Tag: climate change

  • SPIEGEL-Gespräch an der Uni: Wie schlimm steht es um die Ozeane?

    Der Mensch beutet die Meere aus, warnen Umweltschützer. Doch wie sehr – und wie lange noch? SPIEGEL-Redakteur Philip Bethge diskutiert darüber an der Uni Kiel mit einem Greenpeace- und einem Fischerei-Experten.

    Die Ozeane stehen unter enormem Druck. Rund 4,6 Millionen Fischerboote machen weltweit Jagd auf Meeresbewohner aller Art. Über 80 Millionen Tonnen Meeresgetier ziehen Fischer jährlich aus dem Wasser. Dieser Gesamtfang hat sich seit den Neunzigerjahren trotz immer besserer Fangmethoden nicht mehr steigern lassen. Selbst Europa importiert mittlerweile mehr als die Hälfte seines Fischbedarfs, weil es nicht gelingt, ausreichend Meeresfrüchte in den eigenen Gewässern zu fangen.

    Die Folge: Die Weltmeere verändern sich rapide. 90 Prozent der großen Fische sind verschwunden. Die Hälfte der Korallenriffe ist verloren oder stark beschädigt. Nur 3,4 Prozent der Meere sind als Schutzgebiete ausgewiesen. Gleichzeitig ist Fisch für über drei Milliarden Menschen die wichtigste  Quelle tierischen Proteins. Gelingt es nicht, die Meere nachhaltig zu bewirtschaften, könnte sich die Ozeankrise schnell zu einer Ernährungskrise ausweiten.

    Wie lassen sich die Ozeane nutzen ohne sie zu zerstören? Was ist die Menschheit bereit, für den Erhalt der Meere und seiner Bewohner zu opfern? Und: Sind die Meere überhaupt in einer historischen Krise, wie Umweltschützer warnen – oder nutzt der Mensch den Ozean heute schon nachhaltiger als seinen eigenen Lebensraum, das Land?

    Darüber diskutiert SPIEGEL-Wissenschaftsredakteur Philip Bethge mit Thilo Maack, Greenpeace-Experte für Meere und Biologe, und Christopher Zimmermann, Leiter des Thünen-Instituts für Ostseefischerei in Rostock.

    Zeit: am Montag, 14. November 2016, 18 Uhr

    Ort: Christian-Albrechts-Universität zu Kiel, Christian-Albrechts-Platz 2, 24118 Kiel; Audimax (Frederik-Paulsen-Hörsaal)

    Der Eintritt ist frei.

    Informationen zu dieser und weiteren SPIEGEL-Veranstaltungen an Hochschulen finden Sie auf unserer Website DER SPIEGEL live.

    Seit dem Sommersemester 2007 diskutieren SPIEGEL-Redakteure regelmäßig an zahlreichen Hochschulen mit prominenten Gästen. Die SPIEGEL-Gespräche live an Universitäten begannen mit Harald Schmidt und einer Debatte über TV-Satire und dem Bestsellerautor Daniel Kehlmann über “Filme, Bücher, schöne Frauen”.

    Etliche weitere Gespräche folgten, darunter Diskussionen mit Joschka Fischer, Götz Aly, Hans-Christian Ströbele, Hartmut Mehdorn, Joe Kaeser, Claudia Roth, Cem Özdemir, Charlotte Roche, Gesine Schwan, Sascha Lobo und Nasa-Manager Jesco Freiherr von Puttkamer.

  • Interview mit Jane Goodall: “Ö-hö-hö-hö-hö-hö”

    Jane Goodall beobachtete jahrelang wilde Schimpansen. Sie entdeckte, dass die Tiere morden und Krieg führen. Als Ökoaktivistin hat die Britin inzwischen mehr mit Menschen zu tun – und glaubt immer noch an das Gute in uns.

    Von Philip Bethge und Johann Grolle

    Als Kind las Goodall gern die Geschichten über den Arzt Doktor Dolittle; sie entfachten ihre Liebe zur wilden Kreatur. Mit 23 brach sie nach Afrika auf, lernte dort den Paläoanthropologen Louis Leakey kennen und studierte in dessen Auftrag die Schimpansen des Gombe-Stream-Schutzgebiets in Tansania. Goodall beobachtete erstmals Werkzeuggebrauch und Kriegsführung bei den engsten Menschenverwandten und wurde dadurch zur berühmtesten Primatenforscherin der Welt. 1986 veröffentlichte sie ihr Hauptwerk, “The Chimpanzees of Gombe. Patterns of Behavior”. Kurz darauf ließ sie die Forschung hinter sich, um ihr Leben ganz dem Schutz der Schimpansen und der Erhaltung der Natur zu widmen. Als Öko-Kämpferin zieht Goodall heute an 300 Tagen im Jahr um den Globus. Das Jugendprogramm “Roots & Shoots” des Jane Goodall Institute findet in mehr als 130 Ländern statt. Die 81-jährige Britin ist Friedensbotschafterin der Vereinten Nationen und trägt den Orden “Dame Commander of the Order of the British Empire”. Seit mehr als 20 Jahren, sagt sie, habe sie nicht länger als drei Wochen im selben Bett geschlafen.

    SPIEGEL: Dr. Goodall, in der ersten Hälfte Ihres beruflichen Lebens befassten Sie sich mit Schimpansen, in der zweiten mit Menschen. Hat Ihnen Ihr Wissen über die einen beim Umgang mit den anderen geholfen?

    Goodall: Ich glaube schon. Bei den Schimpansen habe ich viel über nonverbale Kommunikation gelernt. Was uns von ihnen unterscheidet, ist nämlich vor allem, dass sie keine Wörter kennen. Alles andere ist fast gleich: Küssen, Umarmen, Prahlen, Fäusteschütteln. All das habe ich bei den Schimpansen studiert – was mich befähigt, auch Menschen gut zu verstehen. Wenn Sie zum Beispiel jemanden ertappen, wie er einen Fehler macht, zuckt er zusammen und windet sich. Er wird Ihnen dann nicht mehr zuhören, sondern nur überlegen, wie er zum Gegenangriff übergehen kann. Um jemanden wirklich zu überzeugen, müssen Sie sein Herz erreichen.

    SPIEGEL: Wie das?

    Goodall: Ich erinnere mich zum Beispiel an ein Treffen mit dem chinesischen Umweltminister. Ich wollte ihn dazu bringen, unser Jugendprogramm Roots & Shoots in chinesischen Schulen zuzulassen. Aber er sprach kein Englisch, und so saßen wir da, zwischen uns ein Übersetzer, und ich hatte nur zehn Minuten Zeit. Also nahm ich all meinen Mut zusammen und sagte: “Wäre ich ein weiblicher Schimpanse, dann wäre ich sehr töricht, wenn ich ein hochrangiges Männchen nicht untertänig begrüßen würde”, und ich machte unterwürfig: “Ö-hö-hö-hö-hö-hö.” Das Männchen, so sagte ich weiter, müsse nun das Weibchen großmütig streicheln, und dabei nahm ich seine Hand. Ich merkte, wie sie sich verkrampfte, aber ich gab nicht auf und führte seine Hand auf meinen Kopf. Erst war es totenstill, aber dann begann er zu lachen. Am Ende redeten wir anderthalb Stunden lang, und seither gibt es Roots & Shoots an chinesischen Schulen.

    SPIEGEL: Sie sind hier in New York, um auf dem Nachhaltigkeitsgipfel der Uno aufzutreten. Was geschieht, wenn so viele hochrangige Männchen zusammenkommen?

    Goodall: Vor allem: zu viel Gerede. Ich will nicht behaupten, solche Gipfel seien pure Zeitverschwendung, aber ihre Ergebnisse sind meist enttäuschend.

    SPIEGEL: Vielleicht ist der Mensch, von Natur aus eigennützig und auf kurzfristigen Nutzen bedacht, nicht geschaffen, um die Probleme des Planeten zu lösen?

    Goodall: Das müssen wir aber. Wir haben uns von der Natur abgewandt. Stattdessen geht es nur um Geld und Macht. Wir müssen wieder zurück zur Natur finden, um diesen Planeten zu retten.

    SPIEGEL: Wenn die Idee der Nachhaltigkeit aber unserer Natur zuwiderläuft?

    Goodall: Das tut sie ja gar nicht. Selbst Schimpansen verstehen diese Idee. In einem Baum voller Früchte pflücken sie nur diejenigen, die reif sind. Die anderen lassen sie hängen. Das ist nichts anderes als Nachhaltigkeit.

    SPIEGEL: Ein anderes politisches Thema, das uns derzeit in Europa umtreibt, ist die Flüchtlingskrise. Was sagen Sie als Primatologin: Liegt es in unserer Natur, Fremde willkommen zu heißen?

    Goodall: Nein. Primaten sind sehr territorial. Es entspricht ihrer Natur, ihre Nahrungsressourcen, Weibchen und Jungtiere zu schützen. Das erklärt …..

    —> Weiterlesen auf Spiegel.de

  • Leise rieselt der Ruß

    Schiffsabgase gefährden die Gesundheit. Warum dürfen sie immer noch die Luft verpesten?

    Ein Kommentar von Philip Bethge

    Das Wasser glitzert. Die Möwen schreien. Das Dickschiff tutet. Schön ist’s am Hafen. Aber dann: Schwarze Wolken puffen in die Luft. Dieselruß rieselt auf die Kais. Und was nach großer, weiter Welt riecht, kann tödlich enden. Eine Studie der Universität Rostock und des Helmholtz-Zentrums München bestätigt jetzt, dass Schiffsabgase Lungenzellen schädigen. Die Weltgesundheitsorganisation stuft Ruß als ebenso krebserregend ein wie Asbest. Trotzdem fährt fast die gesamte Handels-, Fähr- und Kreuzfahrtflotte der Erde immer noch mit dreckigem Schweröl. Effektive Abgasanlagen sind auf Schiffen so rar wie Kapitäninnen. Warum ist das so? Weil Schweröl billig ist. Weil in der Internationalen Seeschifffahrtsorganisation große Flaggenländer wie Liberia oder die Marshallinseln das Sagen haben, denen Umwelt und Gesundheit am Heck vorbeigehen. Weil nur in wenigen Meeresgebieten überhaupt Abgasgrenzwerte gelten, in der Nord- und Ostsee etwa. Und: weil dort viel zu selten kontrolliert wird. Zwar setzen einzelne Branchen wie zum Beispiel die Kreuzfahrtreeder sogenannte Schwefeloxid-Scrubber und Stickoxidfilter ein. Auch nutzen neuere Traumschiffe in manchen Gewässern inzwischen Schiffsdiesel, der sauberer als Schweröl ist. Doch konsequent wäre es, Schweröl komplett zu verbannen und die Schiffsantriebe ganz auf Diesel oder gleich auf Flüssiggas umzurüsten. Nur wenn der Treibstoff bereits schwefelarm aus der Raffinerie kommt, können die Abgase durch effektive Katalysatoren und Rußpartikelfilter geschickt werden. Bei Lastwagen ist das seit Jahren Standard. Warum nicht auf See?

    Der Naturschutzbund Deutschland hat am Hafen von Kiel gerade Feinststaubwerte gemessen, die rund 20-fach “über dem ortsüblichen Niveau” liegen. Auch über Hamburgs edler HafenCity wabert der Ruß aus den Schiffsschloten. Dort hat so mancher Reeder sein Büro. Vielleicht hilft ja: tief durchatmen?

  • The Stench of Money: Canada’s Environment Succumbs to Oil Sands

    Canada is home to the world’s third largest oil reserves. But extracting the black gold is difficult, and threatens to destroy both the surrounding environment and the homeland of native tribes. With protests growing against a planned US pipeline, the oil sands controversy threatens to spread south.

    Celina Harpe holds up the map like an indictment. “The oil companies are into Moose Lake now,” she says, angrily tapping the paper. Workers have apparently already begun surveying the land.

    “I cried when I heard that,” says Harpe, the elder of the Cree First Nation community based in Fort MacKay in the Canadian province of Alberta. “That’s where I was born.”

    Her feet are shod in moose-leather moccasins decorated with brightly-colored beads. Over her neatly-pressed trousers she wears a checked lumberjack shirt.

    Harpe gets up off her worn sofa and steps out onto the terrace of her blue-painted log cabin. The mighty Athabasca River is just a stone’s throw away. “We can’t drink the water anymore,” says Harpe, 72. Berries and medicinal herbs no longer grow in the woods. Even the moose have become scarce. Harpe wrings her wrinkled hands. “We can’t live off the land anymore,” she laments. “Our livelihood has been taken away from us, and they haven’t even asked if they can use the land.”

    An unequal battle is being waged in Alberta. Multinational oil companies are talking about the biggest oil boom in decades. Standing in their way are people like Celina Harpe, whose culture and health are threatened because the ground under their feet contains the planet’s third-largest reserves of crude oil.

    Geopolitical Significance

    Experts estimate that up to 170 billion barrels of crude oil could be extracted from Canada’s oil sands. Only Saudi Arabia and Venezuela have more black gold. In addition, the Alberta deposits are of huge geopolitical significance. Indeed, the US already buys more oil from neighboring Canada than from all the nations in the Persian Gulf region put together.

    Very soon, still more of the so-called bitumen could be helping to fire up the US economy. President Barack Obama wants to decide by the end of the year whether it is in his country’s interests to build a 2,700-kilometer (1,700-mile) pipeline from Alberta to Houston in Texas.

    This pipeline, named Keystone XL, could pump up to 1.3 million barrels of crude oil a day to refineries along the Gulf of Mexico. But whereas the industry is dreaming of an oil rush, protests against the plans are growing. Environmentalists spent two weeks in August and September demonstrating in front of the White House against the exploitation of Canada’s oil sands. Among others, they have the support of 10 Nobel Peace Prize winners, including the Dalai Lama and former Vice President Al Gore.

    The protesters’ rage is directed at a form of oil considered the world’s dirtiest. Ecologists are also worried about the fate of wetlands and water reservoirs along the route of the planned pipeline, including the Ogallala aquifer, which supplies no fewer than eight US states with water.

    Above all, the exploitation of the Canadian oil sands could also lead the US to put off seriously thinking about renewable energy sources for many decades to come. “The point is not to get ourselves hooked on the next dirty stuff,” says US environmentalist Bill McKibben, one of the spokesmen of the anti-oil sands movement. He thinks the exploitation of the sands would make it impossible for America to meet its CO2-reduction targets.

    ‘A Dirty Needle’

    “It’s [like] a drug addict reaching for a dirty needle from a fellow addict,” NASA climate researcher James Hansen says. “It’s crazy, and the president should understand that and exercise leadership and reject the pipeline.”

    Criticism of the plans is also coming from Europe. Only last week the European Commission decided to define oil extracted from oil sands as particularly harmful to the environment. If the European Parliament and EU member states agree, it will make it particularly expensive to import it into the European Union. Importers could, for example, be forced to invest in organic fuels to compensate for the increase in CO2 emissions. The Canadian government is opposed to such moves.

    The area around the town of Fort McMurray, a ramshackle assortment of ugly purpose-built houses in northeastern Alberta, is the epicenter of the oil sands industry. Beefy four-wheel-drive vehicles race along the town’s roads. In winter the temperatures fall to as low as minus 25 degrees Celsius (minus 13 degrees Fahrenheit). That’s when the locals retreat to the Boomtown Casino or the Oil Can Tavern, a neon yellow-illuminated bar of dubious repute.

    The first oil prospectors came to the region more than a century ago. The commercial exploitation of the oil sands began with the construction of the first extraction plants in the mid-1960s. Suncor and Syncrude were the first two companies involved, but rising oil prices have since attracted the industry’s giants, including Shell, ConocoPhillips and ExxonMobil.

    (-> read original article at SPIEGEL ONLINE international)

    Heavy equipment is used to dredge out a mixture of sand, clay, water and heavy oil created from the plankton of a primeval ocean. The upward thrust of the Rocky Mountains pushed the reserves into their present position about 70 million years ago. The area of Alberta underneath which the oil sands lie today is about the size of Iowa (see graphic on left).

    The Oil Sands Discovery Centre in Fort McMurray contains a sample of oil sand under a glass dome. Visitors can open a small hatch and smell the contents. Crumbled oil sand looks like coffee grounds, and stinks of diesel. It is the stench of big money.

    Some 40 kilometers (25 miles) from Fort McMurray, the smell hangs in the air day and night. The drive north along Highway 63 leads into the seemingly endless pine forests of the boreal climatic zone. But the woods soon open up, affording a clear view of the smokestacks of an immense industrial complex in the center of an apocalyptic-looking lunar landscape.

    Yellow sulfur tailings flash in the distance. Walls of earth surround a gigantic pit in which Caterpillar 797F industrial tippers are shunting to and fro. Each of these tippers can carry up to 360 metric tons of oil sand in a single load. Their wheels alone are four meters (13 feet) high. The plant is the Mildred Lake Mine belonging to the Syncrude company. Approximately 300,000 barrels of oil are produced on the site every day.

    Oil sands contain about 10 percent bitumen on average. To separate the oil from the mixture, the sand is put into a caustic soda solution at about 50 degrees Celsius (120 degrees Fahrenheit). The bitumen floats to the top of the slurry, from where it can be skimmed off. It is then upgraded to produce what is known as synthetic crude oil (see graphic).

    A Dirty Business

    This procedure enables more than 90 percent of the bitumen to be extracted from the oil sands. The only problem is what to do with the remaining few percent. Mixed with water, sand and clay, it ends up in huge storage basins that already span an area of about 170 square kilometers (65 square miles) in Alberta. The sand quickly sinks to the bottom, leaving a gel-like suspension of minute particulate matter that takes up to 30 years to settle.

    The sludge also contains heavy metals and chemicals. Environmentalists accuse the operators of allowing some of the water to seep into the ground. Indeed, elevated concentrations of lead, cadmium and mercury have been measured in the nearby Athabasca River and Canadian Indians speak of deformed fish and complain that their people are contracting rare forms of cancer. A definitive connection with the oil sands extraction, however, has not yet been made.

    From a hill at the edge of the Syncrude site you can look straight down into the ponds. Oily streaks cover the surface. Last October, 350 ducks landed here during a hailstorm. Their feathers covered in bitumen, they all had to be euthanized. Hollow shots from propane canons now echo across the seemingly endless plains to frighten other birds away. Scarecrows tied to oil barrels bob gently on the ponds.

    Biologists hired by the oil companies are trying to reclaim the land. The hill on the edge of the Syncrude site, for example, is directly above a former mine. A sign informs visitors that if they return in 20 years time, they will find “a landscape reclaimed with lakes, forests, wetlands,” an open invitation for “hiking and fishing.” For now, bison graze on a nearby meadow.

    Gripped by Desperation

    Environmentalists say this is all just greenwashing. “This land is definitely being destroyed forever,” says Melina Laboucan-Massimo, gazing scornfully across the artificial oasis surrounded by gouged out earth. The 30-year-old works as an energy expert for Greenpeace and fights for the rights of the first nations, as Canada’s native inhabitants are known. Laboucan-Massimo is herself a member of the Cree nation, and was born in the area.

    When she sees what is happening to her tribe’s traditional homelands, she seems to be gripped by desperation. Only last April, a pipeline burst just a few miles from her aunt’s house, spilling 4.5 million liters (1 million gallons) of oil.

    Although there are agreements between the native inhabitants and the Canadian state giving the first nations land and usage rights, it’s not clear what the contracts mean for the exploitation of the oil sands. The Canadian Supreme Court is currently considering an appeal by several first nations for a greater say in oil exploitation. Some 23,000 Canadian Indians still live in the oil sands area.

    “My father’s family lived off the land,” says Laboucan-Massimo. “My grandparents hunted, they fished, they trapped; they lived in a more symbiotic relationship with the earth.” Many native Canadians now work for the oil industry: “They are essentially getting paid to destroy their children’s future,” she says.

    For years now, Laboucan-Massimo has been fighting an exhausting battle against the industry. “So far they have only developed like 3 percent of the tar sands in Alberta,” she says. “I don’t have a lot of hope if they develop as much land as they want.”

    Numerous new opencast mines have already been approved; many others are still in planning. The prospect of a direct pipeline to heavy-oil refineries in Texas has prompted investors to reach for their checkbooks.

    Oil Tanks in the Forest

    The International Energy Agency predicts production of conventional oil will soon reach its peak. Oil production in Alberta, by contrast, could more than double to 3.5 million barrels a day by 2025. At today’s prices, that means that the oil sands in Canada, exploitable with today’s technology, are worth about $16 trillion.

    And production costs are falling constantly. Whereas a barrel of oil used to cost almost $75 to produce, new production methods promise to cut that to about $50.

    The eight-seater Beechcraft Super King Air 350, leased by Cenovus Energy, takes off into the skies over Fort McMurray. While the plane is gaining altitude, the shimmering Athabasca River comes into view. Then the mines. From the air they look like oozing wounds in the midst of the green forest. Soon square clearings can also be seen, each with its own oil derrick. Straight roads slice through the forest; the trails left by the geologists searching for the oil sands below.

    As the plane descends, oil tanks and chimneys appear near a lake. Christina Lake is the name of this Cenovus production plant, one of the world’s most modern. But there’s no sign of a mine; the oil sands at the site are being drilled here rather than dug up.

    About 80 percent of the oil sands in Canada are too deep to be retrieved using opencast mining. More than 50 years ago, US geologist Manley Natland came up with idea to separate oil and sand below ground rather than digging them up first. Natland suggested superheating the oil sands so that the bitumen liquefies and can be pumped to the surface. Only now are the required machines available. Engineers can now pump 250 degree Celsius (480 degree Fahrenheit) steam through a borehole and deep down into the ground.

    ‘10,000 Barbecues’

    Cenovus perfected the procedure at Christina Lake. The plant is currently undergoing a dramatic expansion. By the end of the decade, the planners hope it will be producing 258,000 barrels a day, enough to supply some 4 million US citizens with energy for 24 hours.

    “We expect to produce oil at this facility for more than 30 years,” says Drew Zieglgansberger of Cenovus. The youthful-looking manager in blue overalls leads the way to one of five towering steam generators that form the heart of the oil factory. Zieglgansberger climbs a ladder on the front of the gigantic structure and looks through a small window into the white-hot fire burning at 1,500 degrees Celsius (2,700 degrees Fahrenheit), turning water into super-heated steam. The plant generates as much heat as “10,000 barbecues,” the manager proudly declares.

    Operating the mammoth oven is a dirty business. Natural gas is burned to bring the machines up to their operating temperature. In fact the energy equivalent of a barrel of oil is needed to recover 10 barrels of oil. The European Commission has calculated that recovering oil from oil sands is about 22 percent more harmful to the environment than conventional crude oil. The US Environmental Protection Agency has even suggested it creates 82 percent more greenhouse gas emissions.

    But that’s not all: Heating bitumen also releases sulfur dioxide, nitrous oxides and heavy metals into the air, all of which later return to earth as acid rain. The Canadian Ministry for Natural Resources has confirmed that drilling generates twice the emissions as conventional oil production. Worse still, it’s not clear how drilling affects the water table. The independent Council of Canadian Academies regrets that such information is “absent.”

    Zieglgansberger accepts that there are problems. “Yes, we have the dirtiest oil in the world”, he openly admits. But it’ll be another 50 years before renewable energy can replace oil. “It is needed as a bridge to the next energy source.”

    Destined to Be Lost Forever

    Industry lobbyists are increasing their pressure on Washington. Pipeline operator TransCanada has close ties with the office of US Secretary of State Hillary Clinton. The company’s current chief lobbyist was a top advisor to Clinton during the 2008 presidential primaries.

    Most analysts already assume that Obama will eventually authorize the Keystone XL pipeline. Too many jobs are believed to be on the line, and oil has too great a strategic significance to the US.

    Nevertheless, the pipeline’s opponents continue to rally their supporters. A human chain around the White House is planned for early November. However McKibben doubts it will have much of an impact. “The oil companies have more money than God,” he says.

    Time clearly appears to have run out for the native inhabitants of Alberta’s northeast. Their traditional way of life seems destined to be lost forever. Cenovus Manager Zieglgansberger takes a sober view of the situation: “We are now neighbors, whether they want us here or not.” The oil man is at pains to stress that he respects first-nation traditions. “We bring our stakeholders out with us before we do any disturbance,” Zieglgansberger assures us.

    Such respect seems to be rather limited. When tribal elders discovered a traditional burial ground on the site of one of the Cenovus plants, the oil company agreed to preserve the holy shrine.

    The cemetery now lies in the middle of the industrial complex on a tiny square of land spared from the lumberjacks.

    Now the native Indians must pass directly by the oil tanks to honor their dead.

    Translated from the German by Jan Liebelt

    (-> read original article at SPIEGEL ONLINE international)

  • Ditching Cars for Bullet Trains: Can Obama Get High-Speed on Track?

    President Barack Obama wants to upgrade America’s transport system using high-speed trains, bringing a taste of what is a part of everyday life in Europe and Asia to the United States. But the car-obsessed nation is divided over the plans. Is the mammoth project doomed to failure?

    US Vice-President Joseph Biden is America’s most famous commuter. It has earned him the nickname “Amtrak Joe.” Several times a week, Biden takes an Amtrak train from Wilmington, Delaware to the historic Union Station in Washington, DC. It has been claimed the Democrat now knows the first name of every ticket inspector on the line.

    Biden must have been pleased when he unveiled the government’s new high-speed rail plans at 30th Street Station in Philadelphia last month. The administration plans to spend $53 billion (€38 billion) on passenger trains and rail networks over the next six years. The lion’s share of this has been earmarked for new high-speed connections. The aim is that 80 percent of Americans will have access to “bullet trains” by 2035.

    Such gleaming high-tech marvels could race between San Francisco and Los Angeles at speeds of up to 350 kilometers per hour (220 miles per hour). The planners hope to cut the journey times between Washington and Boston to less than four hours. A T-shaped line in Texas would connect Dallas, Houston and San Antonio. The plan foresees raising hundreds of kilometers of this so-called “Texas T-Bone” off the ground so that longhorn cattle can pass underneath the rails.

    (-> read original article at SPIEGEL ONLINE international)

    “It’s a smart investment in the quality of life for all Americans,” says Rick Harnish of the Chicago-based Midwest High Speed Rail Association. Industry insiders like Ansgar Brockmeyer, of the passenger rail division of Germany’s Siemens Mobility, are thrilled about this locomotive renaissance. “There’s reason for optimism,” he says.

    However, the country’s conservative forces are determined to derail US President Barack Obama’s technological vision. No fewer than three newly elected governors (from the states of Wisconsin, Florida, and Ohio) have completely rejected Washington’s planned cash injection for the country’s railways.

    America’s Legendary Railroads

    In fact it’s difficult to say whether America’s long-neglected trains can ever make a comeback. Large parts of the network are in a desperate state, and most Americans have long-since switched to traveling by car or plane instead.

    And yet the railroad enabled their forefathers to open up the Wild West. Train services were profitable in the US right up until the 1950s. Many lines were legendary, such as the Santa Fe Super Chief, which brought its passengers from Chicago to Los Angeles in luxury. Film stars like Elizabeth Taylor, Lauren Bacall and Humphrey Bogart slumbered in the elegant sleeper cars, and dined in five-star style.

    The California Zephyr is another classic service, with its route stretching for almost 4,000 kilometers (2,500 miles) from the Midwest to San Francisco. In better times, “Vista dome” cars gave passengers a 360-degree panoramic view of the Colorado River, Rocky Mountains and Sierra Nevada. An elite team of hostesses, dubbed the “Zephyrettes,” served drinks and even offered to act as babysitters.

    The Zephyr still runs to this day — but the 51-hour journey makes this more of a treat for diehard railway fans. One such fan is James McCommons from Northern Michigan University. The academic spent a year crisscrossing the US by train before chronicling his experiences in a book. “It’s embarrassing,” he says. “We were the greatest railroad nation in the world, and now we don’t even build a railroad car in this country ourselves.”

    American author James Kunstler complains that “Amtrak has become the laughing stock of the world.” He jokes that the company was clearly “created on a Soviet-management model, with an extra overlay of Murphy’s Law to ensure maximum entropy of service.” Indeed, Amtrak trains currently take more than 11 hours to cover the 600 kilometers (375 miles) from San Francisco to Los Angeles. It hardly helps either that the train is called the “Coast Starlight.”

    A Wake-Up Call

    The high-speed rail plans have therefore come as something of a wake-up call in these circumspect times. Many Americans are amazed to discover that President Obama appears to be serious about investing heavily in the railways. “I don’t know what this fascination with trains is about,” says Michael Sanera of the John Locke Foundation, a free-market think tank. He has only one explanation: “I think there is a lot of frustration primarily by men who maybe didn’t get that train set when they were kids, and now they want to play around with trains.”

    Taking a closer look, it’s easy to see how serious the situation has become. America is facing gridlock. According to a study by the National Surface Transportation Policy and Revenue Commission, the US will need nine new airports the size of the gigantic Denver International Airport and will have to double the number of miles of interstate highways if demand for transportation continues to grow at the current level in the coming decades. In 2009, commuters in the US spent 5 billion hours stuck in traffic jams. That’s seven times as long as in 1982.

    “Four decades from now, the United States will be home to 100 million additional people,” warns US Transport Secretary Ray LaHood. “If we settle for roads, bridges and airports that already are overburdened and insufficient … our next generation will find America’s arteries of commerce impassable.” He considers high-speed trains essential.

    Germany’s Siemens Hopes for New Business

    Rail experts in the US have identified about 10 corridors along which high-speed trains could theoretically run profitably. The most promising of these routes lies in the northeastern part of the country; namely between New York, Philadelphia, Baltimore and Washington, DC. Because the distances are relatively short and there is high demand, bullet trains could capitalize on their advantages in the region.

    There is also a relatively urgent need for rail connections in the Midwest, for example between Chicago and St. Louis. Although flights between the two cities take just over an hour, Harnish says that delays like check-in and security can easily turn that trip into three hours. By contrast, a high-speed rail line could cover this distance in less than two. Planners believe the route could serve as many as a million passengers a year.

    “In Europe we have seen that high-speed rail connections of under four hours can be competitive,” says Ansgar Brockmeyer from Siemens. The high-speed line between Barcelona and Madrid, which began operating at the start of 2008, has reportedly already captured half of the market share previously held by air travel. As early as 2006, Siemens-made Velaro trains were hurtling down the line at speeds in excess of 400 kilometers per hour (250 miles per hour).

    Siemens now hopes to be able to market the same model of trains in the US. Californians are renowned for being environmentally conscious and tech-savvy — even Arnold Schwarzenegger promoted high-speed trains in California when he was the state’s governor. All this has created favorable conditions for the California High Speed Rail Authority (CaHSRA), which wants to lay 1,300 kilometers of high-speed track, connecting more than 25 cities in the process. Work is due to get underway on a 100-kilometer stretch of the new line in 2012.

    “Our travel time from Los Angeles to San Francisco is going to be two hours and 40 minutes, with stops,” says Rachel Wall of the CaHSRA. “Anyone who has traveled that route knows that driving or flying takes longer.”

    Too Expensive and Too Risky

    Until recently, the industry also had high hopes in Florida. The railway industry expected a call for tenders before the end of the year for the construction of a line between Tampa and Orlando. This could potentially have created thousands of jobs. However, Governor Rick Scott killed the project. Too expensive and too risky is how the Republican governor summarized it, although he has since promised to reconsider his decision.

    A lot is at stake for President Obama. The bullet trains were part of his 2008 election campaign. More recently, he promoted rail projects in his latest State of the Union speech. The president fears the country could fall behind its rivals. China, for instance, plans to lay a jaw-dropping 13,000 kilometers of high-speed rail track by 2020. It’s investing the equivalent of more than $300 billion in this Herculean task.

    Beijing recently sacked Rail Minister Liu Zhijun after what were rumored to be allegations of corruption. The concrete beds of the tracks were apparently laid sloppily.

    But this has done little to dampen enthusiasm for the program. From 2012 onward, trains should be able to catapult passengers from Beijing to Shanghai in less than five hours. Amtrak trains currently cover a similar distance between New York and Atlanta in a decidedly pedestrian 18 hours.

    Rail fan McCommons blames American attitudes for the perilous state of his country’s railway systems. “We have been sold this bizarre idea that only automobiles and air can take care of all our needs,” he says. That’s hardly surprising since two generations of Americans have grown up almost entirely without passenger trains. “It’s not in their imagination to take a train,” he explains.

    Vice President Biden can therefore still consider himself a pioneer if he travels to work by train. He often takes the Acela Express to Washington, the only rail line in the US that’s trumpeted as being high-speed.

    Biden’s ride covers the almost 180-kilometer route from Wilmington to Washington in 75 minutes. The average speed: About 140 kilometers per hour.

    Translated from the German by Jan Liebelt

    (-> read original article at SPIEGEL ONLINE international)

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