Scientists are commemorating the discovery 20 years ago that man-made chlorofluorocarbons (CFCs) used chiefly in refrigerators and air-conditioners were responsible for creating the "ozone hole" over the Antarctic. The scientists concluded that CFCs would drift into the stratosphere where they would produce chlorine compounds that react with ice particles and sunlight to efficiently destroy ozone molecules that shield the surface from ultraviolet light streaming from the sun. In 1987, the world adopted the Montreal Protocol to eventually eliminate the production of CFCs. Activists often cite the Montreal Protocol as a model for a future treaty addressing man-made global warming by banning the emission of greenhouse gases. A Nobel Prize in chemistry was awarded in 1995 to the three scientists who identified the ozone/CFC connection.
This neat story of the scientific identification of a man-made cause for stratospheric ozone depletion followed by a successful international response to the threat is now being challenged by some very recent research. News@nature.com (sub required) is reporting a new analysis by Markus Rex, an atmosphere scientist at the Alfred Wegener Institute of Polar and Marine Research in Potsdam, Germany, which finds that the data for the break-down rate of a crucial molecule, dichlorine peroxide (Cl2O2) is almost an order of magnitude lower than the currently accepted rate.
What this could mean according to the Nature news article is that:
"This must have far-reaching consequences," Rex says. "If the measurements are correct we can basically no longer say we understand how ozone holes come into being." What effect the results have on projections of the speed or extent of ozone depletion remains unclear.
The rapid photolysis of Cl2O2 is a key reaction in the chemical model of ozone destruction developed 20 years ago2 (see graphic). If the rate is substantially lower than previously thought, then it would not be possible to create enough aggressive chlorine radicals to explain the observed ozone losses at high latitudes, says Rex. The extent of the discrepancy became apparent only when he incorporated the new photolysis rate into a chemical model of ozone depletion. The result was a shock: at least 60% of ozone destruction at the poles seems to be due to an unknown mechanism, Rex told a meeting of stratosphere researchers in Bremen, Germany, last week.
Other groups have yet to confirm the new photolysis rate, but the conundrum
is already causing much debate and uncertainty in the ozone research community. "Our understanding of chloride chemistry has really been blown apart," says John Crowley, an ozone researcher at the Max Planck Institute of Chemistry in Mainz, Germany."Until recently everything looked like it fitted nicely," agrees Neil Harris, an atmosphere scientist who heads the European Ozone Research Coordinating Unit at the University of Cambridge, UK. "Now suddenly it's like a plank has been pulled out of a bridge." ...
Nothing currently suggests that the role of CFCs must be called into question, Rex stresses. "Overwhelming evidence still suggests that anthropogenic emissions of CFCs and halons are the reason for the ozone loss. But we would be on much firmer ground if we could write down the correct chemical reactions."
Of course, it may be that Rex's research has gone wrong somehow or that another chemical mechanism involving CFCs will turn out to be chiefly responsible for ozone depletion. Nevertheless, it is good to keep in mind that all scientific results are provisional and may change in the light of new evidence.
By the way, for anyone who cares about my own take on the ozone hole/CFC issue, in chapter 8 of my 1993 book, Eco-Scam: The False Prophets of Ecological Apocalypse, I concluded:
Despite a great deal of continuing scientific uncertainty, it appears that CFCs do contribute to the creation of the Antarctic ozone hole and perhaps to a tiny amount of global ozone depletion. If CFCs were allowed to build up in the atmosphere during the next century, ozone depletion might eventually entail significant costs. More ultraviolet light reaching the surface would require adaptation—switching to new crop varieties, for example—and it might boost the incidence of nonfatal skin cancer. In light of these costs, it makes sense to phase out the use of CFCs.
John Nuttall, 57, needs surgery to set the ankle which he broke in three places two years ago because it did not mend naturally with a plaster cast.
Doctors at the Royal Cornwall Hospital in Truro have refused to operate because they say his heavy smoking would reduce the chance of healing, and there is a risk of complications which could lead to amputation.
They have told him they will treat him only if he gives up smoking. But the former builder has been unable to break his habit and is now resigned to coping with the injury as he cannot afford private treatment.
He is in constant pain from the grating of the broken bones against each other and has been prescribed daily doses of morphine.
Mr Nuttall, of Newlyn, Cornwall, broke the ankle in a fall in 2005. Initially he refused surgery because he had caught MRSA at a different hospital four years earlier, and was terrified of history repeating itself.
He hoped the fractured bones would knit together with a standard plaster cast to immobilise his ankle.
But six months and three plaster casts later, it became clear that an operation to pin the bones was the only solution.
However, the hospital told Mr Nuttall, who no longer works because of smoking-related chest problems, that he would have to give up smoking before an operation could be carried out.
Mr Nuttall said: '"I am in agony. I have begged them to operate but they won't. I have tried my hardestto give up smoking but I can't. I got down to ten a week at one point but they said that was not good enough.
"I spent 12 months trying to give up and used patches and everything, but nothing works.
"I have smoked for over 40 years and it's not going to happen.
"We were brought up at a time when cigarette advertisements were everywhere and there were no warnings.
"I want to warn other smokers that they could be denied medical treatment and there is nothing we can do about it.
"I have paid my dues as a taxpayer-and now the NHS won't treat me."
Mr Nuttall, who is single, uses a walking stick to get around and fears his bones will now be so 'calcified' that an operation would not work even if he were allowed to have it.
"It is very painful," he said. "If I walk more than a few steps I can feel it grinding."
A spokesman for the hospital trust said: "Smoking has a very big influence on the outcome of this type of surgery, and the healing process would be hindered significantly."
Staff Writer
The Toyota Prius has become the flagship car for those in our society so environmentally conscious that they are willing to spend a premium to show the world how much they care. Unfortunately for them, their ultimate ‘green car’ is the source of some of the worst pollution in North America; it takes more combined energy per Prius to produce than a Hummer.
Before we delve into the seedy underworld of hybrids, you must first understand how a hybrid works. For this, we will use the most popular hybrid on the market, the Toyota Prius.
The Prius is powered by not one, but two engines: a standard 76 horsepower, 1.5-liter gas engine found in most cars today and a battery- powered engine that deals out 67 horsepower and a whooping 295ft/lbs of torque, below 2000 revolutions per minute. Essentially, the Toyota Synergy Drive system, as it is so called, propels the car from a dead stop to up to 30mph. This is where the largest percent of gas is consumed. As any physics major can tell you, it takes more energy to get an object moving than to keep it moving. The battery is recharged through the braking system, as well as when the gasoline engine takes over anywhere north of 30mph. It seems like a great energy efficient and environmentally sound car, right?
You would be right if you went by the old government EPA estimates, which netted the Prius an incredible 60 miles per gallon in the city and 51 miles per gallon on the highway. Unfortunately for Toyota, the government realized how unrealistic their EPA tests were, which consisted of highway speeds limited to 55mph and acceleration of only 3.3 mph per second. The new tests which affect all 2008 models give a much more realistic rating with highway speeds of 80mph and acceleration of 8mph per second. This has dropped the Prius’s EPA down by 25 percent to an average of 45mpg. This now puts the Toyota within spitting distance of cars like the Chevy Aveo, which costs less then half what the Prius costs.
However, if that was the only issue with the Prius, I wouldn’t be writing this article. It gets much worse.
Building a Toyota Prius causes more environmental damage than a Hummer that is on the road for three times longer than a Prius. As already noted, the Prius is partly driven by a battery which contains nickel. The nickel is mined and smelted at a plant in Sudbury, Ontario. This plant has caused so much environmental damage to the surrounding environment that NASA has used the ‘dead zone’ around the plant to test moon rovers. The area around the plant is devoid of any life for miles.
The plant is the source of all the nickel found in a Prius’ battery and Toyota purchases 1,000 tons annually. Dubbed the Superstack, the plague-factory has spread sulfur dioxide across northern Ontario, becoming every environmentalist’s nightmare.
“The acid rain around Sudbury was so bad it destroyed all the plants and the soil slid down off the hillside,” said Canadian Greenpeace energy-coordinator David Martin during an interview with Mail, a British-based newspaper.
All of this would be bad enough in and of itself; however, the journey to make a hybrid doesn’t end there. The nickel produced by this disastrous plant is shipped via massive container ship to the largest nickel refinery in Europe. From there, the nickel hops over to China to produce ‘nickel foam.’ From there, it goes to Japan. Finally, the completed batteries are shipped to the United States, finalizing the around-the-world trip required to produce a single Prius battery. Are these not sounding less and less like environmentally sound cars and more like a farce?
Wait, I haven’t even got to the best part yet.
When you pool together all the combined energy it takes to drive and build a Toyota Prius, the flagship car of energy fanatics, it takes almost 50 percent more energy than a Hummer - the Prius’s arch nemesis.
Through a study by CNW Marketing called “Dust to Dust,” the total combined energy is taken from all the electrical, fuel, transportation, materials (metal, plastic, etc) and hundreds of other factors over the expected lifetime of a vehicle. The Prius costs an average of $3.25 per mile driven over a lifetime of 100,000 miles - the expected lifespan of the Hybrid.
The Hummer, on the other hand, costs a more fiscal $1.95 per mile to put on the road over an expected lifetime of 300,000 miles. That means the Hummer will last three times longer than a Prius and use less combined energy doing it.
So, if you are really an environmentalist - ditch the Prius. Instead, buy one of the most economical cars available - a Toyota Scion xB. The Scion only costs a paltry $0.48 per mile to put on the road. If you are still obsessed over gas mileage - buy a Chevy Aveo and fix that lead foot.
One last fun fact for you: it takes five years to offset the premium price of a Prius. Meaning, you have to wait 60 months to save any money over a non-hybrid car because of lower gas expenses.
source: http://clubs.ccsu.edu/recorder/editorial/editorial_item.asp?NewsID=188
Source: http://www.eurekalert.org/pub_releases/2007-02/osu-atd021207.php
This comes soon after the latest report by the Intergovernmental Panel on Climate Change that strongly supports the conclusion that the Earth's climate as a whole is warming, largely due to human activity.
It also follows a similar finding from last summer by the same research group that showed no increase in precipitation over Antarctica in the last 50 years. Most models predict that both precipitation and temperature will increase over Antarctica with a warming of the planet.
David Bromwich, professor of professor of atmospheric sciences in the Department of Geography, and researcher with the Byrd Polar Research Center at Ohio State University, reported on this work at the annual meeting of the American Association for the Advancement of Science at San Francisco.
"It's hard to see a global warming signal from the mainland of Antarctica right now," he said. "Part of the reason is that there is a lot of variability there. It's very hard in these polar latitudes to demonstrate a global warming signal. This is in marked contrast to the northern tip of the Antarctic Peninsula that is one of the most rapidly warming parts of the Earth."
Bromwich says that the problem rises from several complications. The continent is vast, as large as the United States and Mexico combined. Only a small amount of detailed data is available – there are perhaps only 100 weather stations on that continent compared to the thousands spread across the U.S. and Europe . And the records that we have only date back a half-century.
"The best we can say right now is that the climate models are somewhat inconsistent with the evidence that we have for the last 50 years from continental Antarctica .
"We're looking for a small signal that represents the impact of human activity and it is hard to find it at the moment," he said.
Last year, Bromwich's research group reported in the journal Science that Antarctic snowfall hadn't increased in the last 50 years. "What we see now is that the temperature regime is broadly similar to what we saw before with snowfall. In the last decade or so, both have gone down," he said.
In addition to the new temperature records and earlier precipitation records, Bromwich's team also looked at the behavior of the circumpolar westerlies, the broad system of winds that surround the Antarctic continent.
"The westerlies have intensified over the last four decades of so, increasing in strength by as much as perhaps 10 to 20 percent," he said. "This is a huge amount of ocean north of Antarctica and we're only now understanding just how important the winds are for things like mixing in the Southern Ocean." The ocean mixing both dissipates heat and absorbs carbon dioxide, one of the key greenhouse gases linked to global warming.
Some researchers are suggesting that the strengthening of the westerlies may be playing a role in the collapse of ice shelves along the Antarctic Peninsula.
"The peninsula is the most northern point of Antarctica and it sticks out into the westerlies," Bromwich says. "If there is an increase in the westerly winds, it will have a warming impact on that part of the continent, thus helping to break up the ice shelves, he said.
"Farther south, the impact would be modest, or even non-existent."
Bromwich said that the increase in the ozone hole above the central Antarctic continent may also be affecting temperatures on the mainland. "If you have less ozone, there's less absorption of the ultraviolet light and the stratosphere doesn't warm as much."
That would mean that winter-like conditions would remain later in the spring than normal, lowering temperatures.
"In some sense, we might have competing effects going on in Antarctica where there is low-level CO2 warming but that may be swamped by the effects of ozone depletion," he said. "The year 2006 was the all-time maximum for ozone depletion over the Antarctic."
Bromwich said the disagreement between climate model predictions and the snowfall and temperature records doesn't necessarily mean that the models are wrong.
"It isn't surprising that these models are not doing as well in these remote parts of the world. These are global models and shouldn't be expected to be equally exact for all locations," he said.
Contact: David Bromwich (614) 292-6692; Bromwich.1@osu.edu
