logo
Composting helps the planet. This is how to do it, no matter where you live

Composting helps the planet. This is how to do it, no matter where you live

Washington Post2 days ago
Most of what goes into U.S. landfills is organic waste, ranging from household food scraps to yard trimmings. That's a problem because in that environment, organic waste is deprived of oxygen, which helps break material down.
The result: the release of a lot of methane , a potent greenhouse gas that contributes to global warming.
Consumers can curb their environmental impact by composting, which helps break material down in ways that reduce the release of methane. This can be done whether someone lives in a home with a yard or in an apartment without outside space. Composting also alleviates pressure on landfill space and results in a nutrient-rich substance that help soil.
Robert Reed, with the recycling and composting company Recology, said that applying compost makes soil better at retaining moisture, which makes it resilient against droughts, wildfires and erosion.
For people who want someone else to compost their food scraps, some local governments offer curbside pickup. Otherwise, nonprofits, farmers markets and community gardens often fill that gap. Companies in some areas also will pick up the food waste to be taken away for composting for a fee.
For those who want to try composting at home , here's how to get started .
Composting doesn't necessarily require much space. Even 4 square feet — roughly the size of a standard office desk — can do the trick. Common receptacles include open wooden bins or large barrel-shaped tumblers that you can rotate on a metal rod. Free-standing piles also work.
Some people follow a strict schedule of turning the pile, often with a hoe or shovel, or adding to it regularly. Backyard composting typically relies on microbes to break down the waste, which can bring a pile's temperature up to 130-160 degrees Fahrenheit (54-71 degrees Celsius). Others follow a more passive approach.
Experts break the composting recipe down into four main ingredients: water, oxygen, nitrogen-rich 'greens' (food scraps, grass clippings) and carbon-rich 'browns' (cardboard, dead leaves, shredded paper). Typically compost has two or three times as much 'brown' material as 'green.'
The Environmental Protection Agency recommends against meat, bones, dairy, fats and oils in backyard compost piles because they typically don't get hot enough to fully break them down, and because they're more likely to attract pests. The agency also says to steer clear of treated wood, glossy paper, pet waste and compostable dishware or bags.
Experts say composters can experiment with what works and what doesn't. Rodale Institute Senior Farm Director Rick Carr said he's tried animal products and just about everything in his household. Hair from the hair brush and fully cotton swabs break down great. Cotton T-shirts? Not at all.
'If you're unsure if it'll break down, put it in there and you'll find out,' he said.
The bacteria and fungi feed on the pile of organic waste and turn it into compost. The finished product looks like moist, dark soil. The EPA says a well-tended pile can produce finished compost in three to five months, while a more passive pile that doesn't reach high temperatures may take up to a year.
Bob Shaffer, who owns a company called Soil Culture Consulting, said that for him, the process can take closer to nine months, but it's easy to tell when it's finished.
'When you look at compost, what you should not be able to see is, oh, there's a leaf. There's that carrot top that I put in there 10 months ago. You shouldn't be able to discern what the material is,' he said.
Most composting problems happen when the ingredients get out of whack.
One way to make sure you've got the right balance of 'greens' and 'browns' is a 'squeeze test,' by reaching into the pile and grabbing a handful then letting it go, said Nora Goldstein, editor of the organics recycling magazine, Biocycle.
'If it just kind of crumbles off your hand, it's too dry. If you squeeze and get a little bit of drips, it's a little wet. But what you want is to squeeze it, let it go, and have kind of a coating on your hand.'
When the pile gets too dry, the composting process slows down or stops. The answer: Hose it down or add more food scraps.
Another common problem is the opposite: there isn't enough air, or there are too many nitrogen-rich 'greens.' The first sign of trouble is when the compost pile smells. That typically means the microorganisms are dying and the pile is releasing methane, like in a landfill. The solution: stir the pile to get more air inside and allow it to cool down. Then add some cardboard or paper. A pile that's too wet can also attract flies, maggots and rodents.
'As long as you're mixing in enough amendment or browns, you'll stay out of trouble,' Goldstein said.
Composting indoors is possible through what's known as vermicomposting, a process that relies on worms. People can buy premade worm bins, make their own out of untreated wood or use plastic storage bins with a few modifications, according to the EPA. The containers should have tight-fitting lids and keep out the light. Only certain types of worms will work, and they can be obtained from a worm grower or a neighbor who's already started vermicomposting.
Goldstein said that the process isn't always easy: 'You really have to know what you're doing.'
Instead of relying on microbes, worms feed on the carbon- and nitrogen-rich organic matter. They poop out almost-black castings. That's the finished product. The EPA says it takes about three to six months, which can be faster than backyard composting. They can create a more nutritious end product than in traditional compost.
But Goldstein said that it can be tricky to ensure conditions are right for the worms.
'You want to make sure those worms are very happy, because if they're not, they will leave the bin. And they're not harmful, it's just a little freaky,' said Goldstein.
Traditional composting, whether indoors or outdoors, is typically a process that takes place over months, not days, Goldstein said. Electric countertop devices that promise to break down food in hours or days don't use the same process. Goldstein said those devices produce material that can be used in gardens, but it's 'not completely broken down' and should be mixed with soil.
___
The Associated Press' climate and environmental coverage receives financial support from multiple private foundations. AP is solely responsible for all content. Find AP's standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org .
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Army Pilots Might Have Struggled to See Passenger Jet Before D.C. Crash
Army Pilots Might Have Struggled to See Passenger Jet Before D.C. Crash

New York Times

time31 minutes ago

  • New York Times

Army Pilots Might Have Struggled to See Passenger Jet Before D.C. Crash

Before an Army Black Hawk crashed into a passenger jet on the night of Jan. 29, the helicopter pilots told the air traffic controller guiding them near Ronald Reagan National Airport that they saw a nearby jet and would steer clear of it. But experienced Army aviators told the National Transportation Safety Board during hearings on Friday that American Airlines Flight 5342 might have been difficult for the helicopter pilots to keep in their sights. Federal investigators will release their findings early next year about the cause of the midair collision, which killed 67 people — the worst airplane crash in the United States in nearly a quarter-century. But one question is whether the Army pilots ever actually saw the airplane that the air traffic controller flagged in his communications with them that night. In their testimony Friday, Army experts explained why that might have been difficult for the pilots, Capt. Rebecca M. Lobach, who was undergoing her annual flight evaluation, and her instructor, Chief Warrant Officer 2 Andrew Loyd Eaves. At night, light pollution from Washington, the Pentagon and the airport itself is a common problem for pilots. It can be worse when flying with night-vision goggles, as the Army pilots were using on the night of the crash, the aviators said. Further complicating matters were exterior lights on the commercial jet that were dimmer than those on more modern planes. Even the configuration of the Black Hawks can cause sightline problems. All those factors could have complicated the Black Hawk pilots' ability to keep their eyes on the correct airplane, even after telling the air traffic controller they could see it. Want all of The Times? Subscribe.

Key takeaways from 3-day hearing on deadly D.C. midair collision
Key takeaways from 3-day hearing on deadly D.C. midair collision

CBS News

time31 minutes ago

  • CBS News

Key takeaways from 3-day hearing on deadly D.C. midair collision

Over the course of three days of investigative hearings, the National Transportation and Safety Board sought to gather more information about the factors that lead to the deadly midair collision over Washington, D.C., in January between an Army helicopter and a passenger plane. The NTSB heard testimony from air traffic controllers, the Federal Aviation Administration and the Army, and the families of several of the victims attended. At one point on the first day of the hearings, NTSB Chairwoman Jennifer Homendy said of the circumstances leading up to the crash, "Every sign was there that there was a safety risk." Addressing the families, she said the hearings would be "a critical part of our ongoing investigation." On Jan. 29, a Black Hawk helicopter struck an American Airlines flight from Wichita, Kansas, as it was coming in for a landing at Ronald Reagan National Airport, killing all 67 people aboard both aircraft. The NTSB will continue its fact finding and will compile a final report with determinations about the probable cause, likely within the next year. Here are the top takeaways from the hearings: The barometric altimeter the Black Hawk crew members were relying on may have given them incorrect information, according to NTSB investigators, because the crew was calling out altitudes that were lower than the actual height at which the helicopter was flying. The helicopter and commercial airliner collided approximately 300 feet above the Potomac River, and the maximum altitude for helicopters at that part of the route near D.C.'s Reagan Airport is 200 feet. The NTSB, as part of its investigation, tested three helicopters that are in the same battalion as the one that crashed and found that the barometric altimeter for all three was off by 80 to 130 feet. Army representatives on Wednesday told investigators that discrepancy is within the accepted variability because pilots are trained to maintain their altitude at plus or minus 100 feet. NTSB Chair Jennifer Homendy told CBS News' senior transportation correspondent Kris Van Cleave the NTSB calculated the margin of error on Route Four in that area of the Potomac to be 75 feet. The Army said it is conducting additional reviews to determine how to proceed, frustrating investigators who asked why it would not make changes to the equipment, based on the findings of the NTSB tests. In 2022, an FAA working group considered moving helicopter traffic away from the airport, but ultimately did not. Transcripts from the airplane's cockpit voice recorder show the pilots received an automated verbal warning about traffic in the vicinity approximately 20 seconds before the collision. Less than two seconds before impact, the pilots shouted in alarm. Flight data indicates the plane's pilots attempted to climb to avoid the helicopter just before impact. The transcripts also reveal the pilots of the American Airlines flight questioned the move to Runway 33. The plane was originally supposed to land on Runway 1 but was redirected by air traffic controllers to Runway 33. As it was trying to land on that runway, the helicopter and plane collided. The pilots of the Black Hawk missed a key word when communicating with the air traffic control tower, according to a transcript released during the hearings of the conversation between the helicopter crew and the control tower. Fifteen seconds before the collision, DCA Tower asked the helicopter if it had the regional jet in sight. Four seconds later, the DCA Tower instructed the helicopter to pass behind the plane. The Black Hawk's cockpit voice recorder indicated that the phrase "pass behind" was rendered inaudible because a helicopter crew member pressed the microphone key. Although it was already known — based on control tower audio from that night — that the controller did not warn the American Airlines plane that the Black Hawk might cross its path, the FAA only openly acknowledged this for the first time during this week's hearings. In a key moment from the second day, Homendy asked FAA Air Traffic Oversight Service executive director Nick Fuller if any traffic advisories or alerts were issued to the plane. He responded, "No safety alerts." Homendy then asked, "Should the local controller have let the [plane] crew know that there was a helicopter there?" "Yes," Fuller responded. Rick Dressler, of Metro Aviation – which operates medical helicopters — was asked if there are units flying in the National Airport airspace that make him uncomfortable. "I don't like saying that first heli of [U.S. Air Force] from Andrews (Air Base) and I don't like saying that 12th Aviation Battalion gives us all pause in the community…," Dressler said, but "we are all very uncomfortable when those two units are operating." During the hearing, the Army admitted helicopters regularly flew below flights that land at Reagan National Airport.

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store