Interview: Book Blames Coast Guard for Invaders

  • Ships sometimes bring unwanted travelers with them (Photo by Lester Graham)

Invasive species hitchike on foreign cargo ships and end up in US waterways. Lester Graham talked with the author of a new book about why the government has done so little to stop these aquatic invaders that are damaging the environment:

Transcript

Invasive species hitchike on foreign cargo ships and end up in US waterways.
Lester Graham talked with the author of a new book about why the government has done so little to stop these aquatic invaders that are damaging the environment:

Lester Graham: “Maybe you’ve heard about Zebra Mussels. The thumbnail-sized mussels have invaded freshwater lakes, rivers, clogged water intake pipes, and damaged the environment across a good portion of the US – and they’re still spreading. The Zebra Mussel is just one of dozens and dozens of invasive species brought into the US by foreign cargo ships entering the Great Lakes though the St. Lawrence Seaway, which connects the Atlantic Ocean to the Great Lakes. What happens is ships in Europe or Africa or Asia take on ballast water, sucking up millions of gallons of water from a foreign port. Aquatic life is sucked up with it. Then, as the ships take on cargo in the Great Lakes, the ballast water is discharged, and with it things like Zebra Mussels and other foreign pests. Many of those species have spread from the Great Lakes into the Mississippi River system, and then transported by recreational boating in every direction from there. Jeff Alexander has written a book that chronicles not only those invasions, but the utter failure of the government to do anything effective to stop these introductions. Jeff, you make the argument that these invasive species, biological pollution if you will, amount to a more serious environmental disaster than the Exxon-Valdez oil spill in Alaska. How’s that?”

Jeff Alexander: “Well the Valdez, there’s no discounting the severity of the Valdez oil spill. But oil spills, over time, can be cleaned up to a certain extent, and the ecosystem can recover. In the Great Lakes, ocean freighters have brought in 57 species, they’ve caused billions of dollars in damage, and they’ve transformed the entire ecosystem.”

Graham: “There are eight states that border the Great Lakes, and members of Congress are aware of this problem, why haven’t they taken action to ensure this problem is dealt with once and for all?”

Alexander: “The shipping lobby has been very effective at keeping regulations at bay, the Coast Guard, which is the lead agency in the US, has just totally dropped the ball on this issue. They’re the ones who’re supposed to be the guardians of the Great Lakes when it comes to ships, and the Coast Guard is very close to the shipping industry. They have social events together every year. A lot of people blame the shipping industry for this problem, but I tend not to. They certainly have fought the regulations but, in the end, the reason that we have regulatory agencies is to protect public health and the environment. And our regulatory agencies haven’t done the job, and our politicians haven’t done the job – no one seems to have the backbone to stand up to the shipping industry and deal with this problem.”

Graham: “Are the foreign ships that bring in this cargo and take away grain or the other things from the Midwest so economically valuable that it is worth this economic and environmental cost?”

Alexander: “There is some debate on that, but the best economic study estimated if we kept these ocean freighters out of the Great Lakes, made them offload their cargo in Montreal and put it on trains and trucks, it would cost us an extra $55 million a year to move that cargo. That’s compared to the estimate of $200 million a year that foreign species are costing us in terms of economic and environmental damage. It’s not a stretch to make the case that the environmental and economic costs have far exceeded the economic benefits.”

Graham: “Jeff Alexander’s new book is ‘Pandora’s Locks: The Opening of the Great Lakes St. Lawrence Seaway’. Thanks, Jeff.”

Alexander: “Thank you.”

Jeff Alexander spoke with The Environment Report’s Lester Graham.

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Venturing Down Into the Seaway Locks

  • People have depended on the locks of the Great Lakes and St. Lawrence Seaway for decades. (Photo by David Sommerstein)

The locks and channels for ships in the Great Lakes and St. Lawrence Seaway are getting old. Some were built more than 75 years ago. The U.S. and Canada are conducting a multi-million dollar study to determine how to keep the aging waterway functional, so ships can continue to haul cargo between the Great Lakes and the Atlantic Ocean. While the Seaway is closed in winter, workers empty the locks of their water for annual maintenance. The Great Lakes Radio Consortium’s David Sommerstein climbed eight stories down to the bottom of one lock on the St. Lawrence River to see how it’s going:

Transcript

The locks and channels for ships in the Great Lakes
and St. Lawrence Seaway are getting old. Some were built more
than 75 years ago. The U.S. and Canada are conducting a multi-
million dollar study to determine how to keep the aging waterway
functional, so ships can continue to haul cargo between the Great
Lakes and the Atlantic Ocean. While the Seaway is closed in winter,
workers empty the locks of their water for annual maintenance. The
Great Lakes Radio Consortium’s David Sommerstein climbed eight stories
down to the bottom of one lock on the St. Lawrence River to see how
it’s going:


If you’ve never seen a lock before, it’s basically a long, concrete channel filled with water. A freighter goes in one end. Gates close in front and behind it, so the water level can be raised or lowered to move the ship up or down, and out the other end.


Here, that channel’s empty and dry and you can see how huge this lock really is. I get a queasy feeling as I ease onto the steep metal stairs. I can see the lock floor 80 feet below me. Maintenance director Jesse Hinojosa radios down to the bottom. He says workers lose track of how often they climb the stairs.


“We should get a good count of that. They go up and down all day long on it.”


(sound of steps)


I take it step by step. There’s a temporary roof overhead. The only light comes from floodlamps.
The lock gates are open so they can be worked on, so at one end of the lock are stoplogs – stacked steel that temporarily keeps the river out. Still, some water rushes through and has to be pumped out.


(sound of water rushing)


Paul Giometta tops off the fuel tank of one of 10 furnaces that heat the area. He wears a fleece hat and big yellow boots. During the shipping season, he helps guide freighters’ in and out of the lock. But in the winter, he shifts to a totally different line of work.


Giometta: “Chipping concrete, stuff like that, painting, whatever has to be done.”


Sommerstein: “It’s an old lock, there’s a lot of chipping concrete.”


Giometta: “Oh, yeah, there’s no end to that. What you fix today, years later you start all over again.”


Winter maintenance has been an annual job on this lock since the Seaway system opened in 1959. The scale of the work is almost impossible to wrap your mind around. To raise or lower a freighter, the lock flushes 22 million gallons of water in just 7 minutes. It uses gears, valves, tunnels, and huge gates to accomplish the task. Most of that equipment is original, now almost 50 years old. Every winter, it all has to be checked out and tested. Some parts are replaced.


Tom Levine directs the Seaway’s engineering department. He points to the lock’s crumbling concrete walls. He says that’s one of the biggest problems.


“The bad stuff, where the bad concrete is, you take a hammer, it sounds like a hollow wall, and these walls where you’re looking at are like 60 feet into the backfill. I mean, solid concrete, I mean, you wouldn’t believe it.”


Albert Jacquez holds his hardhat and looks up at the walls. He’s the St. Lawrence Seaway’s U.S. Administrator, based in Washington. His demeanor is like that of a homeowner wincing at his rickety porch or rotting roof.


“Well, what I see is a system that has worked well for half a century, but that in the near future needs a major overhaul.”


There are 22 other locks in the Great Lakes-St. Lawrence Seaway system. Most are owned by Canada. A binational study is underway to answer a critical question: how much will it cost to keep repairing all these locks and other infrastructure so they work for another 50 years? Jacquez says the answers the study finds could determine whether the Seaway gets a facelift or is left as is until it fails.


“Whatever those decisions are will be what they are, whether it’s ‘we’re gonna invest or we’re not gonna invest’, but they at least need the baseline numbers so that they know what they have ahead of them.”


But the study has been delayed. Lawmakers will have to wait at least a year longer than they expected because the project is so big. And President Bush has cut funding for the study in his budget plan by more than a half, which could delay it even further.


Meanwhile, keeping the Seaway open becomes more of a challenge every year. Jacquez says it’s like an old car.


“As it ages, we have to spend more and more time on it because we have more work to do.”


And workers face a hard deadline. Before spring shipping begins, where we’re standing will be flooded under 30 feet of water, so the lock can be ready to welcome the first freighter of the season.


For the GLRC, I’m David Sommerstein.

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Endangered Mussel Rides to Renewal

  • Biologists release bass, gills laced with Higgin's Eye Pearly Mussel larvae, into the Mississippi River. Photo courtesy of the Minnesota Department of Natural Resources.

Up and down the Mississippi River, people once collected tons of mussels for the pearl button industry. Factories stamped out pearl buttons from the shells, sometimes wiping out 50,000 tons of mussels annually in the early part of the last century. In recent years, the biggest threat to local mussel species has come from the zebra mussel. That invasive species came to North America in the ballast water of ships and has since disrupted many local ecosystems. Today, there’s a new effort underway to bring back local species like the Higgin’s Eye Pearly Mussel, and it’s in an unlikely place. The Great Lakes Radio Consortium’s Todd Melby has this report:

Transcript

Up and down the Mississippi River, people once collected tons of mussels for
the pearl button industry. Factories stamped out pearl buttons from the shells,
sometimes wiping out 50,000 tons of mussels annually in the early part of
the last century. In recent years, the biggest threat to local mussel species
has come from the zebra mussel. That invasive species came to North America in
the ballast water of ships and has since disrupted many local ecosystems. Today,
there’s a new effort underway to bring back local species like the Higgin’s
Eye Pearly Mussel. And it’s in an unlikely place. The Great Lakes Radio Consortium’s
Todd Melby has this report:


Urban areas like Minneapolis-Saint Paul might seem like an unusual
location to boost the population of an endangered species.


But it’s here, below a busy bridge that spans the Mississippi River, that
biologists are searching for a safe place for their project. Divers have
just come up from the bottom of the river with a few mussel specimens.


“Well, we’ve got Big Toe, Maple Leaf, Three Ridge. Good enough I think.”


That’s Mike Davis rattling off the names of mussel species. Davis is
a biologist with the Minnesota Department of Natural Resources. The fact that
some mussels live in this part of the river makes Davis think that this
might be a good spot for the Higgin’s Eye. The Higgin’s Eye, which has an olive-
colored shell, has been languishing on the Endangered Species List since
1976.


Just two decades ago, this part of the river suffered from sewage runoff. The river is cleaner now and some mussels have returned. But not the Higgin’s Eye. And that has Roger Gordon worried. He’s a biologist with the U.S. Fish and Wildlife Service.


“They function as the kidneys of the river, more or less. They siphon everything that
goes through the river. They are a very good indicator species if we have a problem in the environment. They are usually the first species to get hit hard and disappear.”


For the past decade or so, it’s been the zebra mussel that’s been hitting the Higgin’s Eye. But the zebra mussel hasn’t made it to this part of the river. That’s why biologists are on a small flotilla of boats on this morning with 800 large-mouth bass. The bass and the Higgin’s Eye have a strong connection. Attached to the gills of those bass are thousands of Higgin’s Eye larvae.


“Right now, we’re counting fish in the cage. We have a known number of fish, 25 in
this case, that we’re going to place in these cages. And hopefully over the next several weeks, they’ll drop off and we’ll have clams in the river.”


Melby: “You’re putting them in the bucket?”


“Right now we’re putting them in a bucket and placing them in the cage over the
side of the boat.”


(sound of buckets banging and water sloshing)


The bass are put in cages so they don’t swim somewhere that’s not a good home for the Higgin’s Eye. In the wild, adult females mussels shoot embryos at unsuspecting fish swimming overhead.


“The larvae have a chemo-receptor in them. When they touch flesh, they actually shut. It’s a one-shot deal. If that fish clamps on a fin or an eyeball or a lip, it’s a no-go. He’s not going to develop. But if he’s lucky, and he just happens to be going through a gill arch of a fish and it’s the right fish, the right species of fish and the right size fish, it
will shut on that gill.”


But the Higgin’s Eye population is too low to leave to chance.


(Bubbling sounds of fish hatchery)


So Gordon and his colleagues bumped up the number of mussel larvae
per fish here at a federal fish hatchery in Genoa, Wisconsin. Instead of just a
few larvae per fish, the bass dropped into the Mississippi have several dozen
larvae attached to their gills.


That prep work took place inside the “Clam Shack,” which is really
just a metal pole barn that biologists built themselves.


“We didn’t have any money to do this. We scraped up and saved up at the end
of the year. We had seven or eight-thousand dollars. The hatchery guys just got together and built this little building.”


Since beginning their work two years ago, they’ve added approximately
12,000 mussel-rich fish to rivers in Wisconsin, Illinois, Iowa and Minnesota.


“We’re probably going to have to build another little building
like this. But we’ll scrape along and do what we can.”


Back on the river, Mike Davis of the Minnesota DNR calls the return
of the Higgin’s Eye historic. But with the zebra mussel closing in on native
mussel species like the Higgin’s Eye, he’s also a bit wistful.


“The former dead zone of the Mississippi may become
one of the last refuges for the Mississippi’s mussel species.”


In September, divers return to that same spot to check on the Higgin’s
Eye. They hope to find thousands of young clams nestled safely in their new
home. For the Great Lakes Radio Consortium, I’m Todd Melby.

Federal Proposal May Drown Farmland

It doesn’t happen very often, but for the last year, a republican
governor, the farming community, and environmentalists have been working
together to protect endangered wetlands, by taking certain farmlands out
of production. But now, a new federal proposal could be separating the
groups. The Great Lakes Radio Consortium’s Jonathan Ahl has the story: