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New clues about how earthquakes work
University of Delaware researcher Jessica Warren helped uncover evidence that sections of fast-moving underwater faults may act like “brakes,” controlling the occurrence of big earthquake events on transform faults. Warren can discuss what the findings, released today in the journal Science, mean for earthquake science and future modeling. Situated along a stretch of the equator in the Pacific Ocean, between Indonesia and Central America, the Gofar transform fault is one of the fastest moving faults on Earth — cruising along the seafloor at about 140 millimeters per year. This is over four times faster than the San Andreas fault is moving in California. “Geologically speaking, it's like looking at a moving Acela train next to a SEPTA train on the tracks,” said Warren, a professor of earth sciences at UD. Researchers know that the Gofar transform fault line has experienced a magnitude 6 earthquake about every five to six years over the last three decades. It’s been studied extensively, as these earthquakes occur at the same places along the fault and at the same intensity, time after time. What’s been unknown, until now, is why parts of this fault experience many small microshocks leading up to a main earthquake rupture, then shut down, while other parts of the fault are quiet before the big event and then experience many aftershocks. Now, a multi-institutional team of researchers, including UD’s Warren, reports that sections of the fault without large magnitude earthquakes actually act like brakes in a fast-moving car, controlling the occurrence of big earthquake events on transform faults. This finding is in contrast with currently accepted models of earthquake behavior. The team includes researchers from UD, Indiana University, Woods Hole Oceanographic Institution, Scripps Institution of Oceanography at UC San Diego, the U.S. Geological Survey, Boston College, Western Washington University, the University of New Hampshire and McGill University. In the study, the researchers analyzed two zones along the Gofar transform fault they say have stopped about 15 magnitude 6 earthquakes over the past 30 years. The study findings will inform globally what’s known about how faults and earthquakes behave, at sea and on land. Warren's contributions include leading the initial field research at sea in 2019 on the R/V Atlantis and interpreting results throughout the project, with a focus on connecting the earthquake observations to how rocks in the fault fracture and distort during an earthquake. Why were you studying the Gofar transform fault, in particular? Warren: Geoscientists want to understand faults and earthquakes because they are obviously a big hazard on land. The rocks that make up the seafloor are simpler than those found on land, providing a more controlled space to study earthquakes, despite the challenges of doing research underwater. If you want to understand how faults build up stress and then release it (and where), the Gofar transform fault is amazing, because it experiences earthquakes at reliable intervals of five to six years. This is a lot more regular than any other fault. In 2019, I led a research cruise on the R/V Atlantis that deployed 51 seismometers two miles down on the seafloor to detect these small events. We were able to compare the results of our measurements from 2019 to 2020 to an experiment conducted by my colleague Jeff McGuire on the same fault in 2008. The similarities in the two datasets brought us to the realization that fault sections without large magnitude earthquakes control the overall occurrence of big events on transform faults. When we had that observation in 2008, that might have been a one-off, but getting back this new data and seeing such similar behavior was a new insight into what's happening in the fault. How does that tell you about how earthquakes occur on land? Warren: On land, people spend a lot of time looking at how rainwater and groundwater move in a fault system, and how that influences the behavior of the fault. In the oceans, we have an unlimited amount of water. Once the rock cracks, the water is going to get in there. Being able to look at how a fault changes through the earthquake cycle — which we've now measured most of on this one fault — can help us understand what is universal about how faults work, and how rock friction works. And one of the big players is water. That's why the rock samples that my lab works on matter. Fault structure is another thing that we've been trying to understand. We know from on land that some parts of a fault are linear, while other parts have lots of strands and maybe contain more fractures and that, if you start putting water in the picture, this can limit or change how water moves into the system. Now, we have these very high-resolution maps of the seafloor, where we can see, for the first time, where the fault itself is. One of the next things we want to understand is how fluid gets into the fault, and then how friction in a fault changes when water is there. Why is this important? Warren: The next step is to translate the understanding that we've gained from this specific fault to understanding how faults behave in general. This is the longer path to really understanding earthquake hazards. It's not going to change our hazard models tomorrow, but hopefully it will in the decades to come. To reach Warren directly and arrange an interview, visit her profile and click on the "contact" button. Interested reporters can also email MediaRelations@udel.edu.
Robotics help solve deep Sea Mysteries
UD's College of Earth, Ocean and Environment uses robotics currently operated by the National Deep Submergence Facility (NDSF) to study the depths of the ocean. These expeditions ranged from the East Pacific Rise to the Mid-Atlantic Ridge. The vehicles include the Human Occupied Vehicle (HOV) Alvin, the Remotely Operated Vehicle (ROV) Jason and the Autonomous Underwater Vehicle (AUV) Sentry. What it is: A CTD (Conductivity, Temperature, Depth) instrument is a key oceanography tool that collects deep-water samples using remotely triggered Niskin bottles at specific depths. How it helps: These measurements help scientists understand ocean processes, including carbon cycling and life systems, which are essential to understanding Earth’s overall functioning. To find out more or to speak with speak associate professor Andrew Wozniak about this deep-sea technology, reach out to MediaRelations@udel.edu.
Strategic Closure of Strait of Hormuz Puts Pressure on U.S., Threatens Global Oil Trade Stability
Less than a week after the onset of the war in Iran, and amid escalating conflict in the region, Iran effectively closed the Strait of Hormuz to shipping tankers moving oil from the Middle East by threatening attacks against any vessel who entered the waterway. Thus, the small body of water, which moves a large percentage of the world’s crude oil, has become one of the most discussed places in the world in recent days. Frank Galgano, PhD, is a professor of Geography and the Environment at Villanova University. He is an expert in military and Middle East geography and has also studied global maritime shipping and access to natural resources. Dr. Galgano says there geographic, geopolitical, military and economic factors at play, along with widespread potential consequences, as Iran holds steady on their closure of the strait and the U.S. considers how, or if, it will attempt to help escort oil ships through. Geography and Significance of Strait of Hormuz Situated between Iran to the north and Oman and the United Arab Emirates to the south, the Strait of Hormuz is a narrow shipping lane that connects the Persian Gulf to the Gulf of Oman and, further out, the Arabian Sea. It is one of the most vital chokepoints in the Middle East, along with the Suez Canal, Straits of Tiran, Bab al-Mandab and the Turkish Straits. “Right now, because of oil, it is the most important,” Dr. Galgano said. “Every day, roughly 20 percent of global petrochemical use goes through Hormuz.” The strait itself is barely over 20 nautical miles at its narrowest, but only a small portion of that is shipping lanes. Depth constraints limit shipping to two lanes, each two miles wide, with a two-mile buffer between. “You’re essentially looking at all of that shipping constrained to six nautical miles, and the ships are relatively slow,” Dr. Galgano said. “There are usually about 14-25 tankers every 24 hours transiting the Gulf, so there is always a ship in line." By Iran threatening military action against any oil-carrying ships in Hormuz—and by shipping companies refusing to attempt to traverse it— one-fifth of the global oil trade is essentially cut off indefinitely. That is concerning, given that it takes very little to send global oil prices skyrocketing. Dr. Galgano referenced the 2010-11 Somali pirate issue that caused supertankers—which cost upward of $50,000 a day to operate—to be rerouted. “That alone caused gas prices to raise 10 cents per gallon,” he said. In this case, the biggest impact will be felt throughout Asia, which relies more heavily on oil imports. But the U.S., despite being the second-biggest producer of crude oil last year, will still feel significant effects, since oil is traded globally. “It takes these supertankers eight or 12 days to reach the East Coast from Hormuz,” Dr. Galgano said. “So, a few days later you might see diminished supplies, but there is a critical point where we would face a real shortage.” Attempting to Move Ships Through Hormuz Poses Huge Danger Unlike the Iranian-backed Houthi rebels attacks on Israeli ships and those belonging to its allies in the Red Sea last year, Iran itself has far more sophisticated weapons, along with a strong motive to do whatever it can to put pressure on the U.S. and involved allies. In addition to drones designed for attacking ships—like the ones used by Houthis—Iran also possesses Chinese and Russian anti-ship missiles, according to the professor. “Ships are very vulnerable,” he said, then referencing the 2000 bombing of the USS Cole by Al Qaeda operatives. “That was just two guys in a rubber boat with an explosive device, and it almost sunk the whole ship. If one is carrying oil, it becomes almost like a large fuel bomb.” The United States has weighed the idea of sending a convoy to help escort and protect these ships. They did as much in the late 1980s in Operation Earnest Will, in which President Reagan ordered Kuwaiti supertankers—which were being fired at—to reflag under the U.S. flag so the Navy could legally escort them. But weapons technology has changed, and while U.S. naval ships could certainly defend themselves, “supertankers are slow and it is still an incredibly dangerous operation,” Dr. Galgano said. “The convoy would have to be lucky 100 percent of the time. Iran would only have to be lucky once to hit a ship and cause an immediate fiasco, both physically and in the media.” Global Dependance on Shipped Goods According to Dr. Galgano, between 75 and 90 percent of all items you handle on a day-to-day basis come from inside the hull of a ship: shocks on your car, clothes on your back, or components of your computer. When shipment is disrupted, it can cause supply chain and cost issues. “During the pandemic, Ford was waiting on chips for F-150s, and HP was waiting in chemicals to make ink,” Dr. Galgano said. “Even the ship that got stuck in the Suez Canal a few years ago caused $10 billion in losses per day due to the backup.” For commodities like oil, the indefinite inability to utilize perhaps the most important shipping lanes in the world due to large scale conflict quickly raises the economic stakes to even greater levels. “Iran absolutely knows that, and they see this as a bargaining chip,” Dr. Galgano said. “Cause economic pain to force cessation of the attacks.”
ExpertSpotlight: Why the Strait of Hormuz Matters: The World’s Most Critical Chokepoint
The Strait of Hormuz is one of the most strategically vital waterways on Earth. Just 20 miles wide at its narrowest point, with shipping lanes only a few miles across in each direction, this narrow channel connects the Persian Gulf to the Gulf of Oman and the Arabian Sea. Through it flows roughly one-fifth of the world’s petroleum supply, along with vast quantities of liquefied natural gas, particularly from Qatar. For global markets, the Strait is more than geography, it is a pressure point. Any disruption, even the threat of one, can send oil prices surging and rattle financial markets worldwide. A History Shaped by Empire and Energy For centuries, the Strait served as a maritime corridor linking Mesopotamia, Persia, India, and East Africa. Control over it shifted between regional powers, colonial empires, and eventually modern nation-states. In the 16th century, the Portuguese seized nearby islands to dominate regional trade routes. Later, British naval power asserted influence during the height of imperial shipping dominance. In the 20th century, however, the Strait’s importance expanded dramatically with the rise of oil exports from Gulf states. After the 1979 Iranian Revolution, tensions surrounding the Strait intensified. During the Iran-Iraq War in the 1980s, particularly the so-called “Tanker War” phase, commercial vessels were targeted, highlighting how vulnerable global energy supplies could be. Since then, periodic confrontations between Iran, the United States, and regional powers have kept the Strait at the centre of geopolitical risk. Why It Is So Important Today 1. Energy Security Major oil producers including Saudi Arabia, Iraq, the UAE, Kuwait, and Qatar rely heavily on this route. Even short-term closures could disrupt millions of barrels per day in global supply. 2. Global Economic Stability Because oil is globally traded and priced, disruptions in the Strait impact fuel costs, inflation, shipping, and consumer prices worldwide — including in North America and Europe. 3. Military Strategy The Strait is bordered primarily by Iran to the north and Oman to the south. Iran has periodically threatened to close the passage in response to sanctions or military pressure. The U.S. Navy and allied forces maintain a consistent presence to ensure freedom of navigation. 4. Modern Geopolitical Flashpoint Recent decades have seen drone seizures, tanker detentions, and naval standoffs. Each incident reinforces how fragile global energy logistics can be when concentrated in a single corridor. The Strait as a Symbol of Interdependence The Strait of Hormuz underscores a central truth of globalization: the world’s economies are deeply interconnected and geographically vulnerable. A narrow stretch of water in the Middle East can influence gasoline prices in Ontario, manufacturing costs in Germany, and energy security debates in Asia. It is both a trade artery and a geopolitical lever — a reminder that geography still shapes global power. Expert Angles for Media An expert in geopolitics, energy economics, or maritime security could explore: How vulnerable is the global economy to a prolonged closure? Can alternative pipelines realistically replace Hormuz traffic? What role do regional alliances play in deterring conflict? How does the Strait shape Iran’s negotiating power? What would insurance and shipping markets do in a crisis? The Strait of Hormuz is not simply a map feature — it is one of the world’s most consequential strategic chokepoints. Its stability underpins global energy flows, economic predictability, and international security. If tensions rise there, the world feels it. Our experts can help! Connect with more experts here: www.expertfile.com
FAU ‘Shark-Repellent’ Method Can Reform Fisheries by Curbing Bycatch
Study Snapshot: Shark bycatch is a major global problem, with millions of sharks caught unintentionally each year in fisheries targeting tuna, swordfish and other species. Even in U.S. waters, sharks are frequently caught on longlines, and many are discarded dead. Because sharks grow and reproduce slowly, these high bycatch rates threaten already vulnerable populations and disrupt marine ecosystems. Researchers at FAU’s Charles E. Schmidt College of Science have developed a patent-pending zinc-and-graphite device to address the problem. The metals generate a small electric field that repels sharks from baited hooks while leaving target species unaffected. In Florida field trials, the device reduced shark bycatch by more than 60%. Inexpensive, scalable and practical for fishers, this technology has the potential to dramatically reduce bycatch and support more sustainable fisheries. For decades, sharks have been the unintended victims of longline fisheries aimed at tuna and swordfish. Rising accidental catches have contributed to population declines and created serious challenges for both conservation and commercial fishing. And the impacts go beyond the sharks themselves – every time a shark takes the bait, hooks are lost to target species, gear gets damaged, costs climb, and crews face added risks when handling or releasing the animals. Although some gear modifications can reduce bycatch, they often also cut into catches of valuable species, making it hard to protect sharks without putting fisheries at a disadvantage. To tackle this challenge, researchers at Florida Atlantic University’s Charles E. Schmidt College of Science have developed an innovative, patent-pending shark deterrent. The device works by pairing zinc and graphite in seawater. The zinc reacts with the graphite to produce a small electric field in the surrounding seawater through a galvanic chemical reaction. This electric field can be detected by the sharks, repelling them from the bait without affecting target fish. To test the efficacy of the zinc/graphite treatment at deterring elasmobranch species, longline fishing gear was deployed to target demersal sharks (live and hunt near the sea floor) off the Florida panhandle and Massachusetts, and pelagic sharks (live and hunt in open water) in the Gulf of America. The results of the field trials, published in the Canadian Journal of Fisheries and Aquatic Sciences, delivered striking results. In Florida, the zinc/graphite treatment reduced the catch of coastal sharks on demersal longlines by 62% to 70% compared to untreated hooks. The effect was particularly strong for Atlantic sharpnose (Rhizoprionodon terraenovae) and blacktip sharks (Carcharhinus limbatus), two common coastal species. “Sharks have an incredible ability to sense even the smallest electric fields, and our tests show that this new approach can be used to keep them away from baited hooks,” said Stephen Kajiura, Ph.D., senior author, inventor and a professor in the FAU Department of Biological Sciences. “At the same time, important target species like tuna and swordfish are completely unaffected. What makes this approach so exciting is its practicality – zinc and graphite are inexpensive, widely available, and already familiar to fishers because zinc is commonly used to prevent corrosion on boats. This means it could be adopted quickly and cost-effectively, providing a real solution to reduce shark bycatch while supporting sustainable fisheries.” Importantly, the treatment did not reduce catches of commercially important fish species. Preliminary pelagic trials suggest swordfish and yellowfin tuna were caught at similar or slightly higher rates on treated hooks, showing the approach could protect sharks without hurting the catch of target species. The study also outlines practical considerations for real-world use. Because the electric field is strongest close to the hook, each line would need its own zinc-graphite device. The zinc anode slowly wears down, but it’s cheap and easy to swap out. Shark bycatch is a widespread and pressing problem, both in the United States and around the world. Globally, millions of sharks are caught unintentionally every year in fisheries targeting other species, and some estimates suggest tens of millions fall victim to bycatch annually. In U.S. waters, despite strict regulations, sharks are still caught incidentally on longlines and other gear. Because sharks reproduce slowly and have long lifespans, these high bycatch rates can push populations toward dangerously low levels. The scope of shark bycatch, from small coastal fisheries to large international fleets, makes it a global conservation challenge with serious ecological consequences. “Our approach could be scaled up to pelagic longline fisheries, where millions of sharks are caught as bycatch annually,” said Kajiura. “Even a 60% to 70% reduction in shark bycatch, like that observed in Florida demersal trials, could have a dramatic impact on global shark populations. The zinc/graphite treatment offers a practical, affordable and environmentally responsible tool for reducing shark bycatch while maintaining commercial catch rates.” Study co-authors are FAU graduate students Tanner H. Anderson and Kieran T. Smith; co-inventor on the patent application; Cheston T. Peterson, a Ph.D. student at Florida State University; Bryan A. Keller, Ph.D., a foreign affairs specialist at NOAA Fisheries; and Dean Grubbs, Ph.D., a full research faculty and associate director of research at FSU. This research was supported by the Florida SeaGrant awarded to Kajiura and Grubbs. The patent-pending device works by pairing zinc and graphite in seawater, creating an electric field that can be detected by the sharks, repelling them from the bait without affecting target fish.
Most patients taking popular weight loss and diabetes medications such as Ozempic and Wegovy can safely continue them before gynecologic surgery, according to a new journal article from ChristianaCare published in Obstetrics & Gynecology. The review found that serious anesthesia risks linked to these drugs are uncommon for most patients and can usually be managed through individualized planning rather than stopping the medication. The paper is the first to take a focused look at glucagon-like peptide-1 receptor agonists, commonly called GLP-1 drugs, in gynecologic surgery. These medications were first approved to treat diabetes and are now widely used to support weight loss and metabolic health, which refers to how the body processes sugar and energy. “Our study shows that the evidence does not support routinely stopping these medications before surgery and that the actual risk is low for most patients,” said Michelle Pacis, M.D., MPH, senior author of the study and a minimally invasive gynecologic surgeon at ChristianaCare. Why these medications raised concerns GLP-1 drugs work in part by slowing how quickly the stomach empties. This helps patients feel full longer, but it also raises concerns for surgery. Doctors worry that food remaining in the stomach could increase the risk of aspiration, when stomach contents enter the lungs during anesthesia. Because of this, early recommendations often advised stopping GLP-1 medications before surgery. The ChristianaCare review found that this approach was largely based on caution rather than strong evidence. The authors reviewed data from multiple studies, including large patient groups, that examined outcomes in people taking GLP-1 drugs during procedures. While some studies showed higher amounts of stomach contents, aspiration events were rare and occurred at rates similar to patients who were not taking the medications. New guidance reflects a change in thinking Recent national guidance from several medical societies now recommends a more tailored approach. Most patients can continue GLP-1 medications before surgery. For patients with higher risk factors, such as significant stomach symptoms or known delayed digestion, simple precautions can reduce risk. These precautions may include a clear liquid diet for 24 hours before surgery or closer monitoring during anesthesia. A clear liquid diet includes fluids like water, broth and clear juices. “This shift recognizes both the benefits of these medications and the importance of patient-specific decision making,” Pacis said. Why this matters for gynecologic surgery Many gynecologic surgeries require patients to be positioned in ways that can affect breathing and circulation. At the same time, many patients needing these procedures also have obesity or diabetes, which can increase surgical risk. GLP-1 medications can improve blood sugar control and support weight loss, helping patients enter surgery in better overall health and enhance recovery. Stopping these drugs without a clear reason may work against those benefits. Practical steps to support patient safety The study outlines several strategies care teams can use when patients remain on GLP-1 medications. These include thoughtful anesthesia planning, careful monitoring of heart and lung function, and, in select cases, the use of ultrasound to check stomach contents before surgery. “The goal is not to ignore risk, but to manage it wisely,” Pacis said. “For many patients, continuing these medications supports safer surgery and better recovery.” The authors note that more research is needed, particularly studies focused specifically on gynecologic surgery. Still, the findings offer clarity for patients and clinicians navigating a rapidly changing area of care. “This review helps bring evidence and balance to an issue that has caused a lot of confusion,” Pacis said. “It supports keeping patients on therapies that benefit their health whenever it is safe to do so.”
The AI Journal: UF and other research universities will fuel AI. Here’s why
In the global AI race between small and major competitors, established companies versus new players, and ubiquitous versus niche uses, the next giant leap isn’t about faster chips or improved algorithms. Where AI agents have already vacuumed up so much of the information on the internet, the next great uncertainty is where they’ll find the next trove of big data. The answer is not in Silicon Valley. It’s all across the nation at our major research universities, which are key to maintaining global competitiveness against China. To teach an AI system to “think” requires it to draw on massive amounts of data to build models. At a recent conference, Ilya Sutskever, the former chief scientist at OpenAI — the creator of ChatGPT — called data the “fossil fuel of AI.” Just as we will use up fossil fuels because they are not renewable, he said we are running out of new data to mine to keep fueling the gains in AI. However, so much of this thinking assumes AI was created by private Silicon Valley start-ups and the like. AI’s history is actually deeply rooted in U.S. universities dating back to the 1940s, when early research laid the groundwork for the algorithms and tools used today. While the computing power to use those tools was created only recently, the foundation was laid after World War II, not in the private sector but at our universities. Contrary to a “fossil fuel problem,” I believe AI has its own renewable fuel source: the data and expertise generated from our comprehensive public academic institutions. In fact, at the major AI conferences driving the field, most papers come from academic institutions. Our AI systems learn about our world only from the data we offer them. Current AI models like ChatGPT are scraping information from some academic journal articles in open-access repositories, but there are enormous troves of untapped academic data that could be used to make all these models more meaningful. A way past data scarcity is to develop new AI methods that leverage all of our knowledge in all of its forms. Our research institutions have the varied expertise in all aspects of our society to do this. Here’s just one example: We are creating the next generation of “digital twin” technology. Digital twins are virtual recreations of places or systems in our world. Using AI, we can develop digital twins that gather all of our data and knowledge about a system — whether a city, a community or even a person — in one place and allow users to ask “what if” questions. The University of Florida, for example, is building a digital twin for the city of Jacksonville, which contains the profile of each building, elevation data throughout the city and even septic tank locations. The twin also embeds detailed state-of-the-art waterflow models. In that virtual world, we can test all sorts of ideas for improving Jacksonville’s hurricane evacuation planning and water quality before implementing them in the actual city. As we continue to layer more data into the twin — real-time traffic information, scans of road conditions and more — our ability to deploy city resources will be more informed and driven by real-time actionable data and modeling. Using an AI system backed by this digital twin, city leaders could ask, “How would a new road in downtown Jacksonville impact evacuation times? How would the added road modify water runoff?” and so on. The possibilities for this emerging area of AI are endless. We could create digital twins of humans to layer human biology knowledge with personalized medical histories and imaging scans to understand how individuals may respond to particular treatments. Universities are also acquiring increasingly powerful supercomputers that are supercharging their innovations, such as the University of Florida’s HiPerGator, recently acquired from NVIDIA, which is being used for problems across all disciplines. Oregon State University and the University of Missouri, for example, are using their own access to supercomputers to advance marine science discoveries and improve elder care. In short, to see the next big leap in AI, don’t immediately look to Silicon Valley. Start scanning the horizon for those research universities that have the computing horsepower and the unique ability to continually renew the data and knowledge that will supercharge the next big thing in AI. Read more...
Wetlands: Nature’s First Line of Defense for Our Coast and Communities
Since the 1930s, Louisiana’s coastline has been reshaped by the relentless advance of the Gulf, with over 2,000 square miles of land disappearing beneath its waters and representing the largest loss of coastal land anywhere in the continental United States. This dramatic transformation has far-reaching consequences, threatening local economies, delicate ecosystems, and heightening the state’s exposure to hurricanes. In the face of these urgent challenges, LSU’s College of the Coast & Environment (CC&E) stands at the forefront, leading pioneering research and bold initiatives that not only protect Louisiana’s coast, but also build stronger, more resilient communities. Below are just a few examples of how CC&E is driving meaningful solutions for our coastal future. Wetlands are vital to protecting our coast, and CC&E researchers are actively investigating the role of both constructed and natural wetlands in reducing coastal flooding hazards. Through several projects funded through the US Army Corps of Engineers, Drs. Robert Twilley, Matthew Hiatt, and CC&E Dean Clint Willson, along with collaborators across campus, are conducting research on coastal ecosystem design - a framework that leverages the benefits of natural and nature-based coastal features, such as wetlands, environmental levees, and flood control gates – and how that could be integrated into engineering design and urban planning. Through the State of Louisiana’s ambitious Coastal Master Plan, administered by the Louisiana Coastal Protection and Restoration Authority, wetland construction and restoration play a huge role in managing the Louisiana coastal region. Such innovative techniques leveraging natural and nature-based features require evaluation to determine the success of such projects, and CC&E researchers are using cutting-edge science to advance this endeavor. Dr. Tracy Quirk and her students are investigating the success of marsh restoration by comparing structural and functional characteristics (e.g., vegetation, elevation, hydrology, accretion, and denitrification) between two created marshes and an adjacent natural reference marsh along the north shore of Lake Pontchartrain, Louisiana. Wetlands not only serve as a buffer from storms and sea level rise but also play a major role in regulating greenhouse gas emissions and contribute to productive vibrant ecosystems. In large collaborative project funded by the National Science Foundation, Dr. Giulio Mariotti is using computer models to forecast how coastal marshes may change in size, shape, and salinity in the future, and how these changes could affect methane emissions. As part of the same project, Drs. Haosheng Huang and Dubravko Justic are creating high-resolution hydrodynamic and biogeochemical models to predict changes in methane emissions in coastal Louisiana. In another project, with funding from Louisiana Center of Excellence, National Science Foundation, Louisiana Sea Grant, and the National Oceanic and Atmospheric Administration, Drs. Matthew Hiatt and John White have established a network of sensors to measure water levels and salinity throughout the wetlands in Barataria Bay, Louisiana, a region that has experienced significant land loss and storm impacts. The goal is to establish an understanding of the drivers of saline intrusion in marsh soils, and to ultimately determine what this means for the ecological resiliency of wetlands experiencing rapid change. CC&E’s leadership in wetlands science is recognized nationwide. It is the only college in the United States to have six faculty members—Drs. John White, John W. Day, Jr., Robert Twilley, William Patrick, James Gosselink, and R. Eugene Turner—honored with the prestigious National Wetlands Award. No other institution has had more than one recipient. Presented annually by the Environmental Law Institute, this award celebrates individuals whose work demonstrates exceptional innovation, dedication, and impact in wetlands conservation and education. CC&E’s unmatched record reflects decades of pioneering research and a deep commitment to safeguarding the nation’s most vulnerable coastal landscapes. Every day, CC&E channels this expertise into action—protecting Louisiana’s coast and, in turn, the communities, wildlife, and ecosystems that depend on it. Through bold research, collaborative partnerships, and a vision grounded in science, the college is shaping a more resilient future for coastal regions everywhere. CC&E is building teams that win in Louisiana, for the world. Article originally published here.
Streaks of white that coat roads and cars. Powdery footprints smudged into floors. It’s the time of year when much of the United States relies on road salt to keep ice at bay and accepts the nuisances that come with it. But beyond the inconvenience, all that salt has potentially serious, long-term effects on the environment, human health and infrastructure. Steven Goldsmith, PhD, an associate professor of Geography and the Environment at Villanova University, researches topics in watershed biogeochemistry and environmental health. A focus of his lab is the study of de-icing practices on water quality. Recently, Dr. Goldsmith shared insights from his work, exploring the widespread consequences of road salt and potential solutions to reduce its harm. Question: You have led or participated in research focused on the environmental impacts of road salt application, often locally, but with much broader implications. What have some of those studies found? Steven Goldsmith: In 2022, we published a paper showing that salt—sodium in particular—is seeping into Philadelphia's water supply, and it's timed with snow melts. We found that if you drank a glass of tap water during the peak period in the winter of 2018-19, your sodium intake would be six times what the Environmental Protection Agency (EPA) recommends within a glass of water for someone on a low-sodium diet. We are susceptible in this region because most of our water supply comes from rivers, and the rivers receive that salt runoff. Some of our findings indicate this is a chronic issue and not limited to winter months. All that contaminated shallow groundwater causes the concentration to rise year-round, even in the summer. In a recent paper, we discuss the issue of salt that lands on the side of the road. When it does, it infiltrates into soil, and then it goes into shallow groundwater before entering our streams. Oftentimes when salt is applied to the road and you receive that initial precipitation, you are left with runoff with salinity near the concentration of sea water, which is very bad for freshwater organisms. Q: Have those studies found other impacts beyond those created directly by sodium? SG: It’s certainly not just a sodium issue—it's also a chloride issue. Chloride does have a negative impact on aquatic organisms, but it can also corrode drinking water infrastructure. If you have lead pipes in that infrastructure, that can lead to a range of human health issues. Even just to prevent those problems, applying chemicals to protect from the corrosion of pipes increases costs. Perhaps the worst part is when road salt infiltrates shallow soil and groundwater, the sodium is left behind preferentially in soils because it's displacing other positively charged elements, which could then go into groundwater. The elements it replaces are metals. If we have more salt runoff on the side of the roads, chances are, if we look in those streams, we are going to see higher concentrations of heavy metals like copper, zinc and even lead. Q: You have mentioned the efficacy of brine. What is brine and why is it more effective than traditional road salt? SG: If you’ve ever driven behind a rock salt truck, you probably noticed it pelts your windshield and shoots salt everywhere. A lot of that rock salt ends up following the natural trajectory of the road, which is designed to drain towards the sides to keep water from pooling. As soon as a snowstorm happens, it's going to melt and flow into the storm drain. That, of course, is bad for the environment, but also doesn’t help remove ice from the road. With brine, the application is a diluted road salt with water mixture that is usually about 23 percent sodium chloride by volume, and it’s referred to as an “anti-icing” measure. The saltwater infiltrates the top layer of pavement and embeds in the roadway itself, which keeps ice from crystallizing when snow or water hits the surface. To use an analogy, let’s say you have a large rock that you placed on top of the pavement, but you also have a quarter of that rock’s volume in sand. If you put that sand onto the pavement, it will permeate into nooks and crannies. That's the same idea here: use less material and in a way that makes it stick better to the surface and reduces the need to reapply as often during and after storms. Q: What are potential positive impacts if municipalities switch from road salt to brine? SG: There are limited studies on this, but it's been shown that if done properly, brining can reduce salt runoff into streams by anywhere from 23 to 40 percent. If it's 40 percent, you have almost cut the problem in half, and that lower peak salt concentration and runoff would have a profound positive impact on aquatic organisms that are downstream. From a cost standpoint—and I say this theoretically because there are other up-front costs associated with brining at the municipal level—if you reduce salt concentrations by up to 40 percent it means you apply a lot less and therefore spend a lot less. Q: What can individuals do to decrease road salt runoff, and how much of an impact does individual use have? SG: We can start by addressing the household salt application problem. Another one of our recent papers suggests that other impervious surfaces, like driveways, sidewalks and parking lots, are probably contributing even more than the roadway application. The best estimate is that individual or private contractor use could be over 10 times what you see on roads. For researchers, part of addressing this is trying to understand why people apply so much salt on their personal properties: are they afraid of lawsuits? Keeping with the Joneses? Are they not aware of ordinances that say you have to shovel within a certain number of hours, which would negate the need for salt anyway? For homeowners and other individuals, one proposed solution is to use a coffee mug’s worth of salt for every 10 sidewalk squares. Think of it as a “low-sodium diet” to make sure you’re not overapplying. It’s a way we can limit our use of salt and do so in a way that doesn't jeopardize safety. These individuals can also sweep up salt applied before a storm that never materialized to use before the next one. This will prevent the possibility of rain needlessly dissolving the salt. Q: Are there effective alternatives to road salt that individuals can use? SG: The only truly effective alternative, unfortunately, is simply using less road salt. While some people apply sand, it also washes into local streams, causing environmental harm. Another option that has gained attention is beet juice—what I like to call the “Dwight Schrute” solution. Beet juice actually works better than road salt because its organic acids prevent ice from crystallizing at temperatures much lower than those at which rock salt is effective. However, from an environmental standpoint, beet juice contains high levels of nutrients, which can contribute to algae growth if it enters waterways. Additionally, recent studies suggest it may also be toxic to aquatic organisms. The growing consensus is that while some road salt is necessary, we need to use less of it.
One year ago, after a campaign that toppled Bashar al-Assad's repressive dictatorship, Ahmed al-Sharaa assumed the Syrian presidency. Since then, the former rebel commander has worked to establish his credentials as a statesman, winning the support of regional powers like Türkiye, Saudi Arabia and Qatar—as well as recognition from the White House. Yet al-Sharaa and his transitional government have not been immune from criticism, particularly over their handling of domestic affairs. Samer Abboud, PhD, director of the Center for Arab and Islamic Studies at Villanova University, is an expert on modern Syria and the wider Middle East. A year into al-Sharaa's presidency, he believes the provisional government has made incredible strides in some areas, like international diplomacy, while struggling to find its footing in others. "There's no doubt that Syria's external image is becoming more positive. We see this kind of charm offensive, with President al-Sharaa taking to the world stage," says Dr. Abboud. "Also, most of the regional actors are very fond of al-Sharaa and were very happy for the Assad regime to have fallen. So, there's this external presentation of a transition government that is legitimate and has support, and I think that's largely true. "The problem in Syria right now, of course, is what's happening internally. To begin, across the country, you have completely collapsed infrastructure—limited electricity, restricted access to running water and unreliable internet." Much has been made of economic sanctions' role in contributing to these internal issues, with Western governments having historically limited the amount of aid and investment that could enter Syria. However, while Dr. Abboud sees these measures' elimination as crucial to the nation's progress, he also contends that ending restrictions alone is not enough to ensure the country's long-term stability and prosperity. Of particular concern, according to the professor, is the al-Sharaa administration's persistent claim "that 'free markets' could and would be a cure-all." As he explains, "The problem is that there's literally no evidence to demonstrate that private enterprise is interested in social betterment in reconstruction cases. You can't rebuild a state and a society on the profit logic. When you look at Lebanon, after all the wars Lebanon endured, what did free markets—without a strong public sector—do for that country? Roughly 80 percent of Lebanese people live in poverty." Beyond the troubles surrounding economic growth and infrastructural development, there also exist a series of fractures along ethnic and ideological lines. Wide swaths of Syria are currently controlled by militias with agendas at odds with that of the provisional government, and despite making inroads with one significant bloc of dissent (the Kurdish-led Syrian Democratic Forces), tensions are exceedingly high. Furthermore, a number of groups remain suspicious of the president and his intentions due to his past affiliation with Hayat Tahrir al-Sham, a Sunni Islamist group that traces its roots to al-Qaeda. Navigating this delicate situation with poise and precision is something that al-Sharaa needs to master, contends Dr. Abboud. And, over the course of the past several months, it seems Syria's new leader has started to refine the skill. "To illustrate, last year, at least 25 people were killed in a bombing at the Mar Elias Church in Damascus, and President al-Sharaa did not go to the site. In addressing the incident, he also didn't use the language of martyrdom, which is what you would typically do for any person—Christian or Muslim—who died in this context," says Dr. Abboud. "In June, however, they arrested the culprits, and he went and met the patriarch and went inside the church, and they publicized it. "The first time, he was too worried about these internal influences—of being perceived by his base as having moderated his views. Right now, he very much finds himself caught in a balancing act, working to temper the forces that are compelling him to possibly do something that could worsen an unstable situation. But I do think that the two contrasts [represented in the Mar Elias Church episode] suggest that the president is learning and gradually figuring out how to do politics a bit differently." In this vein, Dr. Abboud feels the next phase in al-Sharaa's evolution should center on reckoning with the history of the country's late civil war and encouraging a dialogue between those who supported the Assad regime and those who sought to overthrow it. In the professor's estimation, this step is essential to achieving a lasting peace in Syria. "Currently, there are some memory projects and knowledge projects that are happening, but those are not led or facilitated by the state. And that's troublesome, given what we've seen in other conflict contexts," he says. "In Lebanon, for instance, the state has amnesia. The civil war is not in the textbooks, officials don't talk about it, and it's not commemorated nationally. But then, in many ways, the narrative of how it happened—who are the victims, who are the perpetrators—can totally shape people's lives." Still, while much economic, social and humanitarian work remains to be done, Syria today finds itself in a position unlike any it's occupied in decades' time: one marked by possibility. "In general, I envision an extended period of grace for the government and an extended period of hope," concludes Dr. Abboud. "Syria did not have a future under the Assad regime. Or it had a future, but one characterized by generations of isolation. Today, people, both inside and outside Syria, have an entirely different outlook."