
By Jeff Peterson
America's coastal saltwater wetlands are on a course toward functional extinction in the coming decades. Their demise will come at the hands of steadily accelerating sea-level rise and relentless coastal development. As these wetlands disappear, they will take with them habitat, storm buffering and carbon sequestration benefits of tremendous value.
Fortunately, there is still time to change course. A determined and coordinated effort by local, state and federal governments — led by the Biden administration — could dramatically increase the number of saltwater wetlands that survive and go a long way to maintaining their ecological and societal benefits into the future.
Saltwater Wetlands: To Know Them Is to Love Them
The most recent estimate of the extent of saltwater wetlands along the American coast, published in 2009, found some 6.4 million acres with about half occurring along the Gulf of Mexico. This is a mere remnant of their historic extent and a decline of some 95,000 acres from the previous assessment in 2004, largely in the Gulf of Mexico. Ominously, the rate of loss increased by 35% from the prior five-year reporting period.
The remaining saltwater wetlands still provide an impressive array of ecological services and benefits to society. Often termed "the most productive ecosystems on Earth" they are nursery grounds for fisheries and provide habitat for birds, mammals and other wildlife.
Wetlands also protect communities from storm surges and flooding. Along the Atlantic and Gulf coasts the protective value of wetlands is estimated to be about $1.8 million per square kilometer annually. On top of all that, saltwater wetlands help fight global warming by storing carbon at a rate that is about two to four times greater than that observed in mature tropical forests.
The Saltwater Wetland Extinction Scenario
Rising sea level and steady coastal urbanization pose an existential threat to saltwater wetlands.
The National Oceanic and Atmospheric Administration predicts that sea level along much of the American coast is likely to rise by 2 to 4 feet, and may rise by as much as 8 feet, by 2100. And seas will continue to rise in the centuries to come, with an "intermediate" estimate of more than 9 feet by 2200.
NOAA's National Geodetic Survey installs a device to provide data to model the fate of a Chesapeake Bay marsh in the face of rising water levels. National Ocean Service Image Gallery
The rising seas will eventually drown all the saltwater wetlands that now exist, converting them to open water. Some wetlands will survive in place for a time if seas rise slowly enough. But the rate of sea-level rise is accelerating rapidly and other factors, such as land subsidence, will shift the balance in favor of rising seas in the years ahead.
For most saltwater wetlands, survival will require landward migration. This is possible where geography does not present obstacles, such as steep slopes, and where human development has not already staked a claim. There is no national assessment of the feasibility of saltwater wetland migration, but several studies of smaller geographic areas present a bleak picture.
On the Pacific coast, some 83% of wetlands are projected to become open water by 2110 and "migration of most wetlands was constrained by coastal development or steep topography," according to a 2018 study in Science Advances. Along the Gulf of Mexico, estimated conversion of wetlands to open water varies for each state, with rates from 24 to 37% by 2060.
The outlook for saltwater wetland survival darkens further when one considers new coastal development occupying dry land that might otherwise become a new wetland. Population in the 100-year coastal floodplain is expected to almost double by 2060, significantly expanding the coastal development footprint.
And the rising sea levels that drive wetlands inland will also prompt people to defend the land they are on, often with seawalls, bulkheads or levees. Some 14% of the coast is already armored by this infrastructure and, if the current rate of armoring continues, that percentage is expected to double by 2100.
Finally, wetlands that are able to migrate will need years to provide the same degree of ecosystem services they did originally. A study of over 600 restored wetlands worldwide found that biological structure and biogeochemical functioning "remained on average 26% and 23% lower, respectively, than in reference sites" even a century after restoration, which means that even the wetlands to do survive won't provide the same benefits.
Envisioning a Strategy for Saving Saltwater Wetlands
What can be done to help saltwater wetlands survive the one-two punch of a changing climate and coastal development?
A critical step is to admit we have a problem and agree that we need a national response strategy. A national strategy should define a goal for saltwater wetlands protection (e.g., a net increase in acreage nationally and by state) and charge a federal agency (e.g., NOAA) with leading the effort.
The heart of a new strategy needs to be carefully planned for landward migration of saltwater wetlands and deployment of new authority and resources toward that end. This key objective is widely supported in the academic literature and the work to address it must engage local, state and federal agencies.
Since it's been more than a decade since the last published assessment of the United States' coastal wetlands, existing saltwater wetlands need to be mapped anew. Then their varying rates of natural change should be assessed and the feasibility of landward migration evaluated. Evaluation of migration should include obstacles, such as natural features, and both existing and likely future development. Coastal places that are not wetlands today but are well suited to become wetlands as sea level rises, should be identified. All this information should be used to develop place-specific plans to protect and preserve the land that wetlands will need to migrate inland on a priority basis.
While that work is going on, we'll also need to focus on dampening the rate of population growth right along the coast. This will be essential to leave space for successful landward migration of saltwater wetlands. State and local government have diverse tools, including land-use plans and regulations, to apply to this challenge, but the federal government needs to help. For example, FEMA should stop issuing federal flood insurance for new development in coastal floodplains.
Another critical tool is expanded authority to restrict new coastal armoring projects that would prevent landward migration of saltwater wetlands. Eight states have implemented total or partial bans on coastal armoring, but efficacy and enforcement vary. All states should adopt and enforce such bans. These projects also require permits from the Army Corps of Engineers and existing requirements should be revised to give stronger preference for "living shorelines" that replace traditional structures with designs using biological and natural materials.
Creating a "living shoreline" in the Delaware estuary. Danielle Kreeger CC BY-NC-ND 2.0
In some places, regulation will not be enough and acquisition of real estate will be necessary. Some states have land-acquisition programs that consider sea-level rise. For example, Maryland identifies "coastal lands with the highest potential to aid in adaptation if sea level rises a meter per century" and uses the assessment in making conservation investments. People in the San Francisco Bay area voted for Measure AA to provide local funds for wetlands protection in the face of sea-level rise. These programs and some others are a foothold but more states need to follow this example.
Federal agencies need to support these state initiatives by expanding modest existing federal programs that protect coastal wetlands to include purchasing land for prospective wetlands and removing buildings and other structures where needed.
Saving saltwater wetlands will require that Congress, federal agencies, states and local governments collaborate to agree on the strategy and then approve the new tools and funding needed to carry it forward. This will require years of effort, but the start of a new Congress and a new administration is an auspicious time to begin this important work.
Jeff Peterson is a retired senior policy advisor at the Environmental Protection Agency and the author of A New Coast: Strategies for Responding to Devastating Storms and Rising Seas. https://islandpress.org/books/new-coast
Reposted with permission from The Revelator.
Researchers at UC-Riverside are investigating how barley, a key ingredient in beer, survives in such a wide variety of climates with hopes of learning what exactly makes it so resilient across climates.
Barley was first grown domestically in Southwest Asia about 10,000 year ago and is grown around the world, from Egypt to Minnesota.
Barley's prime growing regions have shifted northward in recent decades as global temperatures have risen due to climate change caused by human extraction and combustion of fossil fuels.
Chuck Skypeck, technical brewing projects manager for the Brewers Association located in Boulder, Colorado, told E&E climate change's effects are impacting the brewing industry.
"Certainly dynamic growing conditions, water scarcity, extreme weather events, growers' planting decisions can all affect both pricing and availability of brewers' supply of malted barley," he told E&E News.
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France moved one step closer this weekend to banning short-haul flights in an attempt to fight the climate crisis.
A bill prohibiting regional flights that could be replaced with an existing train journey of less than two and a half hours passed the country's National Assembly late on Saturday, as Reuters reported.
"We know that aviation is a contributor of carbon dioxide and that because of climate change we must reduce emissions," Industry Minister Agnes Pannier-Runacher told Europe 1 radio, according to Reuters.
The measure now has to pass the French Senate, then return to the lower house for a final vote. It would end regional flights between Paris's Orly airport and cities like Nantes and Bordeaux, The Guardian explained. It would not, however, impact connecting flights through Paris's Charles de Gaulle/Roissy airport.
The bill is part of a legislative package which aims to reduce France's emissions by 40 percent of 1990 levels by 2030, Reuters reported. It is a watered-down version of a proposal suggested by France's Citizens' Convention on Climate, BBC News explained. This group, which was formed by President Emmanuel Macron in 2019 and included 150 ordinary citizens, had put forward a ban on flights that could be replaced with an existing train journey of under four hours.
However, the journey length was lowered after protests from KLM-Air France, which had suffered heavy losses due to the coronavirus pandemic, and regions who were concerned about being left out of national transit networks, as The Guardian explained.
"We have chosen two and a half hours because four hours risks isolating landlocked territories including the greater Massif Central, which would be iniquitous," transport minister Jean-Baptiste Djebbari said, as The Guardian reported.
However, some environmental and consumer groups objected to the changes. The organization UFC-Que Choisir compared plane routes with equivalent train journeys of under four hours and found that the plane trips emitted an average of 77 times more carbon dioxide per passenger than the train journeys. At the same time, the train alternatives were cheaper and only as much as 40 minutes longer.
"[T]he government's choice actually aims to empty the measure of its substance," the group said, according to The Guardian.
The new measure also opens the French government to charges of hypocrisy. It bailed out Air France-KLM to the tune of a seven-billion euro loan last year, though it did require the airline to drop some domestic routes as a condition. Then, days before the measure passed, it more than doubled its stake in the airline, BBC News reported. However, Pannier-Runacher insisted to Europe 1 radio that it was possible to balance fighting climate change and supporting struggling businesses.
"Equally, we must support our companies and not let them fall by the wayside," she said, as Reuters reported.
This is not the first time that climate measures and aviation bailouts have coincided in the wake of the coronavirus pandemic. Austrian Airlines replaced its Vienna-Salzburg flight with additional train service after it received government money dependent on cutting greenhouse gas emissions, BBC News reported.
The number of flights worldwide declined almost 42 percent in 2020 when compared with 2019. It is expected that global aviation may not fully recover until 2024, according to Reuters.
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Four gray whales have washed up dead near San Francisco within nine days, and at least one cause of death has been attributed to a ship strike.
More whales than usual have been washing up dead since 2019, and the West Coast gray whale population continues to suffer from an unusual mortality event, defined by the National Oceanic and Atmospheric Administration (NOAA) as "a stranding that is unexpected; involves a significant die-off of any marine mammal population; and demands immediate response."
"It's alarming to respond to four dead gray whales in just over a week because it really puts into perspective the current challenges faced by this species," Dr. Pádraig Duignan, director of pathology at the Marine Mammal Center, said in a press release.
As the world's largest marine mammal hospital, the Sausalito-based center has been investigating the recent spate of deaths. The first involved a 41-foot female who washed up dead at San Francisco's Crissy Field on March 31, SFGate reported. The cause of death remains a mystery, as the whale was in good condition with a full stomach. The second, another female, washed up on April 3 at Fitzgerald Marine Reserve on Moss Beach.
"That animal's cause of death, we suspect, was ship strike," the Marine Mammal Center's Giancarlo Rulli told SFGate. "Our plan is to eventually head back out to that whale and take more samples."
The third whale washed up April 7 near Berkeley Marina, The AP reported. The center determined it was a 37-foot male in average condition, with no evidence of illness or injury.
A 41-foot female turned up the next day on Marin County's Muir Beach. She suffered bruising and hemorrhaging around the jaw and neck vertebrae, indicating a vessel strike.
Vessel strikes are one of the leading causes of death for gray whales examined by the Marine Mammal Center, along with entanglements in fishing gear and malnutrition. While the species is not endangered, the population has declined by 25 percent since last assessed in 2016, CNN reported.
West Coast gray whales travel 10,000 miles every year between Mexico and the Arctic, according to The AP. They spend the winter breeding off of Baja California, and feed along the California coast in spring and summer on their way back north. The Marine Mammal Center began noticing a problem for the migrating whales in 2019.
"Our team hasn't responded to this number of dead gray whales in such a short span since 2019 when we performed a startling 13 necropsies in the San Francisco Bay Area," Dr. Duignan said in the press release.
The 2019 deaths led NOAA to declare an unusual mortality event for West Coast gray whales. It is similar to another event that happened from 1999 to 2000, after which the whales' numbers rebounded to even higher levels. This suggests population dips and rises may not be uncommon for the species. However, it is also possible that the climate crisis is playing a role. The 2019 deaths were linked to malnutrition, and warmer waters can reduce the amount of food whales have to eat in the Arctic, giving them less energy for their migration, CNN explained. Overfishing can also play a role in depriving whales of food, the Marine Mammal Center said.
Dr. Jeff Boehm, Marine Mammal Center CEO and veterinarian, told CNN that he had observed an uptick in shipping traffic after the pandemic caused a slowdown. At the same time, the center is less able to conduct research because of COVID-19 safety precautions. And even in the best of times, only around 10 percent of dead whales wash up on shore, The AP reported.
"This many dead whales in a week is shocking, especially because these animals are the tip of the iceberg," Kristen Monsell, legal director of the Center for Biological Diversity's Oceans program, told The AP.
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Tropical Cyclone Seroja slammed into the Western Australian town of Kalbarri Sunday as a Category 3 storm before grinding a more-than 600-mile path across the country's Southwest.
About 70% of the buildings in Kalbarri were damaged and tens of thousands are without power by winds gusting over 100 miles per hour. Climate change, caused by humans' extraction and combustion of fossil fuels, is making cyclonic storms more extreme by increasing air and ocean temperatures, which effectively supercharges the storms.
"You just thought, this is it. I would have thought that when we opened the door, that there would be nothing around us except that roof," Kalbarri resident Debbie Major told the Australian Broadcasting Corporation. "We are a small town. Half of it has been flattened." Seroja devastated regions of Indonesia and Timor-Leste last week, where it triggered deadly flash floods and landslides.
#CycloneSeroja: homes & units before & after the cyclone hit #Kalbarri, 170kmh gusts causing major damage. #7NEWS https://t.co/WYFL2QOlwB— Paul Kadak (@Paul Kadak)1618186830.0
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BBC, The Washington Post, AU News, ABC AU, The Guardian (Video); Climate Signals background: Cyclonic storms
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By Rishika Pardikar
Search operations are still underway to find those declared missing following the Uttarakhand disaster on 7 February 2021.
"As of now [18 March], we have found 74 bodies and 130 people are still missing," said Swati S. Bhadauria, district magistrate in Chamoli, Uttarakhand, India. Chamoli is the district where a hanging, ice-capped rock broke off from a glacier and fell into a meltwater- and debris-formed lake below. The lake subsequently breached, leading to heavy flooding downstream.
The disaster is attributed to both development policies in the Himalayas and climate change. And as is common with climate-linked disasters, the most vulnerable sections of society suffered the most devastating consequences. Among the most vulnerable in Chamoli are its population of migrant construction workers from states across India.
Of the 204 people dead or missing, only 77 are from Uttarakhand, and "only 11 were not workers of the two dam companies," Bhadauria noted. The two dams referred to are the 13.2-megawatt Rishiganga Hydroelectric Project and the 520-megawatt Tapovan Vishnugad Hydropower Plant, which has been under construction since 2005. The flash floods in Chamoli first broke through the Rishiganga project and then, along with debris accumulated there, broke through the Tapovan Vishnugad project 5–6 kilometers downstream.
"Both local people and others from Bihar, Punjab, Haryana, Kashmir, Uttar Pradesh…from all over India work on these two [hydroelectric] projects," said Atul Sati, a Chamoli-based social activist with the Communist Party of India (Marxist-Leninist) Liberation.
Sati noted that the local community suspects the number of casualties from the Uttarakhand disaster may be higher than reported because not all the projects' migrant workers—including those from bordering countries like Nepal—have been accounted for by the construction companies and their subcontractors.
The National Thermal Power Corporation is the state-owned utility that owns the Tapovan Vishnugad project. "NTPC has given building contracts to some companies," Sati explained. "These companies have given subcontracts to other companies. What locals are saying is that there are more [than 204] who are missing. They say there were [migrant] workers from Nepal."
NTPC and the Kundan Group (the corporate owner of the Rishiganga project) have not responded to repeated requests for comment.
No Early-Warning System
"NTPC did not have a proper early-warning system," said Mritunjay Kumar, an employee with the government of the east Indian state of Bihar. Kumar's bother, Manish Kumar, was a migrant worker employed with Om Infra Ltd., an NTPC subcontractor. On the day of the disaster, Manish was working in one of the silt flushing tunnels of the Tapovan project and lost his life in the flooding.
Mritunjay Kumar noted that it "would have taken time" for the floodwater and debris to flow from the meltwater lake to the Rishiganga project and then to the Tapovan project. "Even if workers knew 5 minutes in advance," he said, "lives could have been saved."
An advance notice "would have given [Tapovan] workers at least 5–6 critical minutes," agreed Hridayesh Joshi, an environmental journalist from Uttarakhand who reported from Chamoli after the disaster. "Many people made videos; they shouted and alerted people on site. If there was a robust early-warning system, many more lives could have been saved…even if not all, at least some would have escaped."
"It is true that this was an environmental, climate change driven disaster. But NTPC had not taken any measures to save their workers from such disasters," Kumar said. "They [NTPC] hadn't even installed emergency exits for tunnel workers. The only proper exit was a road which faces the river. If NTPC had installed a few temporary iron staircases, many people could have climbed out."
Kumar noted that the Tapovan project has been under construction since before the 2013 Kedarnath disaster, in which more than 5,000 people lost their lives as rainfall-driven floods ravaged northern India. "If they [NTPC] knew that such disasters will happen, why didn't they install early-warning systems?" Kumar asked. "Scientists have been warning about climate change and [dam and road] constructions in the Himalayas from a very long time. Obviously, NTPC was aware."
This story originally appeared in Eos and is republished here as part of Covering Climate Now, a global journalism collaboration strengthening coverage of the climate story.