Posts Tagged Oceans

Bunker Fuel Leaking From Tanker in San Francsico Bay

Posted by Josh on Friday, 30 October, 2009

KTVU:

A mile-long sheen of bunker fuel oil drifted from a tanker anchored in the still waters of the San Francisco Bay Friday, triggering an emergency response by the U.S. Coast Guard, authorities said.

A Coast Guard spokesman said the agency got a report at around 8 a.m. reporting the sheen of drifting oil and tarballs streaming from the rear of Panamanian registered tanker Dubai Star that was anchored 2 1/1 miles south of the Bay Bridge.

Petty Officer 3rd Class Melissa Lee said a massive response was under way.

“The leak occurred when they were transferring bunker fuel (from a barge to the tanker),” she said. “We are evaluating the situation and have resources responding. “

Friends of the Earth has a petition calling for the use of bunker fuel to be discontinued:

Bunker fuel is a toxic, asphalt-like substance that is causing air pollution and global warming, harming marine life, and damaging human health and the environment. I join with Friends of the Earth in calling on Congress to require the cruise and shipping industries to end their use of this dirty fuel and transition to cleaner alternatives.

Friends of the Earth and Clean Air Task Force submit the following written testimony to the Senate Environment and Public Works Committee last year:


BunkerFuelTestimony


Fish and Paint Chips Part II: The Politics of Ocean Trash

Posted by Josh on Monday, 28 September, 2009

This piece was originally published by DC Bureau. It has been republished here with permission. Learn more about DC Bureau.

Part I of Fish and Paint Chips, The Science of Trash, can be found here.

According to the Seattle Post-Intelligencer and other public information, the referendum was backed primarily by the American Chemistry Council (ACC), the plastics industry trade association, and the 7-11 chain of convenience stores. The ACC made local headlines with its all-out summer media blitz to promote the referendum, ultimately spending $1.4 million before the vote was held. In comparison, the Seattle Green Bag Campaign to support the fee raised less than $100,000.

In a press release trumpeting its victory, the ACC argued that whatever its environmental implications, plastic is good for the economy. The release repeated a common industry argument: recycling, not outright reduction, should be the centerpiece of any plastics policy. “[R]ecycling legislation in New York, California, Rhode Island, Delaware and cities across the country is expected to increase significantly the amount of plastic bags and wraps that are turned into new consumer products, such as durable decking, fencing, railings, shopping carts and new bags,” it stated. Indeed, the industry has long argued that if consumers recycle and reuse enough plastic, less of it enters the waste stream, so there is little need to rethink manufacturing strategies. The ACC’s PlasticBagFacts.org Web site repeats the argument: “Banning recyclable plastic bags will not solve the litter problem or reduce the amount of waste in our sewers and landfills. Litter must be addressed directly by targeting behavior and increasing access to recycling bins and waste receptacles.” Nowhere at the “Taxes And Bans Don’t Work” link is there a discussion of cutting unneeded plastic production in the first place. Nor is plastic the only interested party. Considering the seafood industry’s current scope ─ $55 billion a year, according to the 2009 International Association of Culinary Professionals award-winning book Bottomfeeder ─ it’s hard to imagine today’s legion of commercial fishing outfits, seafood restaurant chains and other players quietly giving up and going home, even if upcoming studies establish a link from seaborne toxics to humans. To take just one example, while the Red Lobster franchise is hardly the source of the problem, it has done little to educate consumers: the restaurant’s Web site has a link to a “Seafood & Health” page, but it consists only of recipe recommendations and a nutrition calculator designed to tout the benefits of fatty acids and other features of a seafood diet.

One of the problems with any political effort to reduce waste is that science, unlike campaign money, is often not directed at a specific outcome. Marcus Eriksen of the Algalita Foundation said that when it comes to studying the world’s pollution gyres, even groups that agree about the outlines of the problem often don’t see eye to eye on how to handle or study it. “When any issue becomes pop science, as ocean pollution is now, you get competition to be the go-to expert on the issue,” he said, pointing to his own group, NOAA and the Scripps Institution of Oceanography at UC San Diego as only the biggest of many figures in the field. But that friendly rivalry, he said, shouldn’t stand in the way of the greater good: “I’d love to see others doing more trawls, getting more data. [NOAA and Scripps] have only gone to the same gyre we have for the last 10 years” ─ the one located in the North Pacific ─ “and the question now is, what’s the global picture?” Without that kind of picture, it will be difficult to convince other governments, whether local or national, that their communities are contributing to the problem.

The ACC, for its part, argues that when it comes to tackling solid waste, plastic is the wrong focus. “Clearly, if you ban a plastic product, you’re going to have less of that plastic product,” said Keith Christman, senior director of market advocacy for the ACC’s Plastics Division. “That’s not really the question. The question is whether you have less total waste.” He suggested that localized bag bans or fees have no effect on pollution because the constant demand for bags means that consumers will find them one way or another. He pointed to an April 2008 garbage audit performed by a contractor for the city of San Francisco, where non-compostable plastic checkout bags have been banned at most stores since late 2007, that found retail bags as a percentage of total street litter had not decreased over the following twelve months. (Litter had, however, decreased overall by 17 percent.) He dismissed as ineffective Ireland’s 15 euro-cent bag fee, implemented in 2002, which a February 21, 2007, Reuters article said had reduced plastic bag litter by 95 percent. The article quoted environment minister Dick Roche as saying that the number of bags used by shoppers dropped from 328 per person before the fee to “as low 21 per head each year,” largely because shoppers had switched to reusable bags.

In broad terms, Christman’s message was consistent: “Litter is a problem bigger than any one entity.” He stressed ACC’s partnerships with retail stores to implement voluntary recycling measures under the aegis of its Keep America Beautiful program, and correctly pointed out that environmental impact studies suggest paper bags, because of their carbon dioxide implications, are not always a sound alternative to plastic. (Plastic “consumes 40 to 70 percent less energy to manufacture, generates 80 percent less solid waste, and produces 60 percent fewer atmospheric emissions,” according to the newest edition of the consumer product magazine Utne Reader.) However, canvas and even polyester bags, which are increasing in popularity, are much less harmful over time than paper or plastic, a point studiously ignored by a late 2007 report commissioned by the ACC’s Progressive Bag Alliance titled Life Cycle Assessment for Three Types of Grocery Bags, which includes a telling caveat: “This study did not examine the impacts associated with reusable cloth bags, so no comparison was made between the cloth bags and single-use polyethylene plastic bags. In other studies, however, cloth bags were shown to reduce environmental impacts if consumers can be convinced to switch.”

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Obama Administration Introduces New Ocean Management Plan

Posted by Josh on Friday, 18 September, 2009

GreenWire:

A comprehensive new ocean management plan proposed yesterday by the Obama administration aims to make sweeping changes in federal management and set ocean conservation as a top national priority. But translating those lofty goals into new approaches in agency management for land and water resources may prove difficult, ocean experts say.

“It’s an important day, these are great recommendations … but a big chunk of hard work lays ahead in fleshing out the details in this,” said Chris Mann of the Pew Environment Group, who contributed to an acclaimed national ocean report six years ago. “This is the ‘what’; we have to figure out how it is going to be carried out.”


09_17_09_Interim_Report_of_Task_Force_FINAL2


No Safe Harbor: The Shipping Industry’s Pollution Problem Part II: A Lack of Authority

Posted by Josh on Thursday, 3 September, 2009

This piece is reposted, with permission, from DC Bureau. Part One can be found here.

Although the original shipping emissions standards established in the MARPOL treaty went into effect in 2005, they were written in 1997, and getting the more stringent 2008 revisions past the onerous IMO regulatory process was a battle that exhausted the few environmental groups that even engaged in the first place. Furthermore, the rules still do not address CO2 or other global warming risks, and some observers fear it is now too late to make a push to change the rules again.

“When you look at that slow track” of revising the NOx and sulfur limits, said Jackie Savitz, a campaign director with the ocean-focused activist group Oceana, “in terms of global warming pollution we can’t have another twenty-year process. We don’t have that time to wait. So we’re pessimistic that the IMO will be the way to control global warming emissions from ships.”

But waiting has become standard for activists in this arena: the environmental provisions of MARPOL only became enforceable in the U.S. in January of this year, with the passage of the Act to Prevent Pollution from Ships.

Those global warming emissions, setting aside the health impact of sulfur and nitrogen output, are themselves considerable ─ and they are growing. The April report prepared for the IMO’s environment committee, officially titled Second GHG IMO study 2009, found that combined domestic and international shipping accounts for about 3.3 percent of the world’s total CO2 emissions, more than railroad freight (0.5 percent) and airlines (1.9 percent) combined. Unfortunately, the report noted that the interaction of black carbon with snow melt “has not yet been calculated for ship emissions,” a glaring omission when viewed alongside the mounting evidence that black carbon is second only to CO2 in its global warming impact. According to an April 15 article in the New York Times on Third World sources of black carbon, the substance accounts for about 18 percent of the planet’s warming, while CO2 accounts for about 40 percent. No other pollutant comes close.

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NOAA 2009 Ecosystem Status Report

Posted by Josh on Wednesday, 2 September, 2009

Associated Press:

PORTLAND, Maine — The basic makeup of the ocean waters off the Northeast and the mid-Atlantic region has fundamentally changed in the past 40 years because of climate change, commercial fishing pressures and growing coastal populations, according to a new report.

The 2009 Ecosystem Status Report says fish populations in U.S. waters from North Carolina to Maine have moved from their traditional home grounds because of a changing environment and human activities.

The report is the broadest study that researchers have undertaken for U.S. waters in the Northwest Atlantic Ocean, Michael Fogarty, who headed the study, said Tuesday. The findings show how interconnected the ecosystem is, he said.


NOAA 2009 Ecosystem Status Report


No Safe Harbor: The Shipping Industry’s Pollution Problem Part I: Low-Hanging Fruit

Posted by Josh on Wednesday, 2 September, 2009

This piece is reposted, with permission, from DC Bureau.

The shipping industry is an invisible and nearly unregulated environmental disaster, and if you haven’t heard much about its poor record, you’re not alone. Compared to power plants, cars and even commercial aviation, shipping has drawn little scrutiny ─ it gets few mentions in the media, and activist groups tend to focus their attention elsewhere. Seen as little more than an expensive tourist option or a humdrum conveyor of goods, the modern sea vessel is a mystery to the average person, either a love boat or a floating tractor trailer. If there were no pirates or seasick honeymooners, the shipping industry would barely register in the public consciousness.

This invisibility is unfortunate, because toxic shipping emissions bring about the premature deaths of thousands of people living near ports every year. Worldwide, cargo shipping pumps out more carbon dioxide (CO2) annually than the United Kingdom (UK). Most commercial ships are powered by a thick brew of sulfur and sludge called bunker fuel with a deserved reputation as one of the dirtiest energy sources on earth, even among industry representatives. Bryan Wood-Thomas, the vice president for environmental policy at the World Shipping Council (WSC), which represents many of the biggest shipping companies (including Møller-Mærsk, the world’s largest) in Washington, D.C., called bunker fuel “the residual crap that comes out of [oil] refineries.” It is so thick, he said, that “if you put a chunk on your desk, it would keep a three-dimensional shape.” Engineers need to liquefy it through super-heating before putting it into a ship’s fuel lines because it would otherwise clog them.

The high sulfur content of this fuel, which leads to sulfur-heavy emissions, is only one danger. Ships are prodigious emitters of several so-called criteria pollutants, those that are most heavily regulated under the Clean Air Act because they are the most dangerous to human health, including fine particulate matter (PM2.5), nitrogen oxides (NOx) and sulfur oxides (SOx), the last of which not only harms lungs but can lead to acid rainfall. In addition to these risks, many observers (including some industry representatives) consider shipping a low-hanging fruit in the battle against global warming. Arctic shipping lanes can mean a quick melting death for polar sea ice thanks to emissions of black carbon, a sooty residue that absorbs heat and settles on anything it touches. As David Marshall, an activist with the Clean Air Task Force, somewhat casually put it in an interview for this article, “If the Greenland ice shelf collapses, we’re looking at significant sea rise.”

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Testing the Waters: A Guide to Water Quality at Vacation Beaches

Posted by Josh on Friday, 31 July, 2009

From NRDC.


Testing the Waters


Study: Seafood Could be Gone by 2048

Posted by Josh on Monday, 8 June, 2009

Depressing news:

Unless humans act now, seafood may disappear by 2048, concludes the lead author of a new study that paints a grim picture for ocean and human health.According to the study, the loss of ocean biodiversity is accelerating, and 29 percent of the seafood species humans consume have already crashed. If the long-term trend continues, in 30 years there will be little or no seafood available for sustainable harvest.

Read more here.