States Go It Alone Against Greenhouse Gasses

Some Midwest states are highlighted in a new report that looks at what states are doing to reduce greenhouse gas emissions. The Great Lakes Radio Consortium’s Chuck Quirmbach reports:

Transcript

Some Midwest states are highlighted in a new report
that looks at what states are doing to reduce greenhouse gas
emissions. The Great Lakes Radio Consortium’s Chuck Quirmbach
reports:


The federal government wants no part of international
treaties aimed at reducing pollution linked to global
warming. But a report by the Pew Center On Global Climate
Change says about one-third of the states have taken significant
steps on their own. The study mentions Minnesota’s effort to
plant trees that may help reduce energy consumption and absorb
carbon. Wisconsin is praised for requiring large polluters to
report their carbon dioxide emissions.


University of Michigan professor Barry Rabe offered the study. He
says the budget deficits faced by many states may stifle additional work.


“And there may be an unfortunate irony here that at the
moment when political interest in doing something to
reduce greenhouse gases is greatest, the fiscal capacity to
fund some of these programs and implement them may be at a very,
very low point.”


The Pew Center says the state efforts are no substitute for a
comprehensive national plan. For the Great Lakes Radio Consortium,
this is Chuck Quirmbach reporting.

Higher Speed Train Gains Momentum

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials have begun testing passenger trains at speeds never before attempted. It’s part of an effort to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes Radio Consortium’s Willis Kern reports:

Transcript

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials
have begun testing passenger trains at speeds never before attempted. It’s part of an effort
to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes
Radio Consortium’s Willis Kern reports:


(nat sound train going through station)


A four-car Amtrak passenger train is rolling through the depot in downtown Normal,
Illinois.


(sound of train continues)


Usually, passenger trains stop to pick up passengers. But this one is chugging through,
picking up nothing but speed as it heads north toward Chicago, and eventually, a new land
speed record for passenger trains in Illinois. Never before has a train eclipsed the 110-
mile per hour mark, but that’s what this one is about to do during a five-mile stretch, as
another step toward implementing high speed rail in the Midwest.


(fade sound)


Before the train backs up from the Amtrak station in Normal and races forward, it sits
idling while engineers from the state bureau of railroads, Amtrak and Lockheed Martin test
new technology the train will use called Positive Train Control, which is a key component
of making the trains go faster. As it sits at the train station, Steve Gossard, the station’s
lead ticket agent, notes that the twin engines on this train look different than the ones
Amtrak usually push up and down the Chicago to St. Louis corridor.


“Well I guess its a little more streamlined, a more angular kind of thing, and its really
very plain. I guess the aerodynamics has something to do with the style.”


The ‘Bureau of Railroads’ is using two Amtrak engines that have been configured to
operate on what’s known as Class 6 tracks, or those that have been upgraded to support
speeds of 110 miles an hour.


“It’s a very sophisticated piece of equipment.”


Bureau chief John Schwalbach says the testing helps determine the difference between
traditional Class 4 tracks that have been upgraded and the new rails to be used for higher
speeds.


“Particularly the track guage. That is to say the distance between each of the rails.
That’s a key component and at Class 6, there are certain standards that are tighter
than a class four track. And you’re talking about measuring in the millimeter range
here, or even smaller than that.”


Which makes for a smooth ride for the faster trains. Schwalbach says the engines being
tested today are quite different than the one the state has been testing at the more
conventional speed of 79 miles per hour over the past few months, but it will be a couple
of years, at least, before new high speed diesel train sets are ordered. They will efficiently
get passengers up to speeds of 110 miles an hour. A year ago, state rail officials were
pointing to a December ’02 launch of high speed passenger service. Now, Schwalbach
says that’s not likely to happen until sometime in 2004, mainly because of federal red tape.


“From a regulatory perspective, after Lockheed Martin delivers their finished
product, it of course has to meet or exceed regulatory requirements put upon them by
the Federal Railroad Administration. We expect that process will take us through the
year 2003.”


“That may be accurate but it sounds like an awfully slow pace. I guess it assumes
little or no federal support.”


Ross Capon is the Executive Director of the National Association of Rail Passengers. He
talked to us on a cell phone as he rode an Amtrak passenger train from California to
Maryland. Capon says he’s disappointed in the Bush Administration’s attitude toward high-
speed rail. But, he’s confident things on the federal level will improve and states starving
for funding not only for high speed rail, but basic Amtrak service, will get much needed
help.


“The general public is way ahead of the politicians on this issue. That 9-11 has only
reinforced that, and that sooner or later, the administration is going to figure that out
and respond to it.”


(sound of trains)


Meanwhile, the Great Lakes states wait for the federal government to sort out Amtrak and
high speed rail service and it’s commitment to each. Michigan has been testing a stretch of
track between Detroit and Chicago for sometime. Now it’s Illinois’ turn to showcase the
baby steps they’re making in an attempt to get some kind of service up and running as soon
as possible.


For the Great Lakes Radio Consortium, I’m Willis Kern.

States Stock Up for Nuclear Emergencies

Four Great Lakes states are stocking up on special cancer-prevention pills that are supposed to protect people who live near nuclear power plants, in case there’s a major leak of radiation. Ohio is the latest. The Great Lakes Radio Consortium’s Bill Cohen has the story:

Transcript

Four Great Lakes states are stocking up on special cancer-prevention
pills that are supposed to protect people who live near nuclear power
plants, in case there’s a major leak of radiation. Ohio is the latest.
Bill Cohen has the story:


The pills contain potassium iodide and the federal government has
agreed to pay for them. The idea is, if people swallow this harmless
iodine just before they’re exposed to radioactivity, their thyroid
glands won’t absorb much dangerous radioactive iodine. That way, the
chances of getting thyroid cancer go down.


Ohio has just packaged 600,000 pills for evacuation centers near
the three nuclear power plants that serve the state. Next year, pills
will be available to residents to pick up directly, so they can keep
them in their medicine cabinet at home or their desk drawer at work.


Still, health officials stress in an emergency, evacuation – not
the pills – should be the top priority. Jay Carey speaks for the state
health department.


“If they’re ordered to evacuate, they should leave first. Don’t even turn
around and go back – ‘Oh, I left my pills in the medicine cabinet, I’ll
go get ’em.’ If you’re told to evacuate, evacuate!”


New York and Pennsylvania are also stocking up on the pills the feds
are paying for. Illinois is buying its own supply.


For the Great Lakes Radio Consortium, I’m Bill Cohen.

Midwest Adds to Gulf’s Dead Zone

A recent study from the Louisiana Universities Marine Consortium shows the dead zone in the Gulf of Mexico is getting bigger. The Great Lakes Radio Consortium’s Jonathan Ahl reports that pollution from the Midwest may be to blame:

Transcript

A recent study from the Louisiana Universities Marine Consortium shows the dead zone in the Gulf of Mexico is getting bigger. The Great Lakes Radio Consortium’s Jonathan Ahl reports that pollution from the Midwest may be to blame:


The 85-hundred square mile area suffers from hypoxia. That’s when the levels of dissolved oxygen fall low enough to kill off most fish and plants. Many scientists believe nitrogen coming from Midwest farms and wastewater plants that travel down the Mississippi River are responsible. Forrest Peterson is a spokesperson with the Minnesota Pollution Control Agency. He says Midwestern states are aware of the problem, and are trying to fix it:


“Things like providing buffer strips and projects to retain some of the water’s nutrient management, things like that. So there are a whole array of things that can be done and that are being done, it just takes some time to see that effect.”


Peterson says the federal government has set the goal to reduce the zone to two thousand square miles and reduce nitrogen levels in the Mississippi River by 30 percent by 2015. For the Great Lakes Radio Consortium, I’m Jonathan Ahl.

Environmental Effects of Free Trade

When NAFTA was passed in 1994, environmentalists feared catastrophic results. Polluting industries would move to Mexico, where environmental protections hadn’t caught up with those in the U.S. and Canada. They were worried that air pollution would increase as more goods were shipped across international borders, and they were concerned that shared resources like the Great Lakes might lose their protected status and become commodities subject to trade. Supporters of NAFTA argued that increased prosperity would lead to improved pollution technology and a strengthening of environmental protections. But eight years later, the effects of NAFTA on the environment appear to be mixed. The Great Lakes Radio Consortium’s Karen Schaefer explains why:

Transcript

When NAFTA was passed in 1994, environmentalists feared catastrophic results. Polluting industries would move to Mexico, where environmental
protections hadn’t caught up with those in the U.S. and Canada. They were worried that air pollution would increase as more goods were
shipped across international borders. And they were concerned that shared resources like the Great Lakes might lose their protected status and become commodities subject to trade. Supporters of NAFTA argued that increased prosperity would lead to improved pollution technology and a strengthening of environmental protections. But eight years later, the effects of NAFTA on the environment appear to be mixed. The Great Lakes Radio Consortium’s Karen Schaefer explains why:


Two years ago, a private Canadian company got permission from a provincial government to ship water from Lake Huron to water-starved countries in Southeast Asia. When the federal government got wind of the deal, the contract was revoked. But environmentalists feared that
another assault on Great Lakes water could arise under a provision of the North American Free Trade Agreement. Chapter 11 is a clause that allows private foreign investors to sue local governments if they believe their trade rights have been violated. In the case of Great Lakes water, that could mean that trade laws could trump environmental regulations – and that businesses could overturn a government’s ability to protect natural resources and human health.


[ambient sound]


At a recent U.S./Canada law conference held in Cleveland, government officials, policymakers, and trade lawyers gathered to discuss the environmental consequences of Chapter 11 and other trade issues. In the
Great Lakes region, the sharpest impact may have been to air quality.

“Increased freight transportation
linked to NAFTA has led to significant air pollution at border crossings at both borders.”


Jannine Ferretti heads the North American Commission on Environmental Cooperation, an international agency established to address environmental concerns under NAFTA. She admits that as yet, there’s been only limited assessment of those impacts. But she says what data there is, shows it’s not all bad news.

“The Mexico steel, because of NAFTA’s investment provisions, actually enabled Mexico steel to upgrade its technology, making the sector actually in some ways cleaner than that of the United States and Canada. But what about the effects of trade rules on environmental policy? And this is where we go to NAFTA’s Chapter 11.”


(Frank Loy) “Chapter 11 is a chapter designed to protect investors from one NAFTA country that invested in another NAFTA country and it has led to a number of cases that have worried the environmental community.”


Frank Loy served as Under Secretary of State for Global Affairs under the Clinton administration. He says under Chapter 11, a number of private investors have successfully sued foreign governments for millions of dollars, contending that meeting local environmental regulations violated their rights under free trade laws.

“I would say the cases worry me a lot. My guess is
there already is a regulatory chill, a timidity on the part of governments
to take certain actions for fear of subjecting the state to liabilities.”

Part of that regulatory chill may derive from the concern that it’s not an open process. One of the sharpest criticisms of Chapter 11 is that the cases are heard and decided by a closed-door, three-person tribunal, with no mandate to hear testimony from third parties. So while the public has a hard time benefiting from NAFTA, companies have it relatively easy. In one of the first challenges under the provision, U.S.-based Ethyl Corporation won nearly 20-million dollars in damages from the Canadian government for its ban on a gasoline additive called MMT. Canada has since dropped the ban. Another case involved an Ohio company, S.D. Meyers, that treats the chemical compounds known as PCBs.


James McIlroy, a trade lawyer from Toronto, says the company wanted to import the waste from Canada, despite a Canadian prohibition.


“The government of Canada said we are prohibiting this for environmental reasons. But the real reason, when you really looked at it hard, the real reason was there was a PCB plant in Alberta in western Canada that the government of Canada wanted to promote.”


McIlroy is not alone when he says a number of Chapter 11 cases apparently based on environmental protection have proved on closer scrutiny to be a cover-up for government trade protection. While he doesn’t dismiss the environmental issues, he does caution against blowing them out of proportion.


“I think it’s fair to say, whether the cases are valid or not, there sure haven’t been a whole lot of them. And therefore this is not this huge, massive problem that people are talking about. And
we’ve had this what, since 1994, and you can count the number of cases on two
hands.”


Ohio Democrat Congressman Sherrod Brown voted against NAFTA. He disagrees with McIlroy’s assessment.


“Their arguments are specious. Perhaps in the opinion of trade lawyers, these challenges have served as a cloak for protectionism. But to trade lawyers, everything’s seen as a cloak for protectionism.”


Brown says while companies began making use of Chapter 11 only about four years ago, there have been plenty of other trade challenges to environmental laws.


“Time after time after time, both in NAFTA and every public health law challenge under the WTO, 33 straight times, public health laws, environmental laws, and food safety laws, every single time they’ve been struck down. That’s wrong, whenever a trade law can be used to undercut or repeal a democratically-attained rule or regulation.”


Both opponents and supporters agree it’s unlikely NAFTA will be revised anytime soon. But the precedents set under NAFTA could affect future trade agreements. Arguments on both sides of the issue will undoubtedly be aired again as Congress takes up approval of new fast track trade
legislation with similar investor protections this spring. Environmental groups believe equitable settlement of future trade challenges may have to rely on the strength of public opinion to sway government decisions.


For the Great Lakes Radio Consortium, I’m Karen Schaefer in Cleveland.

Tightening Security on the Great Lakes

Since September 11th, the U.S. government has been closing security gaps in aviation. But maritime officials warn that security on our Great Lakes is even less certain. Recently the U.S. Coast Guard held an international conference in Cleveland on Great Lakes security. The Great Lakes Radio Consortium’s Karen Schaefer reports:

Transcript

Since September 11, the U.S. government has been closing security gaps in aviation. But maritime officials warn that security on our Great Lakes is even less certain. Recently the U.S. Coast Guard held an international conference in Cleveland on Great Lakes security. The Great Lakes Radio Consortium’s Karen Schaefer reports:

On September 11, about 55 commercial U.S. and foreign freighters were cruising the Great Lakes and the St. Lawrence Seaway. Even as the nation’s airports were being closed, U.S. Coast Guard officials were ordered to stop and search those vessels. It took two days for the search to be completed. Commander James Hull heads the Coast Guard’s 9th District, which oversees shipping in the Great Lakes region. He says that action alerted the Guard to a serious problem.

“Didn’t know exactly where all those ships were. AIS system solves that.”

AIS is a new communications protocol now being developed by the International Maritime Organization. Using a global positioning system, ships equipped with AIS will be able to transmit their exact location – and identity – to other vessels and maritime authorities. But so far, the system hasn’t been widely adopted. And that’s just the first security risk the Coast Guard discovered.

“We had people asking how you drive the ships and how you get training?”

As the weeks went by, the list of vulnerable areas grew. Nuclear power plants located along the lakeshore, ports and harbors, bridges, tunnels, and locks. Ships carrying hazardous cargo and those from countries with known terrorist links. And then there are the thousands of cargo containers shipped daily from ports around the world.

“Ambi here?”

27-hundred reservists were called up to assist the Coast Guard in patrolling and monitoring sensitive areas. The federal government allocated more than 220-million dollars in additional funds. But four months after the terrorist attacks, more than 50-percent of the Coast Guard’s efforts are still being spent on security. The Guard’s original mission – to guide maritime operations, assist in search and rescue, and help clean up environmental problems – has been largely overshadowed. Nonetheless oversight of commercial shipping is part of the Coast Guard’s job. Goods shipped on the Great Lakes are worth more than 742-billion dollars a year to the U.S. economy. Most of those goods and raw materials enter or leave the Great Lakes in bulk shipments and in containers that are off-loaded directly from ships. Dr. Steven Flynn is a former Coast Guard Commander and a Senior Fellow with the National Security Studies Program at the Council on Foreign Relations in New York City. He says a disruption to Great Lakes shipping could have wide-reaching consequences for the entire U.S.

“And so if we have another incident…we’re still extremely vulnerable, we’re still not out of the woods on this here – that if it happens in those sectors, my fear is not just the consequence of seeing another sight like I saw on September 16 after the attack, but also is the disruption that would come from happening within those sectors.”

Those disruptions could also severely hamper the Canadian economy, which ships much of its grain and steel through the Great Lakes. As the U.S.’s largest trading partner and nearest neighbor, Canada already shares jurisdiction over Great Lakes resources through the International Joint Commission. Now government officials on both sides of the border say it’s more important than ever to work together.

(1B 258 Streeter Integrated border enforcement)

John Adams is the Canadian Coast Guard Commissioner. He says the U.S. and Canada have recently signed a 30-point plan to jointly improve security on the Great Lakes, while allowing trade to flourish. Both governments have already instituted new 96-hour arrival notification requirements for vessels coming into North American ports. And they’ve extended the international maritime borders from 3-miles to twelve. But there are plenty of other new security plans yet to be adopted, ranging from identity cards and background checks to a point-of-origin system for clearing container cargo. And both countries will be sending representatives to the International Maritime Organization conference in London, where organizers hope to move ahead with new standardized strategies to keep global trade secure. For the Great Lakes Radio Consortium, I’m Karen Schaefer.

Stocking Up on Nuke Accident Pills

The federal government is offering to buy special anti-cancer pills for people who live near nuclear power plants. There are 24 nuclear power plants in the Great Lakes states… and state officials are now pondering whether to accept the offer. In Ohio, the debate reflects the pro and con arguments across the region. The Great Lakes Radio Consortium’s Bill Cohen has details:

Super Unpatriotic Vehicles

Recent reports that sales of SUVs, mini-vans, and light trucks have outstripped car sales has Great Lakes Radio Consortium commentator Don Ogden wondering if SUV is short for Super Unpatriotic Vehicle:

Hunt for Slug-Eating Nematodes

A $5,000 reward is being offered to anyone who finds a tiny, parasitic worm in the U.S. that kills leaf-eating slugs. The gray garden slug is notorious for destroying crops and ornamental plants in the Midwest. Researchers at Ohio State University have been looking for the worm that eats the slugs. So far, they’ve examined thousands of slugs sent to them in the mail … but they haven’t been able to find the worm. The Great Lakes Radio Consortium’s Natalie Walston reports:

Transcript

A five thousand dollar reward is being offered to anyone who finds a tiny, parasitic worm in the United States that kills leaf-eating slugs. The gray garden slug is notorious for destroying crops and ornamental plants in the Midwest. Researchers at Ohio State University have been looking for the worm that eats the slugs. So far, they’ve examined thousands of slugs sent to them in the mail, but they haven’t been able to find the worm. The Great Lakes Radio Consortium’s Natalie Walston reports.


(Natural sound of guinea hens)


The Kingwood Center in Mansfield, Ohio is made up of 50 acres of well-tended English gardens. Paved trails lead through rows of perennials and peonies, around fountains and a duck pond. Hundreds of hostas grow beneath shade trees, but the plants leaves have holes chewed through them. John Makely is Kingwood’s head gardener. He says the conventional methods to kill the slugs eating his hostas are out of the question here.


“The problem that we have here with slug bait is that we do have birds roaming around, peacocks and guinea hens that roam around freely. They sort of grouse, browse I should say, the grounds and we would be afraid that they would pick up some of those pellets and poison them.”


Slug bait consists of a poison that can harm more than its intended target. But right now, it’s the only commercial method available to control slugs. So, now there’s a big push by large, commercial nurseries to find a chemical-free way to kill the gray garden slugs that eat ornamental plants. Ohio State University researcher, Pavinder Grewal says there’s a major economic reason to find a good control method.


“Last year we had a lot of rain here when the corn was emerging. And there have been several fields in Ohio that were totally wiped out by the slugs. Basically zero corn production in some fields.”


Grewal has found a natural slug killer. It’s a tiny parasitic worm, known as a nematode. It is native to England and parts of several countries in South America. Farmers and gardeners in those countries buy them in bulk in powder form and sprinkle the worms on their fields. Scientists think the worm will work in this country as well. But if the worm is imported, it must first undergo years of testing to make sure it will not harm native plants and animals.


“We don’t see any problem because some of the tests that we have performed with the nematode…we find it to be pretty safe to non-target organisms. And, we find that this nematode does not infect all slugs.”


To prove this to the federal government could be difficult. Grewal is looking for the worm, in the United States he took out an ad in various publications. He studies more than twenty thousand slugs, but has yet to find the worm he’s looking for. Now he’s sending people off to remote areas of the country to find it. He hopes to be successful because it could take years of testing before the worms can be brought into this country. For the Great Lakes Radio Consortium, I’m Natalie Walston.

Clean-Up Woes for Power Plant

  • American Electric Power is working to stop blue clouds of sulfuric acid from descending on towns near the Ohio River. Ironically, the clouds are a by-product of a 200-million dollar system installed in May to help curb smog-producing emissions from the General James M. Gavin Power Plant. The search for a solution is being watched by other power plants in the U.S. that have to comply with stricter anti-smog regulations put in place by the federal government.

Blue clouds of sulfuric acid have descended upon towns in southeastern Ohio and West Virginia more than a dozen times since May. The clouds are from smoke stacks at American Electric Power’s General James M. Gavin plant in rural Cheshire, Ohio. It’s one of the largest coal-burning power plants in North America. The company blames a new 200 million dollar pollution control system for releasing more toxic emissions. If they’re right, other Midwestern power companies may face similar troubles when trying to comply with federal clean air laws. The Great Lakes Radio Consortium’s Natalie Walston reports:

Transcript

Blue clouds of sulfuric acid have descended upon towns in south-eastern Ohio and West Virginia more than a dozen times since may. The clouds are from smoke stacks at American Electric Powers General John M. Gavin plant in rural Cheshire, Ohio. It’s one of the largest coal-burning power plants in North America. The company blames a new 200-million dollar pollution control system for releasing more toxic emissions. If they’re right, other midwestern power companies may face similar troubles when trying to comply with federal clean air laws. The great lakes radio consortium’s Natalie Walston reports.


The small, rundown airport in Mt. Pleasant sits on a flat part of the hills of West Virginia.
It’s surrounded by thick trees. Its rural enough here that it’s common to see wild turkeys dashing across the runways. One summer afternoon airport manager Ben Roush looked out his window. But instead of seeing a plane land … he saw thick smoke clinging to the tops of the trees.


“It looked like, uh, exhaust out of a car or something like that. It wasn’t black smoke it was blue. Very, very visible.”


After the smoke appeared, his phone began to ring.


“The fire department down here called up here and wanted to know if we had a fire up here because it was all in these … it settled to the ground. And, it was in those trees.”


The clouds contain high concentrations of sulfuric acid. That’s not normal … even this close to a power plant that burns coal with a high sulfur content. For years, most coal-burning power plants have had pollution control devices called “scrubbers” to deal with that sulfur. The scrubbers do just what the name implies – they scrub the air clean of sulfur dioxide as well as some other pollutants. But, they don’t do a good job in removing nitrous oxide. Nitrous oxide is blamed in part for causing acid rain and smog.


Paul Chodak is manager of American Electric Power’s Optimization Group. He says AEP installed a selective catalytic reduction system … or SCR … in an effort to remove nitrous oxide. Chodak says the SCR system is a relatively new technology. And, so far, it and the scrubber aren’t working well together. That’s because they are combining to make sulfuric acid, but in a different form. And that form then gets released into the air.

“The SO3 … or sulfuric acid is in very fine droplets … sub-micron size droplets. Very, very tiny. And they’re so small that they travel through the scrubber and they’re not removed. So, the scrubber works very well on the gas in removing SO2. However, it’s not very effective in removing SO3.”


Chodak says this is all because of an effort to reduce emissions that cause acid rain and smog in eastern seaboard states. But… as AEP scrambles to stop polluting the air hundreds of miles away … people who live beneath the smoke stacks claim their health is being sacrificed. They say that in the summer, when the sulfuric acid clouds move in it’s difficult to breathe.


(natural sound of NASCAR race and drunk people carrying on)


Gallipolis is a small city five miles south of the power plant. Today there’s a small crowd of people gathered at Sunny’s bar and grille. People here will only give their first names to an out of town reporter. A man named Steve is drinking a beer at a table with his sister. He says fallout from the plant makes the paint peel off cars.


“All that acid and stuff goes on these cars. They gotta repaint the cars … so you know it’s tearin’ us up. Our bodies. And, like I say, we worry about our kids and grandkids more. We’re old enough that it’s not gonna bother us no more.”


His sister Tammy drags slowly on a cigarette as Steve talks.


When he finishes, she jumps in to say that since the blue clouds started showing up, everyone in town has become sick.


“I have health problems. I cough all the time. Allergies all the time. Allergies to something’. Runny nose. Constantly. You know, I think everyone in town has health problems that live around here.”


But AEP claims the air is cleaner than it was before the SCR system was installed. Paul Chodak says the air turned blue this summer because the sulfuric acid reacted with sunlight on hot, humid days. He says people become scared because they could actually see what they were breathing.


“The hard thing for people to understand is that what is coming out of the stack is significantly cleaner than what was coming out before. This is an improvement from a pollution control perspective. However, it has created this local phenomena that is a problem. And, AEP is moving to address that and we will solve it.”


Sulfuric acid measurements taken by the company and examined by Ohio and U.S. EPA researchers meanwhile don’t show a major sulfuric acid problem. But there are no state standards in place in Ohio for levels of gaseous sulfuric acid in the air.


Kay Gilmer of the Ohio EPA says emissions from AEP have exceeded sulfuric acid standards set by other states. However, she says people near the plant stacks aren’t in immediate danger. But she hesitates to say the air is perfectly safe to breathe.


“We didn’t have anything that would um … that we would … that we looked at that was exceptionally high. But, that was, I don’t want to say that to say we’re not concerned with the problem.”


Meanwhile, people near the plant say they’re tired of having their health jeopardized so people far away from them can breathe easier. They are working with state environmental groups to possibly fight the power plant in court.


For the Great Lakes Radio Consortium, I’m Natalie Walston.