The residents of Shuangqiao village say that their homes are now nothing but places in which to wait for death.
In the paddy fields surrounding this small community in Hunan province, southern China, the rice is neglected and strewn with weeds. The vegetable plots stand empty, stripped of the green beans and cabbages that were grown as cash crops.
Underfoot, the earth has been poisoned to a depth of 20cm (8in). The water in the wells is undrinkable.
Tragedies like this — the legacy of China’s rush to get rich — are all too common. Yesterday more than 600 children in Shaanxi province were found to be suffering from lead poisoning caused by a nearby lead and zinc smelter.
The plight of Shuangqiao, however, where three people have died and 509 are sick from poisoning by the heavy metals cadmium and indium, produced by a nearby factory, has drawn widespread attention since residents took to the internet to air their grievances.
“We wouldn’t be here today if the Government had paid attention to us in 2006 when we first told them the factory in our village was spreading pollution,” said one villager, who gave his name only as Li, for fear of official retribution. “Now it’s the responsibility of the factory and the Government that ignored us to help us.”
The Xianghe Chemical factory now stands shuttered and closed. Angry villagers have scratched away its name at the gate and scrawled in white paint the words: “Give us back our green hills, our clean water, our fresh air. Give us justice. We want to live.”
The Government of Hunan province — among the world’s most important producers of heavy metals and one of the most polluted regions of China — has begun to take seriously the threat from rivers so filthy that the drinking water for tens of millions could be toxic.
The mayors of eight cities, including the man responsible for Shuangqiao’s 7,000 people, have signed a pledge to the provincial capital to clean up their act, or assume personal accountability that could cut short their careers.
For some, however, it is too late. Ouyang Guoping had to watch his elder brother waste away after he fell ill while processing toxic ore for the Xianghe factory. He died on July 18. At least two other villagers have died this year of chronic illnesses.
Mr Ouyang’s body is wasted and health checks have found high levels of cadmium in his blood. His wife is in hospital. “I have little hope. I know that her illness is incurable.”
Officials say that pollution reaches a radius of about 500m (1,640ft) around Xianghe factory. But evidence points to a more serious situation.
Waste water and earth from the processing of the heavy metals have been dumped into a narrow valley at the back of the plant. The stream runs into a river 500m away that feeds into the main Xiang River, which provides drinking water for 20 million people.
The factory was supposed to produce the feed additive zinc sulphate. Instead, it illegally processed ore from zinc production to extract cadmium and rare indium, a key material in liquid crystal display screens and solar panels.
The price of indium soared from less than $600 (£360) a kilogram in 2003 to $1,000 by 2006. China now meets 30 per cent of world demand and at its peak the Xianghe factory produced 300kg of indium a month.
Former workers say that everyone knew what was going on but that the Government turned a blind eye. Zhou Haiming, 37, a former factory employee, said that he should probably be in hospital but someone had to support the family. His parents, his wife and his 7-year-old son are all ill.
“We tried to complain but they made us shut up. Now we want them to move us away from this poisoned place but they refuse. My wife will die. And I have no hope for my son.”
Officials had told him that his land would be unusable for 60 years but that he could grow non-edible crops such as cotton or trees to clean the soil.
Farmer Yang has abandoned hope. “It’s the children, the children,” he lamented. “We want our children to have a future. We have to leave.”
Saturday, August 15, 2009
Friday, August 14, 2009
For Greening Aviation, Are Biofuels The Right Stuff?
Earlier this year, a Continental jet accelerated down the runway at George Bush Intercontinental Airport in Houston. Nothing out of the ordinary for Capt. Rich Jankowski, who countless times in his 38-year career had eased such two-engine Boeing 737-800s into the sky. Except on this experimental flight, one of the engines Jankowski relied on was burning fuel derived from microscopic algae to push the 45-ton aircraft into the air and keep it aloft — a first in aviation history.
Last year, Virgin Atlantic flew the first commercial jet on biofuels, a 40-minute jaunt between London and Amsterdam in which one engine burned a mix of 80 percent conventional jet fuel and 20 percent biofuel derived from coconuts and babassu nuts. Other test flights have followed, culminating in a 90-minute Japan Airlines flight with one engine burning a blend of biofuel from camelina — a weedy flower native to Europe — and regular jet fuel at the end of January.
As global economies strive to wean themselves off fossil fuels, one of the most daunting challenges is to find a replacement for the liquid fuels that power the world’s aircraft. Biofuels made from algae and non-food plants are now the leading contenders. While homes, cars, and offices can be powered by electricity produced from such renewable sources as solar, wind, and hydropower, there is little likelihood in the near future that battery power will be lifting a jumbo jet into the sky. And the global aviation industry uses an enormous amount of jet fuel — energy-dense kerosene — frequently referred to as Jet A or JP-8: The U.S. commercial airlines alone burn about 50 million gallons of jet fuel every day, at a cost of roughly $150 million.
That’s a lot of greenhouse gases, released right where they can do the most damage — high in the atmosphere. The warming properties of jet fuel exhaust are intensified at high altitude, where nitrogen oxides from the jet’s turbines react with other molecules in the upper atmosphere to increase levels of ozone, which traps heat, according to the Intergovernmental Panel on Climate Change. The water vapor that forms contrails and other chemically active gases emitted during flight also contributes to climate change. Although the amount of emissions from aircraft compared with other vehicles is relatively small — roughly 3 percent of total worldwide greenhouse gas emissions from fossil fuel burning — the mix of compounds in jet emissions and their release in the upper troposphere intensifies their heat-trapping power.
The environmental appeal of biofuels — especially if they are produced from algae or other non-food sources — is strong. Preliminary results from an Air New Zealand test flight in December show that burning biofuels — in this case jet fuel refined from jatropha oil — can cut greenhouse gas emissions by at least 60 percent compared to conventional fuel. And, as a bonus, about 1.4 metric tons of fuel could be saved on a 12-hour flight using a biofuel blend.
This month, the International Air Transport Association set a goal of achieving “carbon neutral growth”? — meaning an increase in air travel would not emit any more CO2 than the present fleet and flight schedule — by 2020. The keys will be increasing fuel efficiency by 1.5 percent per year and using biofuel blends, according to IATA.
The overwhelming challenge is how to produce enough biofuel to supply even a fraction of the more than 60 billion gallons of jet fuel burned every year by the world’s aircraft. Relying heavily on biofuels made from food crops — such as soybeans, sugar cane, or canola — would not only affect food supplies and increase food prices, but would produce significant greenhouse gases during the planting and harvesting of these crops, as well as from forest clearing for more agricultural land. Non-food plant sources, such as jatropha and camelina, are promising, but difficult to produce in large quantities and can end up displacing food crops or lead to deforestation if the price of fuel rises high enough. Finally, making large amounts of jet fuel from algae represents a major hurdle, from perfecting the algae’s growth to extracting the oil cost-effectively.
Last year, Virgin Atlantic flew the first commercial jet on biofuels, a 40-minute jaunt between London and Amsterdam in which one engine burned a mix of 80 percent conventional jet fuel and 20 percent biofuel derived from coconuts and babassu nuts. Other test flights have followed, culminating in a 90-minute Japan Airlines flight with one engine burning a blend of biofuel from camelina — a weedy flower native to Europe — and regular jet fuel at the end of January.
As global economies strive to wean themselves off fossil fuels, one of the most daunting challenges is to find a replacement for the liquid fuels that power the world’s aircraft. Biofuels made from algae and non-food plants are now the leading contenders. While homes, cars, and offices can be powered by electricity produced from such renewable sources as solar, wind, and hydropower, there is little likelihood in the near future that battery power will be lifting a jumbo jet into the sky. And the global aviation industry uses an enormous amount of jet fuel — energy-dense kerosene — frequently referred to as Jet A or JP-8: The U.S. commercial airlines alone burn about 50 million gallons of jet fuel every day, at a cost of roughly $150 million.
That’s a lot of greenhouse gases, released right where they can do the most damage — high in the atmosphere. The warming properties of jet fuel exhaust are intensified at high altitude, where nitrogen oxides from the jet’s turbines react with other molecules in the upper atmosphere to increase levels of ozone, which traps heat, according to the Intergovernmental Panel on Climate Change. The water vapor that forms contrails and other chemically active gases emitted during flight also contributes to climate change. Although the amount of emissions from aircraft compared with other vehicles is relatively small — roughly 3 percent of total worldwide greenhouse gas emissions from fossil fuel burning — the mix of compounds in jet emissions and their release in the upper troposphere intensifies their heat-trapping power.
The environmental appeal of biofuels — especially if they are produced from algae or other non-food sources — is strong. Preliminary results from an Air New Zealand test flight in December show that burning biofuels — in this case jet fuel refined from jatropha oil — can cut greenhouse gas emissions by at least 60 percent compared to conventional fuel. And, as a bonus, about 1.4 metric tons of fuel could be saved on a 12-hour flight using a biofuel blend.
This month, the International Air Transport Association set a goal of achieving “carbon neutral growth”? — meaning an increase in air travel would not emit any more CO2 than the present fleet and flight schedule — by 2020. The keys will be increasing fuel efficiency by 1.5 percent per year and using biofuel blends, according to IATA.
The overwhelming challenge is how to produce enough biofuel to supply even a fraction of the more than 60 billion gallons of jet fuel burned every year by the world’s aircraft. Relying heavily on biofuels made from food crops — such as soybeans, sugar cane, or canola — would not only affect food supplies and increase food prices, but would produce significant greenhouse gases during the planting and harvesting of these crops, as well as from forest clearing for more agricultural land. Non-food plant sources, such as jatropha and camelina, are promising, but difficult to produce in large quantities and can end up displacing food crops or lead to deforestation if the price of fuel rises high enough. Finally, making large amounts of jet fuel from algae represents a major hurdle, from perfecting the algae’s growth to extracting the oil cost-effectively.
Could Catching Swine Flu Be Good For You?
When word came in April that an entirely new, highly infectious disease--swine flu--was spreading beyond Mexico, this was the most paranoid city in the world. Land at the airport with a fever and runny nose, and you'd risk being quarantined for a week, just in case you'd brought the new disease with you.
People in this city, scarred by the SARS epidemic, still shudder when they hear someone cough. For Hong Kongers, the sound brings back memories of the scary time when the city nearly shut down and residents feared death from a new mystery disease. Schools were closed. When people left their homes--which wasn't often--many wore medical masks to reduce their exposure to anyone who might be sick.
Fast-forward. If you catch the flu in Hong Kong today--or in most places--you won't be rushed to the isolation ward just in case it proves to be the new swine flu. You'll be told to go home and rest and not cough on anyone. "Everyone has finally realized that this is going to spread," said Dr. Anthony Mounts, a flu specialist at the World Health Organization.
What a change.
That's because SARS and swine flu are proving such opposites. Both are new diseases, which means that none of the 6 billion people on the planet had immunity to them when they came on the scene. The World Health Organization feared that if they developed into full-blown pandemics and raced around the world, millions would die, defenseless against new strains.
People in this city, scarred by the SARS epidemic, still shudder when they hear someone cough. For Hong Kongers, the sound brings back memories of the scary time when the city nearly shut down and residents feared death from a new mystery disease. Schools were closed. When people left their homes--which wasn't often--many wore medical masks to reduce their exposure to anyone who might be sick.
Fast-forward. If you catch the flu in Hong Kong today--or in most places--you won't be rushed to the isolation ward just in case it proves to be the new swine flu. You'll be told to go home and rest and not cough on anyone. "Everyone has finally realized that this is going to spread," said Dr. Anthony Mounts, a flu specialist at the World Health Organization.
What a change.
That's because SARS and swine flu are proving such opposites. Both are new diseases, which means that none of the 6 billion people on the planet had immunity to them when they came on the scene. The World Health Organization feared that if they developed into full-blown pandemics and raced around the world, millions would die, defenseless against new strains.
So this is what Mars is Really Like!
NASA has released stunning photographs of the planet Mars. Taken by the Mars Reconnaissance Orbiter, the views are amazing! Some show the Victoria crater which has been explored close up by a rover vehicle for two years. Another shows a dust devil in the Martian atmosphere.
The new oblique view of Victoria Crater shows layers on steep crater walls, difficult to see from straight overhead, plus wheel tracks left by NASA's Mars Exploration Rover Opportunity between September 2006 and August 2008. The orbiter's High Resolution Imaging Science
Experiment camera shot it at an angle comparable to looking at landscape from an airplane window. Some of the camera's earlier, less angled images of Victoria Crater aided the rover team in choosing safe routes for Opportunity and contributed to joint scientific studies.
The new Victoria Crater image is shown in the accompanying image. It is available online at: http://www.nasa.gov/mission_pages/MRO/multimedia/mro20091012a.html
The Mars Reconnaissance Orbiter has been studying Mars with an advanced set of instruments since 2006. It has returned more data about the planet than all other past and current missions to Mars combined. For more information about the mission, visit: http://www.nasa.gov/mro.
The Mars Reconnaissance Orbiter is managed by the Jet Propulsion Laboratory, Pasadena, Calif., for NASA's Science Mission Directorate, Washington. JPL is a division of the California Institute of Technology, also in Pasadena. Lockheed Martin Space Systems, Denver, is the prime contractor for the project and built the spacecraft. The High Resolution Imaging Science Experiment is operated by the University of Arizona, Tucson
The new oblique view of Victoria Crater shows layers on steep crater walls, difficult to see from straight overhead, plus wheel tracks left by NASA's Mars Exploration Rover Opportunity between September 2006 and August 2008. The orbiter's High Resolution Imaging Science
Experiment camera shot it at an angle comparable to looking at landscape from an airplane window. Some of the camera's earlier, less angled images of Victoria Crater aided the rover team in choosing safe routes for Opportunity and contributed to joint scientific studies.
The new Victoria Crater image is shown in the accompanying image. It is available online at: http://www.nasa.gov/mission_pages/MRO/multimedia/mro20091012a.html
The Mars Reconnaissance Orbiter has been studying Mars with an advanced set of instruments since 2006. It has returned more data about the planet than all other past and current missions to Mars combined. For more information about the mission, visit: http://www.nasa.gov/mro.
The Mars Reconnaissance Orbiter is managed by the Jet Propulsion Laboratory, Pasadena, Calif., for NASA's Science Mission Directorate, Washington. JPL is a division of the California Institute of Technology, also in Pasadena. Lockheed Martin Space Systems, Denver, is the prime contractor for the project and built the spacecraft. The High Resolution Imaging Science Experiment is operated by the University of Arizona, Tucson
Wobbling Earth Triggers Climate Change
Regular wobbles in the Earth's tilt were responsible for the global warming episodes that interspersed prehistoric ice ages, according to new evidence.
The finding is the result of research led by Russell Drysdale of the University of Newcastle that has been able to accurately date the end of the penultimate ice age for the first time.
The new dates, which appear in the today's edition of Science
, show the end of the second last ice age occurring 141,000 years ago, thousands of years earlier than previously thought.
Using information gathered from a trio of Italian stalagmites, the research has punched a hole in the prevailing theory that interglacial periods are related to changes in the intensity of the northern hemisphere summer.
Drysdale and colleagues suggest that the Earth emerges from ice ages due in large part to changes in the tilt of the planet in relation to the sun, otherwise known as its obliquity. This affects the total amount of sunlight each hemisphere receives in its respective summer, rather than the peak intensity of the solar radiation during the northern summer.
Sediment on the sea floor contains accurate a record of what happened to the Earth's climate prior to the last ice age. But up until now dating the sediment and the evident climatic changes has not been possible.
The finding is the result of research led by Russell Drysdale of the University of Newcastle that has been able to accurately date the end of the penultimate ice age for the first time.
The new dates, which appear in the today's edition of Science
, show the end of the second last ice age occurring 141,000 years ago, thousands of years earlier than previously thought.
Using information gathered from a trio of Italian stalagmites, the research has punched a hole in the prevailing theory that interglacial periods are related to changes in the intensity of the northern hemisphere summer.
Drysdale and colleagues suggest that the Earth emerges from ice ages due in large part to changes in the tilt of the planet in relation to the sun, otherwise known as its obliquity. This affects the total amount of sunlight each hemisphere receives in its respective summer, rather than the peak intensity of the solar radiation during the northern summer.
Sediment on the sea floor contains accurate a record of what happened to the Earth's climate prior to the last ice age. But up until now dating the sediment and the evident climatic changes has not been possible.
$10 million fine agreed to in Bay Area oil spill
The Hong Kong-based company that operates the cargo ship that caused a 2007 oil spill in San Francisco Bay pleaded guilty Thursday to criminal charges.
Fleet Management Ltd. pleaded guilty to charges of obstruction, making false statements and negligent discharge of oil, and agreed to pay a $10 million fine under a deal reached with prosecutors. A federal judge still must approve the deal.
The Cosco Busan sideswiped the San Francisco-Oakland Bay Bridge on a foggy morning on Nov. 7, 2007. The ship spilled 53,000 gallons of oil into the water, killing thousands of birds and other wildlife and fouling miles of shoreline.
The ship's pilot, John Cota, was sentenced in July to 10 months in prison after pleading guilty to two misdemeanor charges.
Company director Aga Nagarajan appeared in court Thursday with lawyer Marc Greenberg, who entered the guilty pleas. They declined comment outside court.
U.S. District Court Judge Susan Illston scheduled a Dec. 11 hearing to decide whether the $10 million is enough punishment.
Poor training acknowledged
Court documents showed the company acknowledging its crew was poorly trained and the master failed to stop the pilot from leaving port in thick fog. The master admitted he could "suffer adverse personnel consequences" if he delayed departure, according to the court filing.
The poor training and the master's failure to delay departure led to the negligent discharge count.
The company was charged with obstruction and making false statements for creating and presenting to investigators false navigational documents.
The day after the accident, an unidentified Fleet executive ordered the ship's second officer to create a "berth-to-berth passage plan" that was supposed to have been made before the ship left port, according to the court document.
Another Fleet manager was aware of the document's creation and the ship's master signed the false passage plan "because he thought that not doing so would make the superintendents angry," according the joint factual statement signed by prosecutors and lawyers for the company.
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The false passage plan was given to Coast Guard investigators and a federal grand jury looking into the accident. Crew members also altered navigational charts after the accident, according to court records.
Oil washed up along 26 miles
The National Transportation Safety Board concluded earlier this year that a medically unfit pilot, an ineffective captain and poor communications between the two were the primary causes of the accident.
No one was injured in the crash, but the spill contaminated 26 miles of shoreline. It also killed more than 2,500 birds of about 50 species and delayed the start of the crab-fishing season. Cleanup efforts cost more than $70 million.
Fleet and Regal Stone Ltd., which owns the Cosco Busan, face several lawsuits from fishermen, cities along the bay and others affected by the spill.
Lawsuit Seeks to Halt U.S. Blasts in Canadian Marine Protected Area
Two environmental groups are taking the Canadian government to court to stop loud seismic blasting by an American research vessel that threatens endangered and threatened whales in a Canadian marine protected area.
U.S. researchers have asked Canada to grant a controversial seismic vessel access to the Endeavour Hydrothermal Vents, a marine protected area 250 kilometers (155 miles) off British Columbia's coast and a habitat of endangered blue whales, threatened fin whales, and other marine life.
On behalf of Living Oceans Society and the Canadian Parks and Wilderness Society, Ecojustice has filed a lawsuit alleging that Canada's Minister of Foreign Affairs cannot grant clearance to a foreign vessel that is expected to harass marine mammals in violation of Canadian law.
The plaintiff environmental groups are seeking a temporary injunction against the seismic research on Friday, August 14 in Federal Court in Ottawa.
That is the date that the RV Marcus Langseth, owned by the U.S. National Science Foundation and operated by Lamont-Doherty Earth Observatory of Columbia University, is scheduled to leave Astoria, Oregon for a month-long expedition to explore beneath the Pacific sea floor using loud blasts of sound.
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Blue whales are now beginning to resume their migrations from southern California to the north Pacific Ocean. (Photo by Zoran Kovacevic) |
"To ensure compliance with environmental laws, Canada should deny clearance to this vessel and refuse to sanction the harassment of endangered whales," says Lara Tessaro, the Ecojustice lawyer who represents the environmental groups.
"Seismic testing is known to cause hearing loss and behavioral disturbances in whales," says Kim Wright of Living Oceans Society, "Any research needs to be done in a way that does not threaten marine life in the area."
Funded by the U.S. National Science Foundation for use by U.S. universities, research institutes and government agencies, the 235 foot, 3834 ton RV Marcus Langseth generates three-dimensional images of magma chambers, faults and other structures miles below the seabed.
The ship is designed to pulse sound through seabottoms and read the return signals with arrays of hydrophones towed in "streamers" stretching as long as five miles.
The plaintiff groups complain that the RV Marcus Langseth "would cause intense acoustic disturbance from a 36 air gun seismic array, which would blast at 180 decibels every two or three minutes."
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Steam rises from a vent in the Endeavour Hydrothermal Vents Marine Protected Area. (Photo courtesy University of Washington, ROPOS, and Neptune Canada) |
Known as ETOMO: Endeavour Seismic Tomography Experiment, the research investigates the molten rock that is found beneath the Endeavour segment of the Juan de Fuca Ridge. The scientific team is led by Dr. Doug Toomey of the Department of Geological Sciences at the University of Oregon, and includes scientists from the University of Washington.
"The scientific objectives are to: (1) Determine if the segmentation and intensity of the magma-hydrothermal systems at the Endeavour ridge are related to magma supply or to the magma plumbing between the mantle and crust, and (2) Constrain the thermal and magmatic structure underlying the Endeavour hydrothermal system in order to understand the patterns of energy transfer," Dr. Toomey explains on his website.
The Endeavour Hydrothermal Vents were designated as Canada's first Marine Protected Area in 2003 to protect the deep ocean hydrothermal vents and unique species that live there.
"If marine animals can't find safety in the few areas set aside for them, where will they find it?" says CPAWS National Oceans Manager Sabine Jessen, "They have little chance of survival in the long term without these refuges from human disturbance."
The Lamont-Doherty Earth Observatory, LDEO, argues that because biologists are concerned that seismic pulses like those emitted by the Langseth could affect sea creatures, "the ship will take extensive precautions to minimize contact with marine mammals, some of which may be especially sensitive to sound."
Cruises will be scheduled to avoid migrations or other activities of many species, the observatory says on its website. "Before turning on the sound, the ship will search for submerged animals' vocalizations with the ship's microphones, as well as post observers to search visually from deck and, if needed, in aircraft or onshore."
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R/V Marcus G. Langseth (Photo courtesy LDEO) |
Tessaro told ENS in an interview that there is a difference between American and Canadian law with regard to harassing marine mammals.
In the United States, somebody who is going to conduct activities that harass or take marine mammals and should be mitigated can simply get a permit.
In Canada, two different laws apply. First, the marine mammal regulations flatly prohibit harassment. No one can obtain a permit to harass a whale or dolphin that is not at risk.
Second, under the Species At Risk Act, permits can be granted to harass endangered and threatened species, such as the blue whales and fin whales found in the vicinity of the Endeavour Hydrothermal Vents, but the researchers must take all reasonable measures to mitigate against harm to the animals.
"Our complaint against the federal government is that they are not using this provision," Tessaro said. "You can obtain a permit under the Species At Risk Act but LDEO has not done so."
Tessaro said that Canadian Department of Fisheries and Oceans officials who have examined the LDEO proposal "won't give us their advice, they refused last Friday."
"We've heard that they recommend additional mitigation," she said.
If researchers are to be allowed to conduct seismic testing in a Canadian marine protected area, says Tessaro, "it is better do it by permit - not just with a wink and nod."
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