S., Canada, and Mexico. In a
new report, the agency gives NAFTA mixed reviews. The Great Lakes Radio
Consortium’s David Sommerstein explains:
The Commission for Environmental Cooperation found little evidence overall of what
environmentalists’ most feared from NAFTA – more pollution and lower environmental
standards. The study finds trade-related advances in technology have, in some cases,
helped the environment. But it attributes to NAFTA more air pollution from trucks at
border crossings. And businesses seeking out lax regulations can create pollution
hotspots. The report points to a 400% rise in hazardous waste shipments to Canada as an
example.
Chantal Line Carpentier is a spokesperson for the CEC. She says all three countries need
strong laws to make NAFTA environment-friendly.
“It’s not only an agreement on trade and goods, it’s also on investment, so that you need
to have the policy in place and also the flexibility to put policy in place as soon as there’s
some sort of hotspot that develops.”
Still, environmental groups remain concerned that competition for investment will trump
environmental policy when it comes free trade.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
Researcher Lee Harper bands a common tern. Photo by David Sommerstein.
Biologists like to find these common tern eggs – a sign the bird's population is recovering in the region. Photo by David Sommerstein.
The common tern is a bird best known for its graceful flight and dramatic dives. Over the past 50 years, its best nesting habitat in the Great Lakes has been taken over by more aggressive birds, like gulls, cormorants, and osprey. Today, common terns are a threatened species in New York and Minnesota, and monitored carefully in other states. A couple years ago, a biologist and some volunteers used gravel and navigational buoys on the St. Lawrence River to create artificial nesting habitats for the terns. The Great Lakes Radio Consortium’s David Sommerstein reports on the experiment’s progress:
Transcript
The Common Tern is a bird best known for its graceful flight and dramatic dives. Over the
past 50 years, its best nesting habitat in the Great Lakes has been taken over by more
aggressive birds, like gulls, cormorants, and osprey. Today, common terns are a
threatened species in New York and Minnesota, and monitored carefully in other states. A
couple years ago, a biologist and some volunteers used gravel and navigational buoys on
the St. Lawrence River to create artificial nesting habitats for the terns. The Great Lakes
Radio Consortium’s David Sommerstein reports on the experiment’s progress:
The St. Lawrence isn’t just a river – it’s a seaway – an aquatic interstate for ocean freighters rumbling into the Great Lakes. So it’s not strange.
I’m in a boat floating just upstream from one of the river’s highway signs, a seaway
navigation marker.
We’re not talking about a plastic buoy – it’s a fixed concrete column rising 8 feet above the
water. Its platform is big enough that you can walk around on it. On top, a tall steel tower holds a red light and signs that serve as channel markers for the seaway traffic. But for the conservationists I’m tagging along with, this is bird habitat. We sit in silence and listen to the call of the Common Tern.
(tern squawking in the clear)
Dozens of small white birds with pointy wings and black caps swoop above our heads.
They soar, suspended, then suddenly dive into the water. Their orange beaks snap at
minnows just below the surface, then they shoot back up into the air.
(more squawks)
This particular colony was formerly the largest and most productive Common Tern
colony on the entire lower Great Lakes.
Biologist Lee Harper is known as “the tern guy” in this part of the Great Lakes. He’s
tagged thousands of them and recorded them as far away as Brazil. He documented the
common tern’s dramatic decline over the past twenty years. Gull and osprey populations
exploded, displacing the more sensitive terns from their nesting sites. But today Harper
peers through binoculars and grins.
“The terns we’re seeing here today represent the first nests on this site in almost ten
years.”
Terns don’t need much to nest, just a dry, isolated spot near water. Harper noticed the
refugee terns were retreating to navigation markers like this one. They’d lay eggs on its
concrete platform. The problem was the eggs would roll around and the birds would abandon
them. So Harper enlisted volunteers to lug 5 tons of gravel out here. They spread it on the
platform so the terns would lay their eggs on top of the gravel and the eggs wouldn’t roll.
Suzie Wood was among them.
“The first time I saw it, it was a piece of concrete and I frankly thought that Lee was a
little bit cracked when I heard about it.”
That was two summers ago. Today’s the first day the volunteers have returned. They’re
going to count nests and eggs to see how the gravel is working.
(motor sound, then clanking and action sound as we tie up)
We inch the boat up to the marker and huddle under the canvas top in case the birds dive-
bomb our approach. Then we tie up to an iron ladder that leads up to the concrete
platform. One by one, we climb the ladder and peer over the platform’s rim.
“Wow, this is a beautiful nest right here.”
Lee Harper is right behind and he’s beaming.
“After ten years of no terns here, this is really a wonderful sound!”
Almost invisible amongst the gravel and weeds are clusters of brown spotted eggs. We
walk on tip toe, look before every step, careful not to crush a nest. Harper works quickly
to minimize the disturbance. He calls out the number of eggs he sees. A volunteer takes
notes on a clipboard.
(counting)
Harper was here two weeks ago and counted 18 nests. Today there are 40 common tern
nests. Volunteer David Duff is impressed.
“It was just such a simple thing to do. I mean, a hundred twenty dollars worth of gravel
and a two or three hours and half a dozen people helping with five gallon buckets of gravel
and I think we have a victory, at least a preliminary victory.”
The gravel nests are starting to catch on. The St. Lawrence Seaway Development
Corporation is spreading gravel on navigation markers all along the Seaway. Groups in
Michigan are planning similar restoration efforts, using dredging spoils from the St. Mary’s
River. They’re man-made solutions, but ones that just might restore the Common Tern
population to health in the Great Lakes.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
The Army Corps of Engineers is studying the possibility of opening the Great Lakes-St. Lawrence Seaway system to larger ships. Congressmen in the Midwest say deeper channels could bring billions more dollars in shipping trade. But a New York lawmaker has come out against the plan, saying the environmental costs would be devastating. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
The Army Corps of Engineers is studying the possibility of opening the Great Lakes-St.
Lawrence Seaway system to larger ships. Congressmen in the Midwest say deeper
channels could bring billions more dollars in shipping trade. But a New York lawmaker
has come out against the plan, saying the environmental costs would be devastating. The
Great Lakes Radio Consortium’s David Sommerstein reports.
Congressman John McHugh, a Republican who represents the entire New York stretch of
the St. Lawrence River, says digging deeper seaway channels would be a disaster for the
river and the people who live there.
“Unavoidable and very, very significant impacts to water flow, to the shoreline, to
property owners, to the entire hydrology of that very, very important environment and
all that it means to us.”
So McHugh has become the first federal representative to oppose expansion. He joins
environmentalists and some scientists who say the costs of invasive species from foreign
ships outweigh commercial benefits.
The Army Corps of Engineers says if larger, so-called “container” ships could reach ports
in the Midwest, the Seaway could generate up to one and half billion dollars more a year.
McHugh says he’ll propose to cut funding for further Corps’ study on expansion when
Congress debates the issue this fall.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
A bacterium that kills birds and fish, called Type E Botulism, is feared to be spreading in the Great Lakes. The Great Lakes Radio Consortium’s David Sommerstein reports… four dead gulls were found on the shores of Lake Ontario:
Transcript
A bacterium that kills birds and fish, called Type E Botulism, is feared to be spreading in the Great Lakes. The Great Lakes Radio Consortium’s David Sommerstein reports four dead gulls were found on the shores of Lake Ontario.
The gulls tested positive for Type E Botulism, a disease that paralyzes fish and the birds that eat them. After isolated outbreaks in Lakes Michigan and Huron in the 60s, 70s and 80s, infected birds were found on the Pennsylvania shores of Lake Erie in 1998. Since then, thousands of loons, mergansers, and gulls on the Lake have died. Peter Constantakes of New York’s Department of Environmental Conservation is keeping his fingers crossed that the discovery in Lake Ontario is an isolated incident.
“In the past few weeks there have been no more dead birds found. We are cautiously optimistic that there is no problem in Lake Ontario. Possibly these birds migrated from somewhere else.”
But researcher Eric Obert of Pennsylvania Sea Grant says that’s unlikely because birds die quickly once they’re infected. Obert hypothesizes environmental conditions like low water levels or the presence of certain invasive species make the water ripe for the bacteria to grow. For the Great Lakes Radio Consortium, I’m David Sommerstein.
A freighter navigates the American Narrows in the St. Lawrence River. Expanding the system’s locks and channels would mean even bigger ships could enter the Great Lakes.
A new study by the U.S. Army Corps of Engineers says Midwest ports and shippers – and the businesses they work with – stand to gain billions of dollars from an expansion of the Great Lakes-St. Lawrence Seaway system. Building wider locks and deeper channels from Minnesota to Montreal would make way for bigger “container” ships that have become the norm of international trade. But critics say expansion would have dire environmental consequences, and they say the Corps’ study is full of flaws. The Great Lakes Radio Consortium’s David Sommerstein reports:
Transcript
A new study by the U.S. Army Corps of Engineers says Midwest ports and shippers – and the businesses they work with – stand to gain billions of dollars from an expansion of the Great Lakes-St. Lawrence Seaway system. Building wider locks and deeper channels from Minnesota to Montreal would make way for bigger “container” ships that have become the norm of international trade. But critics say expansion would have dire environmental consequences… and they say the Corps’ study is full of flaws. The Great Lakes Radio Consortium’s David Sommerstein reports:
The St. Lawrence Seaway began as a dream – to make the Great Lakes as important a shipping destination as the Atlantic and Pacific Ocean and Gulf of Mexico seaboards. In fact, Seaway boosters used to call the Great Lakes the “Fourth Coast” of the United States. But when the array of locks and channels was built in the 1950s, Congress assured East Coast interests that a shipping route between the Atlantic Ocean and America’s heartland wouldn’t hurt their business. Minnesota Congressman Jim Oberstar:
“The Seaway locks would be built to no greater dimension than the largest inland waterway locks of the 1930’s.”
In other words, the Seaway was outdated before it was built. Today less than thirty percent of the world’s cargo ships can squeeze into the Seaway.
The Army Corps of Engineers’ study is a first step to change that. It says the Seaway could generate up to one and half billion dollars a year more than it is now if larger ships – the ones that carry containers that fit right onto trucks and trains – could reach ports in the Midwest. Oberstar says that would mean an economic boon for Great Lakes states.
“Those are good jobs. Those are longshoreman jobs. And that economic activity means significant business for Great Lakes port cities.”
So along with other politicians and shippers in the Midwest, Oberstar wants the Corps to take the next step – a more detailed study, called a feasibility study – that would look at the nuts and bolts of expansion. It would cost some 20 million dollars.
But downstream, on the St. Lawrence River in northern New York, critics say any plans for expansion have a fatal flaw.
(sounds of water and fueling a boat)
Under a blazing sun in the part of the St. Lawrence River known as the Thousand Islands, Stephanie Weiss fuels up her boat at a gas dock.
(gas filling, and motor starting)
She pushes off and weaves among literally thousands of pine-covered islands that give the region its name.
“You can see how narrow things are and how close the islands are to each other.”
Weiss directs the environmental group Save The River that’s trying to stop Seaway expansion.
(motor slows and stops)
We stop in the part of the river channel called the American Narrows. It’s like the Seaway’s bottleneck. Ocean-going freighters the length of two football fields thread through here. To make room for anything bigger, Weiss says, might mean blasting away some of these islands and the homes perched on them.
“I can’t help noticing that there’s this enormous rock in between the Great Lakes and the Ocean. It’s the Laurentian Shield and it is what makes these islands. To pretend that this is just a coast that needs to be developed is unrealistic.”
Weiss says the idea of a Fourth Coast, with ports like Chicago and Duluth rivaling those of New York and San Francisco, is ridiculous.
Environmental groups in the U.S. and Canada, like Great Lakes United and Great Lakes Water Keepers, are also opposing expansion. And they say the Corps’ study frames the debate unfairly. It doesn’t factor in environmental and social effects the groups say would make the project seem less attractive: things like rising pollution, sensitive wildlife habitat, plummeting water levels. The Corps’ project manager Wayne Shloop says those things would be addressed in the feasibility study. Stopping before that, he says, means letting the system’s locks and channels waste away.
“So somebody needs to make a decision… is it in the federal interest to let the system degrade or is it in the federal interest between the United States and Canada to make some improvements?”
In the U.S., that somebody is Congress. Congress would need to appropriate half of the 20 million dollars for the study. Lawmakers could take up the issue in September.
New York Senator Hillary Rodham Clinton recently took a boatride down the American Narrows to learn more. She disembarked with questions, about oil spills, accidents, and the hazards of winter navigation.
“This isn’t by any means an easy decision, a cost-free decision, that there are tremendous consequences associated with it, so give me your pictures, give me your information, because I’ll use it to be in conversations with people who think it’s just an open and shut issue.”
The issue will be shut rather quickly if the Corps’ study can’t persuade Canada to join in. Canada would have to foot the other half of the bill for the feasibility study. But officials from Transport Canada say they’re in the “very preliminary stages” of studying the issue. And they’re listening to everyone from shippers to environmentalists to recreational boaters before they make a decision.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
St. Regis Mohawks used to fish and swim in this cove of the St. Lawrence River. Today, it's contaminated with PCBs from General Motors' landfill, which rises in the background. Photo by David Sommerstein.
The federal government has identified almost 50 toxic landfills that continue to contaminate the Great Lakes and their major tributaries. Thousands more may pollute smaller creeks and rivers upstream. Almost all of them have affected the way people live. In northern New York, General Motors and a native tribe have spent two decades fighting over how to clean up one of those sites. The Great Lakes Radio Consortium’s David Sommerstein reports… the lack of progress is caused by differing approaches to a permanent solution:
Transcript
The federal government has identified almost 50 toxic landfills that continue to contaminate the Great Lakes and their major tributaries. Thousands more may pollute smaller creeks and rivers upstream. Almost all of them have affected the way people live. In northern New York, General Motors and a native tribe have spent two decades fighting over how to clean up one of those sites. The Great Lakes Radio Consortium’s David Sommerstein reports… the lack of progress is caused by differing approaches to a permanent solution:
Dana Lee Thompson and her sister, Marilyn, walk along the St. Lawrence River. They teeter as they step over driftwood and tufts of grass. This part of the shoreline belongs to the St. Regis Mohawk tribe.
When the sisters were kids, they used to splash and play in the river. Their father landed walleye and bass for dinner. And when the sisters had children of their own, this is where they taught them to swim…
“…it’s all flat rocks and stuff like that…”
“…And just down there, there used to be a tiny little falls and it was all sand and we used to swim.”
Thompson brushes her long black hair out of her eyes. The smile fades from her face…
“Never knew that what we were swimming in was one of the most toxic things, y’know, toxic pools.”
Just on the other side of a chain link fence that marks the end of tribal land, a hill rises above their heads. Its grass is cut short like the tenth green on a golf course.
It’s General Motors’ old landfill. Drums of used factory oil are buried just under the manicured lawn. The oil contains PCBs, or polychlorinated biphenyls. PCBs were used as a coolant in many factories until scientists found they cause cancer.
The federal government banned PCBs in 1977. A couple years later, workers covered the landfill with a temporary cap. But the PCBs had already seeped into the water where the sisters’ kids were swimming…
“I get emotionally disturbed. Mental anguish. Anger. My children have a lot of health problems, which gets me upset.”
The sisters aren’t alone. Tribal members who have grown up near the dump have high rates of thyroid disease, diabetes, and respiratory disorders – all suspected to be linked to PCBs. The Thompsons – and the tribal government – want General Motors to dig up the chemicals. And they want GM to truck them away…
“We’re just looking out over the cove. These are some homes and businesses of the Mohawks and to our right is the industrial landfill.”
Jim Hartnett stands on the GM side of the chain link fence. He’s managing the clean up for the company. He says the Environmental Protection Agency ordered GM to do three things: put a permanent cap on the landfill, monitor it for PCBs indefinitely, and dredge the PCBs from the river.
Hartnett says GM has wanted to move ahead with that plan for a decade. He says that would make the water clean again…
“My hope is that as we complete this clean-up, that people will come and use the cove and that it will be accessible and that people will be comfortable using it.”
David: “Do you think it’s realistic that within our lifetimes that the cove could be used for swimming?”
“I’m hoping that in the next two years we can have it ready to go. I’m not talking within our lifetime, I’m talking about as soon as we get access to that cove, we want to go in and remedy it.”
But the tribe won’t give them access. The St. Regis Mohawks say cleaning the cove isn’t the right answer. Ken Jock, the tribe’s environment director, has technical concerns with the plan.
But in the end, Jock says, the disagreement is more than technical. The tribe sees environmental cleanups differently. The EPA plans 30 to 50 years ahead. But the Mohawk tradition is to plan seven generations ahead…
“And so when you make a decision to clean up or to cover up at a site, you have to think is this area, are the PCBs going to be contained for the next 250 years. We have to think that way because this is the only land that we have left.”
The EPA wants everyone to stand behind the same solution. Anne Kelly is the EPA project manager of the site. She has commissioned more technical studies to try to prove the containment plan won’t poison the river in the future. She’s reassured the tribe the dump will be monitored in perpetuity.
“But that’s where we get into a sort of difficulty between our interpretation of time and the tribes. They don’t trust that we’re always going to be here, you know, that the EPA as it stands will not be what it is now. But they know they’re going to be there. So we say, ‘we’re going to monitor that forever’. They say, ‘you may not be here forever. Where are our guarantees?’ ”
Meanwhile, traces of PCBs are still leeching into the river. But the St. Regis Mohawks’ Ken Jock says he’ll wait on a clean up if it will ensure clean water and healthy fish for his grandchildren’s grandchildren.
For the Great Lakes Radio Consortium, I’m David Sommerstein.
