Showing posts with label Environmental Protection Agency. Show all posts
Showing posts with label Environmental Protection Agency. Show all posts

The Colorado Mine Waste Spill: The Fix That Broke

online engineering degree/engineering degree online/online engineering courses/engineering technology online/engineering courses online/engineering technician degree online/online engineering technology/electronic engineering online

On Wednesday, Aug. 5, heavy-equipment operators employed by the U. S. Environmental Protection Agency (EPA) were working at the site of the abandoned Gold King mine near Silverton, which is about a hundred miles northeast of the Four Corners area in southwestern Colorado.  The mine had not operated since 1923, and the workers weren't trying to get gold out of the mine.  Instead, they were trying to make sure that thousands of gallons of toxic-mineral-laden water that had filled large parts of the mine would stay there.  Their efforts were part of a larger project to clean up some nearby mines, an effort that would be spoiled if toxic water were to leak out of the Gold King mine and run downhill to the other mines. 

So, the workers had good intentions.  But good intentions don't always stop bad things from happening. 

It turned out that there was a lot more water backed up behind the "adit" (the horizontal mine opening) than the workers realized.  Apparently, if they had bored a test hole beforehand, they might have determined from the high pressure that it was dangerous to do what they were doing.  But bore holes cost money and time, the geology of the site made such a project tricky, and so they went ahead with some shoring-up operations.

Exactly what happened has not yet come to light, but somehow, the actions of the construction machinery disturbed the delicate balance of whatever loose rock was keeping the water in the mine, and here it came.  Some veiled references about prompt action preventing fatalities imply that things must have gotten pretty exciting for a while, as a flood of yellow acid water poured from the mine's opening down the hill to find its way to Cement Creek, where it spread to watersheds that cover parts of three states.  Some of these now-polluted streams pass through Indian reservations, and the Navajo Nation's president Russell Begaye has declared that his tribe is going to sue the EPA.

Clearly, the EPA has a mess on its hands.  But what about those good intentions?  Doesn't that count for anything?

The Gold King spill has drawn attention to an ongoing problem shared by many regions where mining was carried out with more enthusiasm than wisdom by operators who did only what they had to do to get the gold out.  As anyone knows who as a child played in sand on the beach with a toy shovel, holes in the ground dug below the water table eventually fill up with water.  Abandoned mines often contain soluble compounds such as iron sulfide (pyrite, or fool's gold) and minerals containing toxic elements such as lead, cadmium, and arsenic.  When water gets into these mines, the water acquires significant concentrations of these undesirable chemicals, and oxidized pyrite makes it highly acidic.  Sooner or later, water usually finds its way out of an old mine, either through natural fissures in the rock or more violently as water pressure builds up and breaches blockages, which is what happened at the Gold King mine, with a little accidental help from the EPA.

What one generation messed up, a succeeding generation is trying to clean up, but the task is Herculean—or maybe even Sisyphean.  Sisyphus was a mythological Greek king who played tricks on the gods.  The gods, in particular Zeus, didn't appreciate this, and so when Sisyphus died, Zeus condemned him in Hades to try to roll a boulder up a hill.  Just as he'd get nearly to the top, the enchanted boulder would elude his grasp and roll back downhill, and Sisyphus had to lather, rinse, and repeat, so to speak—forever.

The EPA won't have to clean up mines forever, but with 22,000 abandoned mines in Colorado alone, they have enough to keep them busy for quite a while.  The fact that the EPA has resources to prevent mine-water spills at all is due to the passage of laws such as the Superfund act, which helps pay to clean up environmental messes that the owners (or former owners) can't afford to fix.  The agreement under which the EPA was working on the Gold King mine wasn't a full-fledged Superfund situation (such a label was feared to discourage tourism), but millions of government dollars were committed to the cleanup anyway.  And it was in pursuit of this type of cleanup that the site workers inadvertently caused exactly the kind of problem that they were there to prevent.

There is an opportunity here, even in this crisis, for engineers and engineering educators.  It's hard enough to dig a mine without having it fall on your head, but as numerous accidents have shown, digging a mine is a piece of cake compared to trying to do anything with an old abandoned mine for which few records exist and maintenance ceased decades ago.  But doing the kind of thing that the EPA is doing is engineering too—pure-D environmental engineering, but probably not of a kind that too many environmental engineering departments consider. 

With so many abandoned mines to fix and federal money to fix them, one can imagine a new engineering subdiscipline of abandoned-mine remediation.  Typically, new engineering disciplines are practiced under other guises for some time before anyone recognizes them as distinct from previous disciplines.  For all I know, there may be a division of some civil engineering department somewhere that already teaches these things, but I doubt it.  If there isn't, though, there ought to be.

Maybe all the education in the world might not have prevented the breach that caused the Gold King spill.  Sometimes a bad thing is bound to happen no matter what you do.  But now that we've had a bad example of how not to handle abandoned mines, maybe the academics and engineers can get together to develop best practices and procedures to prevent things like this from happening in the future. 

Sources:  I referred to articles on the spill carried in the online editions of the Washington Poston Aug. 10 at http://www.washingtonpost.com/news/morning-mix/wp/2015/08/10/what-the-epa-was-doing-when-it-sent-yellow-sludge-spilling-into-a-colorado-creek/and the Denver Post on Aug. 26 at http://www.denverpost.com/news/ci_28705984/epa-underestimated-water-pressure-led-colorado-mine-spill, as well as an article about the Navaho lawsuit at
https://www.rt.com/usa/312499-toxic-spill-tribes-epa/.  The Wikipedia article on Sisyphus has some great details about exactly what it takes to tick off Greek gods, by the way.

Is There Methanol In Your Car's Future?

online engineering degree/engineering degree online/online engineering courses/engineering technology online/engineering courses online/engineering technician degree online/online engineering technology/electronic engineering online

Suppose that tomorrow you could get in your car, go down to the gas station, and choose between buying regular gas at $3.12 a gallon, or methanol at $2.08 a gallon.  You would know that the miles per gallon you get with methanol is only about 2/3 of what gasoline gives you.  But then you do the math:  if methanol is less than 2/3 the price of gasoline (including taxes), you're ahead mileage-wise.  And sure enough, two-thirds of $3.12 is $2.08 exactly. 

Then you think of all the nice consequences of burning methanol instead of gasoline.  Almost no carbon monoxide comes out your car's tailpipe when you burn methanol.  Other pollutants (including carcinogenic aromatic compounds that result from burning gasoline) are reduced or eliminated, and your carbon footprint per mile is decreased too, because methanol has fewer atoms of carbon per molecule than gasoline.  And every gallon of methanol you burn is a strike against the Organization of Petroleum-Exporting Countries (OPEC), because in the hypothetical methanol economy of the future, most methanol is made from U. S. fuel sources:  natural gas, coal, or even biomass sources can all be converted into methanol.  Knowing all this, you choose methanol. 

This little tale is more than a pipe dream.  The numbers are based on the hard realities of current gasoline prices at the pump and methanol prices, with taxes prorated according to the miles-per-gallon capability of the respective fuels, which would only be fair.  But a lot would have to change in both technology and the regulatory environment to bring this vision into reality.  In a recent issue of The New Atlantis, author Robert Zubrin promotes the methanol economy as a way of breaking the petroleum cartel enforced by OPEC, which he estimates make gas prices about 50% higher than otherwise.  As Zubrin points out, there are other reasons to adopt methanol besides geopolitical ones, but both technical and legal issues stand in the way of widespread adoption of methanol as a transportation fuel.

Methanol shares with ethanol a difference in chemistry between oxygen-bearing compounds such as alcohols and the purely hydrocarbon nature of gasoline.  Unlike gasoline, methanol is corrosive to the aluminum and steel commonly used in automotive fuel systems, so a new transportation infrastructure would have to be developed before methanol could be made widely available at the retail level.  Fortunately, new "flex-fuel" cars have systems made to handle methanol, ethanol, gasoline, or a mixture of fuels, so there is no longer a major technical barrier to making cars that could burn methanol.  As Zubrin points out, however, there is a huge legal barrier:  the U. S. Environmental Protection Agency. 

For reasons that seemed good at the time, the EPA adopted rules some years ago that prohibit the burning of any transportation fuel with more than a 2.7 percent oxygen content.  Methanol is about 50% oxygen, so the EPA would have to issue a special waiver of this rule before methanol could be sold as a motor fuel.  (It has already done this for the "E85" ethanol-gasoline mixtures available in some locations.)  The EPA also prohibits after-market modifications of older cars to burn methanol, but this rule could be changed as well.

I wish the price differential were greater between methanol and gasoline, because there would then be a powerful economic incentive to lower the legal and technical barriers to adoption of methanol.  As things stand, however, some hidden economic incentives may be pointing the other way.  Zubrin traces lots of money invested in auto companies to holders of vast OPEC-controlled petroleum investments, and speculates that any major move away from gasoline-burning cars by the major U. S. automakers would be squashed by the money-bag guys.  Personally, if I find a situation that can be explained either by (a) a vast secret conspiracy or (b) ignorance and inertia, I'll go for ignorance and inertia every time. 

The main reason we don't have a methanol economy right now is that the gasoline economy we have in place is not in an immediate crisis, and so the red-alert alarm bells that it takes to get the attention of government officials and elected representatives are silent.  The last time this country got really serious about alternative fuels was back in the early 1980s, when the price of crude oil spiked at around $100 a barrel (in 2011 dollars).  That motivated a spate of energy research that faded almost as quickly as the price of oil fell.  We are almost at that same price now again, but since it's happened before and we survived, nobody seems to be very motivated to do much about it this time.

Some readers may recall President George W. Bush's call for a hydrogen economy during his 2003 state-of-the-union address.  That scheme would have had some of the advantages of the methanol economy, including less pollution and less dependence on foreign fossil fuels.  But hydrogen, which is the lightest known gas at room temperature, is devilishly hard to transport and use for transportation, simply because it must be stored under extremely high pressures or liquefied at extremely cold temperatures.  While these measures are practical for exotic applications like interplanetary rockets, they were sufficiently challenging to smother the hydrogen economy in its diapers, so to speak, even if more politicians than the President had gotten behind it, which they by and large refrained from doing.

Methanol is much more practical than hydrogen as a motor fuel, and in fact is used exclusively in many race cars, where its naturally higher octane rating is an advantage.  I think the biggest single hurdle blocking the way to a methanol-fueled transportation system is not technical and not legal.  It's a lack of leadership.  The last time I can recall that a national leader resolved to do something definite and new, and had the support of most of the nation, was right after 9/11/2001 when President Bush said we were going into Afghanistan and whip some you-know-what.  But that state of the national mind lasted about three weeks.  Then Bush himself encouraged people to go shopping and revert to business as usual, and the moment was lost.

Man does not live by bread—or gasoline—or methanol—alone.  There are more important matters than the health of the economy, but you wouldn't think so by listening to most political rhetoric nowadays.  Zubrin's motivation in calling for a methanol economy is not strictly economic or technical.  He sees OPEC as a world-class force for evil that needs to be broken up, and I agree with him.  But there are so many domestic concerns that obsess the political class nowadays that it would take another 9/11-style crisis to get their attention.  And nobody wants that.

Sources:  Robert Zubrin's article "Why We Should Break OPEC Now" appeared in the No. 40 (Fall 2013) issue of The New Atlantis, pp. 19-32.  I referred to Wikipedia articles on methanol, the methanol economy, and fuel taxes in the United States.