Author Archives: Jon

Carpe Carp: A proposed remedy for invasive aquatic species

Taras Grescoe, (bio, slightly out of date,

here; in a Times Op-Ed called “How to Handle an Invasive Species? Eat It,” has a proposal for dealing with, among other invasive species, the Asian carp.

Closer to home, the Asian carp, which has been working its way north from the Mississippi Delta since the 1990s, is now on the verge of reaching the Great Lakes. This voracious invader, which weighs up to 100 pounds and eats half its body weight in food in a day, has gained notoriety for vaulting over boats and breaking the arms and noses of recreational anglers.


it is high time we developed a taste for invasive species

Having outcompeted all native species, it now represents 95 percent of the biomass of fish in the Illinois River and has been sighted within 25 miles of Lake Michigan. The only thing preventing this cold-water-loving species from infesting the Great Lakes, the largest body of fresh water in the world, is an electric barrier on the Chicago Sanitary and Ship Canal.

One of the great unsung epics of the modern era is the worldwide diaspora of marine invasive species. Rising water temperatures brought on by global warming have allowed mauve stingers and harmful algae to thrive far beyond their native habitats. Supertankers and cargo ships suck up millions of gallons of ballast water in distant estuaries and ferry jellyfish, cholera bacteria, seaweed, diatoms, clams, water fleas, shrimp and even good-sized fish halfway around the globe.

Thanks to the ballast water discharged by ships entering American ports, Chinese mitten crabs now infest San Francisco Bay, and the Chesapeake’s oysters are preyed upon by veined rapa whelks native to the Sea of Japan. Sixty percent of the species in the St. Lawrence River were introduced by ships that ply the seaway to Lake Ontario. Continue reading

Toolmonger: BCB Mini Work Tool (Flat Multitool)

Dan Kitchen reviews the BCB Mini Work Tool at Toolmonger:

The BCB Mini Work Tool looks like a miniature version of the ATAX tool that Toolmonger [photopress:BCB_miniwork_tool.jpg,thumb,alignright]featured a few weeks ago. This credit card-sized piece of stainless steel integrates 11 tools in its simple frame, including a knife, saw, bottle opener, flat screwdriver, and a hole that can be used as a wrench.

BCB Miniwork Tool

[BCB Survival USA]

Matthew Wald on the peculiar economics of nuclear waste

Matthew Wald has a piece in yesterday’s Times about the rules governing the growing piles of waste from nuclear power plants, which the federal government is obliged to store – indefinitely, for all practical purposes. [photopress:NRC_yucca_drawing.jpg,thumb,pp_image]

What’s most disturbing isn’t actually new

– Wald’s explanation of the long-standing setup is troubling enough:

  • The federal government has obliged itself to “dispose” of nuclear waste for a fee of one-tenth of a cent per kilowatt-hour
  • Because it hasn’t taken the waste away on time – nuclear utilities have sued the federal government for their costs in storing the waste until it’s picked up
  • it was supposed to have started picking up the waste in 1998
  • this is costing about $500 million per year; because these payments are the result of lawsuits – they’re paid out of a “judgment fund,”

According to Wald,

Initially, the Energy Department tried to pay the damages out of the Nuclear Waste Fund, the money collected from the nuclear utilities, plus interest, which comes to about $30 billion. But other utilities sued, saying that if the government did that, there might not be enough money left for the intended purpose, building a repository. So the government now pays the damages out of general revenues.

The damages are large relative to the annual budget of the Energy Department, which is about $25 billion. But the money comes out of the Treasury, not the Energy Department. Under a law passed in the Carter administration, such payments are recognized as obligations of the federal government and no further action by Congress is required to make them.

The money comes out of a federal account called the Judgment Fund, which is used to pay settlements and court-ordered payments. For the last five years, the fund has made payments in the range of $700 million to $1 billion, with the average payment being $80,000 to $150,000. In contrast, payments to utilities have been in the tens of millions.

Matthew Wald, “As Nuclear Waste Languishes, Expense to U.S. Rises,” The New York Times

, 17 February 2008.

Perhaps a useful goal here would be, at a minimum, to attribute these costs to the cost per kilowatt hour of nuclear power. Strong evidence that, before we see nuclear power as central to our energy problems, we hedge our bets with safer options.

Lawrence Livermore lab explanation of the Yucca Mountain project here.

New York Times/AP: Urgent Marine Corps requests for armored vehicles lost, refused; Congress misled about reasons

In earlier wars, failures to supply troops were the basis of scandals. Shouldn’t they be now? From yesterday’s New York Times:

Hundreds of United States marines may have been killed or wounded by roadside bombs in Iraq because Marine Corps officials refused an urgent request in 2005 from battlefield commanders for blast-resistant vehicles, an internal military study concludes.

The study, written by a civilian Marine Corps official, accuses the service of “gross mismanagement” in delaying the deliveries of the mine-resistant, ambush-protected trucks for more than two years.

Maj. Manuel Delarosa, a Marine Corps spokesman, called the study “predecisional staff work” and said it would be inappropriate to comment on it.

Cost was a driving factor in the decision to turn down the request for the vehicles, known as MRAPs, according to the study. Authorities in the United States saw the vehicles, which can cost as much as $1 million each, as a financial threat to programs aimed at developing lighter vehicles that were years from being fielded.

After Defense Secretary Robert M. Gates declared the MRAP the Pentagon’s No. 1 acquisition priority in May 2007, the trucks began to be shipped to Iraq in large quantities.

The vehicles weigh as much as 40 tons and have been effective at protecting American forces from roadside bombs, the weapon of choice for Iraqi insurgents. Only four American service members have been killed by such bombs while riding in MRAPs; three of those deaths occurred in older versions of the vehicles.

The study’s author, Franz J. Gayl, catalogs what he says were flawed decisions and missteps by midlevel managers in the Marines that occurred well before Mr. Gates replaced Donald H. Rumsfeld in December 2006.

Mr. Gayl, the science and technology adviser to Lt. Gen. Richard F. Natonski, has clashed with his superiors in the past and filed for whistle-blower protection last year.

Among its findings, the Jan. 22 study concluded that budget and procurement managers failed to recognize the damage being done by roadside bombs in late 2004 and early 2005, and were convinced that the best solution was adding more armor to Humvees. Humvees, even with extra layers of steel, proved incapable of blunting the powerful explosives used by insurgents.

The study also found that an urgent February 2005 request for MRAPs got lost in bureaucracy. It was signed by Brig. Gen. Dennis J. Hejlik, who asked for 1,169 of them. The Marines could not continue to take “serious and grave casualties” caused by roadside bombs when a solution was commercially available, wrote General Hejlik, who was a commander in western Iraq from June 2004 to February 2005, and who has since been promoted to major general.

Mr. Gayl cites documents showing General Hejlik’s request was shuttled to a civilian logistics official at the Marine Corps Combat Development Command in suburban Washington who had little experience with military vehicles. As a result, there was more concern over how the MRAP would upset the Marines’ supply and maintenance chains than there was in getting the troops a truck that would keep them alive, the study contends.

The study says Gen. James T. Conway, the Marine Corps commandant, was not told of the gravity of General Hejlik’s request and the real reasons it was shelved. That resulted in General Conway giving “inaccurate and incomplete” information to Congress about why buying MRAPs was not forcefully pursued.

The Combat Development Command, which decides what gear to buy, treated the MRAP as an expensive obstacle to long-range plans for equipment that was more mobile and fit into the Marines Corps’ vision as a rapid reaction force, the study said.

Mr. Gayl writes that “if the mass procurement and fielding of MRAPs had begun in 2005” in response to the known and acknowledged threats at that time “hundreds of deaths and injuries could have been prevented.”

Study Faults Delay of Armored Trucks to Iraq,” The New York Times , 17 February 2008.

Toolmonger: What Do You Get The Last Guy On Earth For His Birthday?

Eric Dykstra at Toolmonger has posted about the ATAX

– a new type of multitool – although – I’m guessing – it has its origins in credit-card sized flat or or flatt-ish multitools. Learn a bit more, and the design innovations seem quite impressive – not merely a larger version of the smaller think.

[photopress:ATAX_designed_by_Ron_Wood.jpg,thumb,pp_image]

Continue reading

Timex Ironman instructions: or, how to make a good product useless and frustrating

I’ve recently purchased a new Timex Ironman. The old one – about a year and a half old, gave up the ghost. I thought I’d send it in for service, but in the meantime decided to buy another to use to track laps, time cardio time, and – what was the other thing? – show up places on time.

The printed instructions which came with the watch are tiny, and cram many languages into one sheet. Not readable. (No microscope available).

Download the manual. You can look at all of the Timex manuals here

. After nearly an hour – I was able to read enough of the oddly-formatted Acrobat file to set the time. (took printing at least six overlapping sheets). I’m not sure I’m man enough to try to learn the rest of the watch’s functions.

Cryptome/Eyeball Series on Buckeye pipelines

Anyone interested in the issues discussed at Popular Logistics is likely to find Cryptome.org an – and its affiliated sites – invaluable resources. One of the – The Eyeball Series – treats “Eyeball” as a verb rather than as a noun – and provides visual information – some declassified, some acquired as open-sour material. Our recent piece about

New Jersey’s Peach Bottom nuclear power plant relied on the Eyeball Seriea. Here is one recent posting in the Eyeball-Series sites we think you might want to see.

The JFK Airport Fuel tanks, acquired in June, 2007;

The Buckeye Pipeline Co. facility is seen in Linden, N.J., Saturday, June 2, 2007. Four Muslim men were foiled from carrying out a plot to destroy John F. Kennedy International Airport, kill thousands of people and trigger an economic catastrophe by blowing up a jet fuel artery that runs through populous residential neighborhoods, authorities said Saturday. The pipeline, owned by Buckeye Pipeline Co., takes fuel from the facility in Linden to the airport. [singlepic=246,320,240,,](AP Photo/Home News Tribune, Mark R. Sullivan) ** NEWARK STAR LEDGER OUT **

Here’s a marker for what’s called an “appearance” by underground infrastructure – marked and accessible relatively close to ground level – and in Howard Beach, not far from the NYC airports.[singlepic=245,320,240,,left]

More images – click on the thumbnails for large- high resolution images – from this series:

The pipelineSthere are four of them, roughly parallel on most of teir journeys from New Jersey inthrough Brooklyn and Queeens.

New York experiments with remote sensing to monitor bridges

NYSERDA (the New York State Energy Research and Development Authority) and the federal government have been testing a remote sensing system on Bridge 1027260. Like Jean Valjean, this bridge has no name. [photopress:kerop.jpg,thumb,alignright] And you can tell that it’s not in New York City, because if it were here, the City Council, whose power is limited to the power to name public objects and thoroughfares – might have already named each lane and approach ramp.

Professor Kerop Janoyan and a team of graduate students from Clarkson University have been monitoring their equipment from a work barge near the bridge. (Since they seem to be working on an exposed, unheated barge, perhaps the bridge and its appurtenances should be named for them

. Popular Logistics will send a correspondent in person to any naming ceremony).

We learned about this from Matthew Wald’s piece in the Times: Continue reading

The Energy/Corruption axis: violence, oligarchy in Nigeria

Lydia Polgreen of the Timeswon the George Polk Award in 2006 for her reporting from Africa. The following passage is from an article filed from Port Harcourt, Nigeria, last November.

The violence that has rocked the Niger Delta in recent years has been aimed largely at foreign oil companies, their expatriate workers and the police officers and soldiers whose job it is to protect them. Hundreds of kidnappings, pipeline bombings and attacks on flow stations and army barracks have occurred in the past two years alone.


Toddlers seized for ransom or political compliance

But these days the guns have turned inward, and open battles have erupted with terrifying frequency on the pothole-riddled streets of this ramshackle city. The origins of the violence are as murky and convoluted as the mangrove swamps that snake across the delta, one of the poorest places on earth. But they lie principally in the rivalry among gangs, known locally as cults, that have ties to political leaders who used them as private militias during state and federal elections in April, according to human rights advocates, former gang members and aid workers in the region.

“What is happening now cannot be separated from politics,” said Anyakwee Nsirimovu of the Institute for Human Rights and Humanitarian Law in Port Harcourt. “The cults are part and parcel of our politics. They have become part of the system, and we are paying in blood for it.”

The cults go by names that veer from the chilling to the improbable – like the Black Axe, the Klansmen, the Icelanders, the Outlaws and the Niger Delta Vigilante. Separate but not entirely distinct from the militant groups that have attacked the oil industry in the past, they represent a new, worrisome phase in a region that has been convulsed by conflict since oil was discovered here in 1956.

Since democracy returned to Nigeria in 1999, politicians across the country have used cults to intimidate opponents and rig votes. A Human Rights Watch report published in October

concluded that the political system was so corroded by corruption and violence that, in some places, it resembled more a criminal enterprise than a system of government. The April elections were so brazenly rigged in some areas and so badly marred by violence that international observers said the results were not credible.

Nowhere is political violence more severe than here in the Niger Delta, where control over state government means access to billions of dollars in oil revenues and control of enough patronage for an army.

Lydia Polgreen, “Gangs Terrorize Nigeria’s Vital Oil Region,” The New York Times, 9 November 2007.

We see two clear implications:

First, the share of American oil-market dollars which find their way to Nigeria aren’t doing the Nigerians a bit of good;

Second, because oligarchy and instability are the norm in energy-resource rich countries, it’s unwise to rely on Nigeria as a contributor to global oil markets. Ready money won’t necessarily buy oil from a country in chaos, especially if someone blows up  the wells.

Solar Boats – up to 60 passengers and 11 knots in Europe; NYC ferry service suspended

The Swiss Firm MW Line makes solar boats that are ferrying people around lakes and rivers in Switzerland, France, Italy, and the United Kingdom. The only backup power, apparently, is on-shore charging from the grid. They’re also the shipbuilder for the PlanetSolar project which plans to have a solar-only craft in the water ready for a two-person, 120-day around-the-world trip in 2009. bateau-vectoriel.png

isoview1.jpgThe New York Times reported on January 4th that New York Water Taxi, the only operator of Queens/Manhattan and Brooklyn/Manhattan ferry service has cancelled service for the winter – largely because of fuel price increases. That notwithstanding a monthly subsidy from the real estate developers who established Schaefer’s Landing, a high-end project in Williamsburgh. A ferry powered by photovoltaic cells wouldn’t be directly affected, if at all, by petroleum price increases. Given the relatively short distances involved, on-board solar panels and batteries could be supplemented with electricity dockside. If that electricity is generated via wind (often best captured on or near water) or solar, ferry operating costs could be insulated from petroleum price fluctuations.

After violent clash, New Orleans Council Votes to raze public housing

Adam Nossiter and Leslie Eaton reported last week in the Times that:

After protesters clashed violently with the police inside and outside the New Orleans City Council chambers on Thursday, the Council voted unanimously to allow the federal government to demolish 4,500 apartments in the four biggest public housing projects here.


Advocates for public housing residents contended that HUD plan would not provide housing for all of the 3,000 families who lived in the projects before Katrina, almost all of them black.

The Council also called on the Department of Housing and Urban Development to reopen some apartments in the closed projects immediately and to rebuild all of the public housing units that it bulldozes. The agency plans to replace barracks-style projects, known as “the bricks,” with mixed-income developments.

“We need affordable housing in this city,” said Shelley Stephenson Midura, a Council member who proposed the resolution that was adopted. But, she added, “public housing ought not to be the warehouse for the poor.”

Advocates for public housing residents contended that the agency’s plan would not provide enough housing for the 3,000 families who lived in the projects before Hurricane Katrina, almost all of them black. Many of them have not been able to return to the city, and some protesters said they were being deliberately excluded from New Orleans.

“The issue is and the question remains, who’s in the mix,” said the Rev. Torin T. Sanders, pastor of the Sixth Baptist Church, referring to the plan for mixed-income housing. He and other speakers at the four-hour hearing before the vote said past redevelopment efforts had shut out most public housing residents.

The city’s shortage of low-cost housing was only going to get worse in the coming months, as the federal government tried to move more than 30,000 people out of government-owned trailers, said Courtney Cowart, strategic director of disaster response for the Episcopal Diocese of Louisiana.

Continue reading

Death on the Marathon – Risk of dying is twice as high when driving

Marathons may save lives by reducing automobile traffic:

Worried about dropping dead if you run a marathon? Researchers in Canada say you can put your mind at ease. The risk of dying on a marathon course is twice as high if you drive it than if you run it, they find.

In fact, they conclude, marathons may actually save lives: more people would die in traffic accidents if the race course had not been closed to vehicles on marathon day. (Nor was there any spillover of extra deaths on alternative routes.) Their paper is being published Friday in The British Medical Journal.

“For each death in a marathon, two motor-vehicle crash deaths were averted,” said Dr. Donald A. Redelmeier, a professor of medicine at the University of Toronto and the lead author of the new study. “It’s riskier if you decide to drive your car around on a Sunday morning than if you go out and run.”

As might be expected, marathon directors were pleased.

Continue reading

At funeral, Mayor Giuliani calls cop a "hero;" in court proceedings, city claims officer caused his own death

We hold police officers to high standards of conduct – not least being truthful about bad outcomes that arise from their work. Part of the bargain ought to be that, in return, the government be equally frank towards police officers – and a high level of care in training and equipping them.

As a citizen, I think it’s difficult to demand high standards of conduct from the police when their employer – the City – treats them shabbily.

When Officer John M. Kelly crashed his police car during a chase on Staten Island in 2000, thousands of officers attended his funeral, where Mayor Rudolph W. Giuliani declared: “John Kelly is a hero. Nobody can take that away.”

Officer Kelly’s wife, Patricia M. Kelly, a police officer herself before retiring in 2000, has been trying for years to show that her husband’s supervisors knowingly sent him on patrol in an unsuitable car, something the department denies.

city lawyers have argued that Officer Kelly caused his own death

Her lawyers have obtained documents showing that highway officers had reported steering problems in the model and a similar one.

In stark contrast to the mayor’s words at the funeral, city lawyers have argued that Officer Kelly caused his own death by driving recklessly and failing to use his seat belt. After years of litigation, Ms. Kelly has been denied in her efforts to question all the officers who had evaluated the cars.

Officer John Kelly patrolled the north shore of Staten Island for an auto larceny unit. He won high marks for his driving skills, vehicle maintenance, career potential and general demeanor.

“Officer Kelly reserves his action until he has assessed the situation completely,” his supervisors wrote in a year-end review for 1999. “He considers all aspects and develops a sound judgment of the situation.”

Still, there was friction between the extended family and the department. Mrs. Kelly’s sister, Virginia Duffy, joined a broad federal lawsuit accusing the department of sexual harassment and retaliation. The city eventually settled those claims for about $1.85 million awarded to six current or former officers.

On the afternoon of July 17, 2000, Officer John Kelly was assigned to patrol for traffic offenders. Alone in his car, an unmarked 1999 Chevy Lumina, he called in the license plate of a passing motorcycle, learned it had been stolen and gave chase. On Gulf Avenue in the Bloomfield section, he veered into a utility pole. Officer Kelly, 31, was pronounced dead within hours.

Continue reading

FDNY: Rope device saves firefighters life — amNY.com

Good news from one of our local fire companies, Ladder 102:

From A.M N.Y. Newsday:

Nearly three years after two New York City firefighters jumped from a burning building and plunged to their deaths, a 24-year FDNY veteran Monday became the first to use a widely hailed safety device to escape from a Bro klyn house fire that almost engulfed him. Raymond Pollard, 50, of Brooklyn, rappelled away from searing flames that had trapped him near a fourth-floor window of an apartment building on Willoughby Avenue, fire officials said. The fire was reported at 3:41 a.m. Pollard drove the second unit to arrive at the scene, Ladder Company 102 from Bedford Avenue.

Within 10 minutes, officials said, Pollard broke three fourth-floor windows facing the street and entered the building to look for occupants.

When he moved to the hallway, fire surged up the stairway and over his head, blocking his exit. He moved to the next room, where the fire forced him to retreat to the window.

“Just as the fire was blowing over his head, he took the hook out and jammed it into the windowsill” said Stephen Raynis, safety command battalion chief.

Pollard rappelled two feet below the ledge and firefighters slid a bucket ladder towards him and lowered him to safety, Raynis said.

Around 5:50 a.m., the roof collapsed onto the fourth floor.

Pollard, who declined to be interviewed, was treated for second-degree burns on his left hand at New York-Presbyterian Hospital in Manhattan, officials said. Three other firefighters suffered minor injuries.

The emergency device, called a personal safety system, was developed by FDNY members in the wake of the deaths of Lt. Curtis Meyran and firefighter John Bellew, who jumped from a window of a burning Bronx building in January 2005, when they could not find the fire escape. Four other firefighters who also leapt from that building were critically injured.

The lifesaving invention consists of a forged aluminum anchor hook that can penetrate brick, a 50-foot rope, a descending device operated by a trigger, a carabiner, and a waist belt with leg loops.

Since January 2006, it has been distributed to about 11,500 FDNY members, including all 8,500 firefighters, officials said.

Fire marshals deemed the fire suspicious and are investigating.

Laura Rivera, Newsday/A.M. N.Y. , “FDNY: Rope device saves firefighters life

This is what the system looks like:

[photopress:exo_breakdown.jpg,full,centered]

Image via All Hands Safety.

If you’re in need of an explanation – Lindsay Beyerstein has already supplied it here

.

Man Apes Squirrel

Jeb Corliss is one of a number of people competing to be the first person to jump out of a plane without a parachute:

[photopress:Wing_Suits___Jeb_Corliss_v2_by_Axel_Koester_NYT_10flying.xlarge1.jpg,thumb,pp_image]

All of this is technically possible,” said Jean Potvin, a physics professor at Saint Louis University and skydiver who performs parachute research for the Army. But he acknowledged a problem: “The thing I’m not sure of is your margins in terms of safety, or likelihood to crash.”

*Flying Squirrel gallery after the jump …* Continue reading