Dear EarthTalk: Is there any environmental risk from all that Japanese tsunami debris that is starting to wash up on the U.S. west coast? -- Bailey Thigerson, Seattle, WA
The Japanese government estimates that some 1.5 million tons of debris is afloat in the Pacific Ocean as a result of the March 2011 earthquake, tsunami and nuclear disaster. No one knows exactly how much of this debris will wash up on American shores or end up absorbed by the water column or trapped in mid-ocean gyres, but state coastal authorities from California to Alaska are readying response plans.
Some 1.5 million tons of debris is afloat in the Pacific Ocean as a result of Japan's March 2011
One certain threat is invasive species. Scientists from Oregon State University’s Hatfield Marine Science Center confirmed the presence of dozens of species native to Japanese coastal waters—including barnacles, starfish, urchins, anemones, amphipods, worms, mussels, limpets, snails, solitary tunicates and algae—that were on a large floating dock in Japan that washed ashore at Agate Beach near Newport, Oregon in June 2012. According to researchers, the 66 foot long dock contained some 13 pounds of organisms per square foot, and an estimated 100 tons of living matter overall. While there is no evidence to date that anything from the float has established on U.S. shores, researchers fearing the worst but hoping for the best are continuing to monitor the situation.
Of course, what worries researchers more is that the dock may just be the tip of the iceberg, so to speak, in regard to what else might wash ashore. “I think that the dock is a forerunner of all the heavier stuff that's coming later, and amongst that heavier stuff are going to be a lot of drums full of chemicals that we won't be able to identify,” says Chris Pallister, president of the non-profit Gulf of Alaska Keeper, a group dedicated to cleaning marine debris from Alaska’s coastline. He worries that the onslaught of debris will be “far worse than any oil spill ... or any other environmental disaster we’ve faced on the West Coast” as a result of the sheer amount and variety of debris and the wide geographic scope it is likely to affect.
Officials at the U.S. National Oceanic and Atmospheric Administration (NOAA) believe the Japanese tsunami debris has already spread over an area of the Pacific Ocean roughly three times the size of the contiguous United States. While some of the debris has already made landfall in the U.S., the bulk of it will take several more months to make it across the Pacific. Seattle-based oceanographer Curtis Ebbesmeyer, who has been tracking huge gyres of trash in the ocean for two decades and runs the Beachcombers’ Alert website, thinks the majority of tsunami debris will reach U.S. shores as early as October 2012.
Another concern: Researchers were “startled” to find detectable levels of radioactivity from the Fukushima nuclear disaster in bluefin tuna, a favorite sushi fish, off the coast of California. While the levels of radioactive cesium were some 10 times higher than the amount measured in tuna off California in previous years, it is still below safe-to-eat limits in both Japan and the U.S. The researchers are continuing to study more bluefin tissue samples to see if elevated radiation levels persist, and are also looking into radiation levels in other long distance migratory species including sea turtles, sharks and seabirds.
Dear EarthTalk: I recently saw an article extolling the virtues of natural gas as an abundant, inexpensive and domestically produced automotive fuel. Is this going to be the automotive fuel of the future and how green is it? -- Jason Kincaide, New Bedford, MA
Federally-funded researchers at the Argonne National Laboratory are trying to improve the
It is difficult to say which of the growing number of fuel options will power the cars of the future. But natural gas, given its domestic abundance, low price and lesser carbon footprint, is certainly a contender, at least as far as researchers at the federally funded Argonne National Laboratory are concerned. Some of the same engineers there who developed the batteries now used in electric cars have been tasked with improving natural gas powered engine technologies, thanks to anticipated consumer demand for vehicles powered by something cheaper and greener than gasoline but without the hassles of other alternative fuels.
“Our conclusion is that natural gas as a transportation fuel has both adequate abundance and cost advantages that make a strong case to focus interest in the technology as a real game changer in U.S. energy security,” Mike Duoba, an engineer at Argonne’s Transportation Technology Research and Development Center outside of Chicago, told the Talking Points Memo news blog. “In terms of consumer ownership and use costs, the case to make a switch from current fuels to compressed natural gas (CNG) is much more compelling than for other alternative fuels like ethanol and electricity.”
Given this promise—in addition to a February 2012 Department of Energy announcement of a $30 million competition aimed at finding ways “to harness our abundant supplies of domestic natural gas for vehicles”—Duoba and his colleague have been ramping up vehicle systems analysis and engine research and testing around CNG as a way to wean ourselves off of foreign fuel sources.
Their goal is to improve the efficiency of the CNG combustion process so that it can fit into a new line of engines that can run on gasoline or CNG equally as well, giving consumers the flexibility of choice without any trade-offs. Duoba thinks such a vehicle would have significant consumer appeal, especially in light of sluggish sales of the latest round of electric vehicles from the major automakers.
“At least for some time, compared to plug-in vehicle batteries, CNG storage offers lower weight, higher energy storage and lower costs—as well as faster refueling/recharging.” And while CNG vehicles would generate emissions from their tailpipes, the Argonne team believes that their overall emissions footprint would be smaller than that of an electric vehicle drawing power from the fossil-fuel-based electric grid.
But to Duoba the appeal of CNG is more about reducing America’s dependence on foreign oil sources than on saving the planet. “Various technologies have been successful at reducing the environmental impact (criteria pollution) over the decades,” Duoba wrote. “To the extent that consumption of foreign petroleum has not been reduced to acceptable levels, this could be viewed as the principal motivation.”
But CNG faces the same major hurdle to becoming widely accepted as any other challenger to gasoline as king of the road: a lack of refueling stations. Whatever does finally unseat gasoline will no doubt have to have a system for refueling that rivals the convenience we’ve come to expect from our corner gas stations.
CONTACTS: Argonne Center, www.transportation.anl.gov.
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