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Scrubbers to clean up shipping

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Cargo ships are significant sources of global air pollution because of their fuel oil.  Most ships burn heavy fuel oil that is loaded with sulfur, so when it is burned it produces noxious gases and fine particles that can harm human health and the environment.  The International Maritime Organization enacted a mandatory cap of 0.5% for the sulfur content of marine fuels in 2020.  Heavy fuel oil has a sulfur content of 2 to 3 percent.

Shipping companies can comply by burning low-sulfur fossil fuels or biofuels, but these are much more expensive.  The most feasible and cost-effective option is to install exhaust gas cleaning systems, known as scrubbers. 

A scrubber is a huge metal tank installed in a ship’s exhaust stack.  Seawater is sprayed from nozzles to wash the hot exhaust.  The seawater reacts with sulfur dioxide and converts it to sulfates, which are environmentally benign natural components in seawater.

A study by the National Technical University of Athens in Greece has performed a lifecycle assessment of the use of scrubbers and has found that burning heavy fuel oil with the use of scrubbers can match or even surpass the benefits of using low-sulfur fuels.

Producing low-sulfur fuel causes additional greenhouse gas and particulate matter emissions in refineries. On the other hand, scrubbers reduce sulfur dioxide emissions by 97% and dramatically reduce other pollutants as well.

The study shows the importance of incorporating lifecycle assessments into evaluation of environmental impact reduction policies.

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Study: Burning heavy fuel oil with scrubbers is the best available option for bulk maritime shipping

Photo, posted August 3, 2015, courtesy of Lotsemann via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Rats and climate change

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Human activity has made rats one of the most prolific mammals on the planet. Our waste, buildings, and ships provide food, shelter, and transport.  In the United States alone, rats cost the country approximately $27 billion each year in damage to infrastructure, crops, and contaminated food supplies. Additionally, rats carry and spread over 50 zoonotic pathogens and parasites, impacting public health around the world.

Now, climate change is adding to the problem. According to a new study recently published in the journal Science Advances, urban rat populations are exploding as global temperatures rise.  The researchers found that Washington DC, San Francisco, Toronto, New York City, and Amsterdam had the greatest population increases.  In fact, over the past decade, rats increased by a whopping 390% in Washington DC, 300% in San Francisco, 186% in Toronto, and 162% in New York City.  The study, which examined data from 16 cities globally, found that 11 of them showed significant increases in rat numbers.

Only Tokyo, Louisville, and New Orleans bucked the trend with declining rat numbers.

According to the researchers, the best pest management strategies involve making the urban environment less rat-friendly as opposed to removing rodents that are already there.  An example would be putting trash in containers instead of bags on the street. 

There aren’t many perks to the changing climate – unless, of course, you’re a rat. 

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Increasing rat numbers in cities are linked to climate warming, urbanization, and human population

‘Perfect rat storm’: urban rodent numbers soar as the climate heats, study finds

Photo, posted September 25, 2018, courtesy of Tim Felce via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

The warmest year on record

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It came as no surprise that 2024 ended up as the warmest year on records. It was the hottest year since record keeping began in 1880.  The global average temperature was 1.28 degrees Celsius (or 2.3 degrees Fahrenheit) above the 20th-century baseline period of 1951-1980.  It was actually 1.47 degrees above the 1850-1900 average.

The Paris Climate Agreement has a goal to keep the global average temperature increase below 1.5 degrees Celsius over the long term.  Long term is specified because for more than half of 2024, average temperatures were more than 1.5 degrees above the baseline.

The temperature of an individual year can be influenced by various natural climate fluctuations, such as the presence of an El Niño or a La Niña condition in the Pacific, or volcanic eruptions.  A strong El Niño began in 2023 and continued throughout much of 2024.  That El Niño has abated, so it is no longer a factor in the global climate condition.

The global temperature is determined using surface air temperature data collected from thousands of meteorological stations as well as sea surface temperature data collected by ships and buoy-based instruments. 

When the climate changes, it is observed first in the global mean temperature.  Then there are changes seen on a continental scale and then at the regional scale.  Finally, changes are observable at the local level.  These changes are becoming more and more common as people’s everyday weather experiences become different from any they had encountered before.

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2024 Was the Warmest Year on Record

Photo, posted August 26, 2015, courtesy of Saskia Madlener / NASA via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Carbon levies for shipping

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The global shipping industry is responsible for 90 percent of world trade.  The ships crossing the world’s oceans emit nearly 3% of the global greenhouse gas emissions caused by human activity that are contributing to climate change.  Among the effects of climate change are sea level rise, which is threatening the very existence of small island nations.

One such nation is Tuvalu, which is a group of islands in the South Pacific.  Tuvalu has a total landmass of just 10 square miles, and sea level there is rising 1.5 times faster than the global average.  Predictions are that within 50 to 100 years, low-lying islands like those of Tuvalu could be fully submerged by the ocean.

Representatives from six Pacific Island states and a growing number of Caribbean nations known as the 6Pac+ Alliance are urgently calling upon the International Marine Organization to enact a mandatory universal levy of $150 per ton of shipping emissions from large commercial vessels. 

Most marine vessels typically run on highly polluting heavy fuel oil.  Burning really filthy fuel is the cheapest way to cross the oceans.  There are alternatives including entirely carbon-free technologies, but they will be expensive to implement and utilize.  The cost of shipping would undoubtedly go up and be especially felt by small island nations and in developing countries where most food is imported.

The idea behind putting a price on ships’ carbon emissions is to both provide a financial incentive for the shipping industry to reduce its emissions and provide revenue for countries that incur costs from dealing with rising seas.

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Pacific and Caribbean Island Nations Call for the First Universal Carbon Levy on International Shipping Emissions

Photo, posted November 23, 2006, courtesy of Stefan Lins via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Reducing emissions from cement

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Cement production accounts for about 7% of global carbon emissions.  It is one of the most difficult challenges for emissions reduction.  The emissions associated with producing cement come from both the energy used to provide heat for the process and from the chemical reactions that take place in the formation of cement.  Cement is an essential building block of society, and its use is not expected to decline over time.

A German company called Heidelberg Materials is embarking on an ambitious project to reduce carbon emissions from a cement plant in Norway.  They are building a facility to use absorbent chemicals to capture large quantities of carbon dioxide emitted through cement production.  More than half a ton of carbon dioxide arises from every ton of cement produced at the plant.

Once the carbon dioxide is captured it will be chilled to a liquid, loaded onto ships, and carried to a terminal farther up the Norwegian coast.  From there, it will be pumped into undersea rocks located 70 miles offshore and a mile and a half below the bottom of the North Sea.

With all of this complicated process going on, cement from the plant is likely to be quite expensive.  It might even be two or three times the price of ordinary cement.  Heidelberg Materials is counting on customers’ willingness to pay much more for cement that comes with green credentials. 

Can this be economically viable?  Heidelberg estimates that cement accounts for only about 2% of the cost of a large building project but as much as 50% of the emissions.  As a result, using carbon-free cement could be a relatively inexpensive way for builders to reduce emissions.

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Cement Is a Big Polluter. A Plant in Norway Hopes to Clean It Up.

Photo, posted May 7, 2016, courtesy of Phillip Pessar via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

A structural battery

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The size and especially the weight of batteries is a critical factor for most things that use them.  Battery weight is a key limitation for computers and cell phones. It is even more of a limitation for electric cars, ships, or planes.

If the battery of a device or vehicle can also function as a load-bearing structure, its weight and energy consumption can be dramatically reduced.  This concept of a structural battery is sometimes called massless energy storage.  It has the potential to halve the weight of a laptop computer, make cell phones as thin as a credit card, and increase the range of an electric car by as much as 70%.

Researchers at Chalmers University in Sweden have been working on structural battery technology for many years.  Their first published results in 2018 showed how stiff, strong carbon fibers could be used for chemical storage of electrical energy.

Since then, they have been creating batteries with increasing energy density.  Their latest versions still have only a quarter of the capacity of today’s lithium-ion batteries. But if batteries can be part of the structure of a vehicle, for example, and can be made of lightweight materials like carbon fiber, then the overall weight of the vehicle can be greatly reduced and not nearly as much energy will be needed to power it.

The goal of the Chalmers research is to achieve battery performance that makes it possible to commercialize the technology.  There is a lot of engineering work to be done before these structural batteries can go from laboratory proofs of concept to real world use.  But the potential is quite promising.

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World’s strongest battery paves way for light, energy-efficient vehicles

Photo, posted August 8, 2024, courtesy of NOI Techpark via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Revolution Wind installs first turbine

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Revolution Wind is an offshore wind farm being built by Rhode Island and Connecticut and is the first multi-state offshore wind farm in the United States.  Once completed, it will deliver 400 MW of power to Rhode Island and 304 MW of power to Connecticut.

Revolution Wind is a 50/50 partnership between Ørsted, the Danish multinational energy company, and Eversource, a major New England utility company.  The wind farm is located about 15 miles south of the Rhode Island coast and 32 miles southeast of Connecticut.  It is fairly close to the recently completed South Fork Wind, the first completed utility-scale offshore windfarm in the U.S. and was built by the same partnership.

The first Revolution Wind turbine was installed at the end of August and construction continues with the installation of foundations for the 65 turbines that will comprise the project.  More than three-quarters of the units were in place by the beginning of September.  Ships have also arrived on scene for cable-laying operations for the wind farm.  Onshore construction continues in North Kingstown, Rhode Island, on the project’s transmission system.  The turbines for the project are being assembled by local union labor in New London, Connecticut. 

Commercial operations at Revolution Wind will not begin until 2026.  Construction of the electrical substation necessary to connect the project to the regional electric grid is taking place on the site of a decommissioned naval air station and it is a time-consuming project because of the presence of buried waste and soil contamination.  The construction of the offshore wind farm itself will be completed in 2025.

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Revolution Wind installs first offshore turbine

Photo courtesy of Kate Ciembronowicz / Orsted via Revolution Wind.

Earth Wise is a production of WAMC Northeast Public Radio

Artificial reefs

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The coral reefs that surround tropical islands are a refuge for a wide variety of marine life and also form a natural buffer against stormy seas.  The changing climate is bleaching coral reefs and breaking them down.  Extreme weather events are becoming more common and are threatening coastal communities with flooding and erosion.

Researchers at MIT are designing architected reefs – sustainable offshore structures that mimic the wave-buffering effects of natural reefs and can also provide habitats for fish and other marine life.

There are already artificial reefs in a number of places used to protect coastlines.  These are typically made from sunken ships, retired oil and gas platforms, and even assemblies of concrete, metal, car tires, and stones.  Generally, it takes quite a lot of material to form an effective barrier to waves.

The MIT group has developed a cylindrical structure surrounded by four rudder-like slats.  Their experiments have shown that when this structure stands in the way of a wave, it efficiently breaks the wave and creates turbulent jets that dissipate the energy in the wave.  The engineers calculated that the new design could reduce as much wave energy as existing artificial reefs but use 10 times less material.

Based on the initial experiments with lab-scale prototypes, these artificial reefs would reduce the energy of incoming waves by more than 95%.

Coral reefs are only found in tropical waters, whereas these artificial reefs don’t depend on temperature and could be placed along any coastline for protection.  In a time of rising seas and increasingly frequent storms, these artificial reefs may be just what coastlines need.

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Artificial reef designed by MIT engineers could protect marine life, reduce storm damage

Photo, posted December 9, 2010, courtesy of Phoenix Wolf-Ray via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Mississippi River Running Dry | Earth Wise

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Water levels in the lower Mississippi River are running very low.  During September, the readings in Memphis, Tennessee were within inches of the all-time low.  The situation is causing real problems for the grain export industry.

The water levels of the lower Mississippi are determined by the amount of rainfall in the upper Midwest.  At the point where the Ohio and Mississippi Rivers come together, about 90% of the water headed for the lower Mississippi has been accumulated.

Almost 400 miles of the Mississippi have experienced water levels at or below critical levels for shipping.  During September, parts of the Mississippi have been closed to ship traffic more than 20 times.  At least 36 vessels were reported to have run aground.

The low water levels on the river have caused shippers of soybean and corn exports to lighten their loads to keep the vessels from running aground.  They have also reduced how many barges they pull at once in order to be able to navigate shipping channels that have narrowed because of the reduced water levels.

Fall is the busiest grain export season for the region.  About 60% of grain exports from the Midwest leave the U.S. through terminals on the Gulf Coast.  The low levels of the Mississippi River threaten gridlock for this vital industry.  It has caused freight costs to be the highest since historic river lows last year caused U.S. grain to be less competitive globally.

Unfortunately, October is not normally a strong precipitation month, but the hope is that the El Niño now underway may lead to increased precipitation in the Southern U.S.

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Mississippi River Nears Historic Lows, Putting Grain Exports at Risk

Photo, posted March 8, 2023, courtesy of Errol Sandler via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Powering Future Ships By Wind | Earth Wise

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An innovative project out of the UK seeks to reduce carbon emissions at sea by retrofitting large ocean vessels with ultramodern wing-sails to reduce the amount of fuel required to travel the oceans.

Powering ships by wind is certainly nothing new.  However, almost every large ship today is powered entirely by fossil fuels.  A company called Smart Green Shipping has developed retrofit wing-sails called FastRigs that can be installed on existing vessels to reduce fuel consumption. They are also working on additional wind-based technology that can supply all the power required for ships.

FastRig technology is designed to be retrofitted to existing commercial vessels with available deck space – typically bulkers and tankers.  There are about 40,000 such ships that are suitable for conversion to this hybrid power system.  Installing FastRigs is estimated to reduce greenhouse gas emissions by at least 20%.

The company and the UK’s University of Southampton have been funded to investigate the potential of the technology to reduce emissions from existing ships.  The research project will develop software tools to investigate the complex interactions between the wing-sails and ship hydrodynamics to accurately assess the impact on vessel performance.  The software tools will be able to predict the fuel savings delivered by wing-sails.

Smart Green Technologies is developing technology for 100% renewable-powered, new-build ships.  The goal is to create quieter, emission-free ships in the future that do no harm to ocean environments and improve air quality in ports, towns, and cities.  Wind power harnessed using sophisticated digital software and advanced engineering represents a promising way to reduce fuel consumption and related emissions from large ocean vessels.

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Future ships could be powered by wind to fight climate change

Photo, posted October 27, 2017, courtesy of Bernard Spragg via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Air Pollution In The Arctic | Earth Wise                     

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Climate change is shrinking the Arctic ice cover, which is making it easier for ships to travel along the northern coast of Russia, known as the Northern Sea Route or the Northeast Passage.  There is also the Northwest Passage, which connects the Atlantic and Pacific Oceans via waterways through the Canadian Arctic Archipelago.

More than 600 fishing vessels sail the waters of the Arctic Ocean, but these fishing vessels are not the worst offenders when it comes to the growing problem of air pollution.  Giant natural gas tankers are becoming a much bigger problem.

In 2021, only 26 natural gas tankers traveled through Arctic waters.  But these ships can be 1000 feet long or more and produce far more CO2 emissions than fishing boats.   In 2019, the tankers accounted for 28% of the emissions and the number of them cruising the Arctic has been growing.

As the ice cover in the Arctic continues to shrink, more and more ships of all varieties, including cruise ships, fishing vessels, as well as tankers, are coming north and spending more time in the Arctic.  Any increases in ship traffic will increase the pollutant load in the Arctic and the Arctic is one of the most vulnerable environments in the world.

Between 2013 and 2019, the aggregated nautical miles that vessels traveled in what is called the Polar Code area increased by 75%. It isn’t just that more ships like tankers are going there.  It is that their operational season is expanding.

Air pollution isn’t the only problem.  Shipping in the Arctic brings with it light pollution, noise, marine litter, and more.  Only zero activity has zero pollution.

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The worst polluters in the Arctic are not what you think

Photo, posted February 26, 2015, courtesy of Chris Parker via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

History Emerges In European Drought | Earth Wise

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During the summer, much of Europe faced a string of extreme heat waves and a devastating drought.  As a result, many reservoirs and rivers have shrunk back to reveal historical structures and relics that, in some cases, date back thousands of years.  Once-submerged villages, ships, and bridges have re-emerged this year.

In northwest Spain, a former village called Aceredo has reappeared after having been submerged 30 years ago when a hydropower dam flooded the valley where it was located.  Elsewhere in Spain, the Dolmen of Guadalperal, a 4000-5000-year-old stone monument often called the Spanish Stonehedge, has risen from a drought-stricken dam west of Madrid

In Italy, which is suffering from its worst drought in 70 years, the ruins of a bridge from the time of Nero are now visible in the Tiber River.   One of Germany’s largest reservoirs, the Edersee, has shrunk back so much that parts of Berich, a village that was flooded in 1914, can be seen.  In Serbia, water levels in the Danube River are so low that more than a dozen sunken Nazi boats from World War II have been exposed in the town of Prahovo.   In Northern England, the lower water levels of the Batings Reservoir have uncovered an ancient packhorse bridge.

The shrinking of riverbeds and reservoirs across Europe has attracted a great deal of attention, probably more than many other effects of the increasing number of extreme weather events because it is so visual.  But the frequency of extreme heat and drought is only likely to increase over time.

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Europe’s Shrinking Waterways Reveal Treasures, and Experts Are Worried

Photo, posted July 13, 2017, courtesy of Marco Brandstetter via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio

Shipping And The Endangered Whale Shark | Earth Wise

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Whale sharks are the largest fish in the world.  While they measure up to 60 feet long and weigh up to 15 tons – larger and heavier than a school bus – whale sharks are actually harmless.  They are a graceful, slow-moving, filter-feeding carpet shark.  They are found in marine environments around the world and play an important role in the marine food web and healthy ocean ecosystems.

Whale sharks are an endangered species.  According to the International Union for Conservation of Nature, growing human pressures are putting whale sharks at an increased risk of extinction.  The numbers of these gentle giants have declined by more than 50% over the last 75 years despite many international protections.  Fishing bycatch, poaching, and collisions with ships are the main drivers of the population decline. 

According to new research from marine biologists from the Marine Biological Association and the University of Southampton in the U.K., lethal collisions between whale sharks and large ships are vastly underestimated, and could be the reason why populations are continuing to fall.  Whale sharks spend a large amount of time in surface waters in coastal regions, and the research team theorized that collisions with ships could be causing significant whale shark deaths. 

In the study, researchers tracked the global movements of both ships and whale sharks, and then mapped so-called hotspots where their movements overlapped.  The research team found that more than 90% of whale shark movements fell under the footprint of shipping activity.

While many conservation measures have been taken to protect whale sharks, no international regulations currently exist to protect them from ship collisions.  The researchers say it’s time for that to change. 

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Shipping poses significant threat to the endangered whale shark

Whale sharks (Rhincodon typus)

Global collision-risk hotspots of marine traffic and the world’s largest fish

Photo, posted July 8, 2010, courtesy of Marcel Ekker via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Assessing Human-Caused Wildlife Mortality | Earth Wise

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Bycatch is the fishing industry term used to describe the deaths of non-target fish and ocean wildlife during the fishing process.  Some bycatch species are thrown away because regulations prohibit them from being kept.  Others are thrown out because they won’t fetch high enough prices.  According to some estimates, global bycatch amounts to about 10% of the world’s total catch. 

Approximately half of global bycatch is a result of trawling.  Trawling is a method of commercial fishing that involves pulling or dragging a fishing net – called a trawl – through the water or across the seabed in hopes of catching fish.  Commercial fishing companies favor towing trawl nets because large quantities of fish can be caught.  But the method is destructive to the seafloor and leads to the indiscriminate catch of all sorts of species, including whales, dolphins, porpoises, sharks, seals, rays, turtles, and seabirds. 

Researchers have developed a new method to assess the sustainable levels of human-caused wildlife mortality.  When this method is applied to a trawl fishery in Australia, it shows that the dolphin capture is not sustainable.  The study, led by scientists at the University of Bristol in the U.K. and United Arab Emirates University, modeled different levels of dolphin capture, including those reported in logbooks and those reported by independent observers.  According to the findings, which were recently published in the journal Conservation Biology, even the lowest recorded dolphin capture rates are not sustainable. 

The new approach is extremely adept at assessing human-caused mortality to wildlife, and can be applied to fisheries bycatch, hunting, lethal control measures, or even wind turbine collisions.

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Wasted Catch

Dolphin bycatch from fishing practices unsustainable, study finds

Photo, posted May 18, 2011, courtesy of Pete Markham via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Invasive Species On Ships In Antarctica | Earth Wise

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The Southern Ocean around Antarctica is the most isolated marine environment on Earth.  Antarctica’s native species have been isolated for the last 15-30 million years.  As a result, wildlife there has not evolved the ability to tolerate the presence of many groups of species.

New research by the University of Cambridge and the British Antarctic Survey has traced the global movements of all the ships entering Antarctic water and has found that Antarctica is connected to all regions of the globe via ship activity to an extent much greater than previously thought.  Fishing, tourism, research, and supply ships are exposing Antarctica to invasive, non-native species that threaten the existing ecosystems.

In all, the research identified over 1,500 ports with links to Antarctica.  From all these places, non-native species including mussels, barnacles, crabs, and algae attach themselves to ships’ hulls.  The process is known as biofouling. 

The greatest concern is the movement of species from pole to pole.  These species are already cold-adapted.  They may come on tourist or research vessels that spend the northern hemisphere summer in the Arctic before traveling south for the Antarctic summer season.

Mussels have no competitors in Antarctica should they be accidentally introduced.  Shallow water crabs would introduce a new form of predation that Antarctic animals have never encountered before.

Current biosecurity measures to protect Antarctica, such as cleaning ships’ hulls, focus on a small group of so-called gateway ports.  The new findings indicate that these measures need to be expanded to protect Antarctic waters from non-native species.

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Invasive species ‘hitchhiking’ on ships threaten Antarctica’s unique ecosystems

Photo, posted April 12, 2016, courtesy of NOAA’s National Ocean Service via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Floating Homes In The Netherlands | Earth Wise

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The Netherlands is a country that is largely built on reclaimed land and a third of it remains below sea level.  The Dutch have long experience with dealing with rising waters.  The city of Amsterdam has almost 3,000 houseboats in its canals.

As sea levels continue to rise across the globe, it is no surprise that the Dutch have taken the lead in creating communities composed of floating houses and buildings.

A floating house is a structure fixed to the shore, often resting on steel poles, and usually connected to the local sewer system and power grid.  They are much like ordinary houses except that instead of a basement, they have a concrete hull that acts as a counterweight, allowing them to remain stable in the water.

The ones in the Netherlands are often prefabricated, square-shaped, three-story townhouses.  Rotterdam, which is 90% below sea level, is home to the world’s largest floating office building as well as a floating farm.

Floating buildings have their challenges, not the least of which are the effects of severe wind and rainstorms, or even the passing of large ships which can make the buildings rock.  Infrastructure like electricity and sewer service is not that simple to implement for the buildings.  But the benefits of floating buildings may outweigh the costs.

For cities facing worsening floods and a shortage of buildable land, floating homes are a potential solution for expanding urban housing in the age of climate change.  Dutch engineers are spearheading floating building projects in Britain, France, and Norway, as well as in threatened island locations like French Polynesia and the Maldives.

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Embracing a Wetter Future, the Dutch Turn to Floating Homes

Photo, posted May 23, 2007, courtesy of Jeff Hutchison via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Reducing Emissions From Shipping And Aviation | Earth Wise

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The global marine shipping and aviation industries are each responsible for about 3% of greenhouse gas emissions.  These are relatively small numbers, but as other industries decarbonize, the contributions from shipping and aviation will loom larger and larger.

In October, both of these industries made commitments to reach net zero emissions by 2050.  How can they do it?  We don’t really have the details of the technologies to be used, and neither do these industries.  But there are ideas being considered.

For both ships and planes, the solution for short-distance trips can be electrification.  Electric planes are in the works for short distances.  Battery-powered container ships are also under development.  But the electrification of longer international and intercontinental routes for both industries is very difficult.  The size and weight of batteries needed for long hauls are major challenges to overcome.

The low-carbon solution slowly being deployed in aviation is sustainable aviation fuel made from renewable sources. Longer term, green hydrogen fuel for planes may be a solution.  For shipping, hydrogen may play an even larger role.  As in the other potential uses for hydrogen, the essential requirement is to be able to produce hydrogen in a way that does not emit greenhouse gases.

There are multiple ways to move towards the decarbonization of both aviation and shipping.  Which will turn out to be the most practical and successful is not yet known.  What is essential is for both industries to follow through on their commitments to research, develop, and deploy zero-carbon solutions.  They appear to have embraced the vision for the future.  Now comes the hard work of achieving that vision.

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Shipping & Aviation Plan To Go Net Zero. How?

Photo, posted August 8, 2014, courtesy of Tomas Del Coro via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Manatees And Pollution | Earth Wise

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Manatees are large, gentle, and curious marine mammals measuring up to 13 feet long and weighing up to 3,300 lbs.  There are three living species of manatees:  The Amazonian Manatee, the West African Manatee, and the West Indian Manatee, which is commonly found in Florida and the Gulf Coast.  Manatees inhabit the shallow, marshy coastal areas and rivers of the Caribbean Sea, the Gulf of Mexico, the Atlantic coast, the Amazon basin, and West Africa. 

The West Indian Manatee, which includes the Florida Manatee, is protected under the Endangered Species Act.  Today, the range-wide population is estimated to be at least 13,000 manatees, with more than 6,500 in the southeastern United States and Puerto Rico.

In Florida, an uptick in nutrient loading from nonpoint sources is triggering algal blooms in Indian River Lagoon and neighboring areas.  These algal blooms have decimated seagrass, manatees’ primary food source. 

As a result , manatees have starved to death by the hundreds along Florida’s east coast.  The state has recorded 974 manatee deaths in 2021, shattering previous annual all-time highs with still approximately two months to go.  Manatees, which need to eat between 100-200 pounds of seagrass daily, are now eating the seagrass roots, which permanently kills the aquatic plants.

Efforts are being made to replant seagrass and to restore clam and oyster beds so that the mollusks can help clean the water.  But manatees face a myriad of additional threats, including collisions with boats and ships, temperature changes, disease, and crocodile predation.

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Florida lawmakers hear Fish & Wildlife agency response to manatee death ‘catastrophe’

West Indian manatee

Preliminary 2021 Manatee Mortality Table by County

Photo, posted May 7, 2010, courtesy of Jim Reid/USFWS via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Right Whales And The Warming Atlantic | Earth Wise

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The warming of the Atlantic Ocean has driven the critically endangered North Atlantic right whale population from its traditional and protected habitat.  This has exposed the whales to more lethal ship collisions, increased entanglements with commercial fishing gear, and greatly reduced calving rates.

Since 2010, the calving rate has declined, and the right whale population has dropped by an estimated 26%.  Ten years ago, there were about 500 North Atlantic right whales; now there are an estimated 356.

These are some of the best studied whales in the oceans; scientists basically recognize each individual whale and when they are the victims of ship collisions or fishing entanglements, it is easy to identify which animal was killed.

Because of the warming climate, the Atlantic Meridian Overturning Circulation – an important system of surface and deep currents – has slowed down, causing the Gulf Stream to move north.  This has injected warmer and saltier water into the Gulf of Maine.  The warming Gulf of Maine has reduced the abundance of copepods, tiny crustations that are the favorite snack of right whales.   This has reduced whale calving rates and forced the whales to move north to the cooler waters of the Gulf of St. Lawrence.

For the past 6 years, more and more right whales have been observed feeding in the Gulf of St. Lawrence, where there were no protections in place to prevent ship strikes and fishing gear entanglement.  In 2017 alone, 17 right whale deaths were confirmed.

According to a recent report from Cornell University and the University of South Carolina, unless its management is improved, right whale populations will decline and potentially become extinct in the coming decades.

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Warming Atlantic forces whales into new habitats, danger

Photo, posted December 8, 2016, courtesy of Sea to Shore Alliance/NOAA via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

Cleaning Up Diesel With Bacteria | Earth Wise

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Mothballed military outposts with piles of rusting oil drums are not an unusual sight in Greenland.  There are about 30 abandoned military installations in Greenland and diesel that was once used to operate generators and other machinery has, in many cases, seeped into the ground.

Removing tons of contaminated soil from these sites is incredibly resource-intensive involving the use of aircraft and ships, so it has not really been practical.  As a result, Danish Defense and the engineering company NIRAS instead conducted a five-year experiment to optimize the conditions for naturally occurring soil bacteria to break down the contaminating diesel.

The experiment was performed at Station 9117 Mestersvig, an abandoned military airfield on the coast of East Greenland.  Forty tons of diesel fuel contaminated the soil there.

The remediation method using bacteria is known as landfarming and has most often been applied in warmer climates around the world.  This was the first large-scale test under Arctic conditions.

Landfarming works by distributing contaminated soil in a thin layer, which is then plowed, fertilized, and oxygenated every year to optimize conditions for bacteria to degrade hydrocarbons.

The site was monitored by scientists from the University of Copenhagen, and they found that after five years, the bacteria had bioremediated as much as 82 percent of the 5,000 tons of contaminated soil on the site. 

Based on these results, it appears to be feasible for naturally occurring bacteria to be used to remediate contamination in all of the 30 deserted military installations in Greenland as well as in other Arctic sites contaminated by diesel pollution.

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Bacteria used to clean diesel-polluted soil in Greenland

Photo, posted September 6, 2013, courtesy of Maj. Matthew J. Sala/The U.S. Air National Guard via Flickr.

Earth Wise is a production of WAMC Northeast Public Radio.

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