Chicago Looks to Beijing for Green Olympics Lessons

  • This is not your typical diesel-burning bus. Beijing now boasts the world’s largest fleet running on compressed natural gas. (Photo by Violet Law)

The Olympics in Beijing are into its final week. The city has delivered blue skies and
taken other steps to make the games environmentally friendly. Meanwhile, the City of
Chicago is bidding to host a green Olympics in 2016. The bid committee members are at
the games to observe. Violet Law is in Beijing and has this report:

Transcript

The Olympics in Beijing are into its final week. The city has delivered blue skies and
taken other steps to make the games environmentally friendly. Meanwhile, the City of
Chicago is bidding to host a green Olympics in 2016. The bid committee members are at
the games to observe. Violet Law is in Beijing and has this report:

(sound of a bus pulling up and announcing the stop)

As more Chinese are getting richer they are driving more. But most still catch the bus to
the Olympic venues, because there’s no parking for spectators. Officials have added
special bus routes to take people to the games – for free.

(sound of a bus pulling away)

But this is not your typical diesel-burning bus. Beijing now boasts the world’s largest
fleet running on compressed natural gas. That means less pollution and CO2 emissions.

Doug Arnot is in Beijing. He oversees the planning of operations and sports venues for
Chicago’s bid for the 2016 Olympics. He says Chicago can do even better if it gets to
host the games.

“We believe that by 2016 all of our buses and all of our vehicles in the Olympic fleet will
be alternative energy or hybrid vehicles. That will have a huge impact on the
environmental imprint if you will of the Olympic Games.”

(sound of an English-language announcement of an Olympic venue stop on Beijing
subway and the noise of the train speeding through the tunnel)

Beijing has had to tackle a host of environmental problems. Most people know about the
city’s massive efforts to clean the air. But it also opened five new subway lines just in
time for the Olympics. Its added wind power generators.

But hosting the Olympics might have made one problem worse.

(sound of water fountain)

Beijing already has a water shortage. For the Olympics, workers planted trees and
flowers and added thirsty landscaping all over the city. New parkland and an urban forest
form the bulk of the Olympic Green.

‘Friends of Nature’ is the country’s oldest grassroots environmental group. Zhang Boju is
the head of research. He’s torn over seeing all this greenery.

“We think this grassland and man-made forest is a very, very important part of greener
Beijing, but it also has some problems. Is this fit for Beijing, a city which has limited
water resource?”

Hosting the Olympics has spurred the government to open up new facilities to recycle
water.

Achim Steiner heads the United Nations Environmental Programme. Steiner says he’s
pleased to see that China has seized the opportunity. His agency will issue a report
assessing the environmental impact of the Beijing games by the end of this year.

“What the Olympic Games provided was an opportunity to showcase and create a
platform to demonstrate what is possible if you’re determined to address these issues. A
great deal has been done and shown in the last seven years. What we are looking for here
is what kind of long lasting improvement the Games have brought.”

Beijing will take advantage of all these improvements. All of the newly built venues will
stay. Some, including the iconic Bird’s Nest and Water Cube, will be converted into
commercial use. The wind power generators will produce enough energy for 100,000
families.

There are also small things that show how hosting the Olympics has made Beijing a
greener city. Doug Arnot of the Chicago bid committee is taking notice.

“Every event you go to sometimes it’s not the big idea that you see, but the smaller idea
that you see. One of the things I’ve noticed is the staff and volunteers and the way they
have addressed green issues. They’re very conscious of where the recycling waste
baskets are. That may seem to be a small issue. But when you have tens of thousands of
people at your venues on a daily basis, it is very important.”

And Chicago is hoping both the small things and the big changes in its environmental
approach will win it a chance to host a green Olympics in 2016.

For The Environment Report, this is Violet Law.

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Commuter Parking on the Rails

  • The South Shore Commuter Rail Line runs between South Bend, Indiana and Chicago. The line's reaching its 100th birthday, and as it does, its ridership is near a 50-year high. It serves many sizable towns, such as Hammond and Gary, but commuters from smaller towns, suburbs and even rural areas drive to, and sometimes cram, the rail lines' stations. (Photo by Shawn Allee)

More and more people who live in
suburbs have been climbing onto commuter
trains over the past few years. They’ve
got every reason to: they’re fighting high
gas prices, traffic congestion, or even big
road construction projects. But oddly enough,
cars remain a problem even when people choose
commuter rail. Shawn Allee found
that out first hand when he checked out one
system:

Transcript

More and more people who live in
suburbs have been climbing onto commuter
trains over the past few years. They’ve
got every reason to: they’re fighting high
gas prices, traffic congestion, or even big
road construction projects. But oddly enough,
cars remain a problem even when people choose
commuter rail. Shawn Allee found
that out first hand when he checked out one
system:

I’ve just got into a parking lot in a commuter rail station in Northwest
Indiana. This rail line runs from towns like Gary and Hammond Indiana to
Chicago, where there are a lot of jobs.

Anyway, officials with the rail line tell me parking happens to be one of the
biggest complaints. I’m here to check it out, and I gotta tell you I’ve been
driving past hundreds of parked cars, and I haven’t been able to see an
open spot yet.

Okay, finally found one.

(sound of door slamming)

Shawn Allee: “Getting a parking spot in this station took a lot longer than I
expected. This commuter here, Celia Ramirez, says she has the same
problem. What’s it usually like?”

Celia Ramirez: “It’s a dread, because I don’t know where to park.
Sometimes I park where I’m not supposed to park, on the residential
streets.”

Allee: “And then you’re taking your chances.”

Ramirez: “Yes, of getting a ticket.”

Allee: “In fact there are signs all around us right now that pretty much
warn you not to do that.”

Ramirez: “And I break that rule.”

Well, you can guess spillover parking around the rail station in Hammond ticks off
the neighbors.

To make matters worse, a lot of the commuters, they don’t even in live in Hammond.
They’re from towns or suburbs even farther out.

In fact, the local government and The Northern Indiana Commuter Transportation
District don’t always agree on how to solve the problem.

John Parsons is the rail line’s marketing director.

John Parsons: “We have over 700 spaces in Hammond. Unfortunately, we
need more. But the residents in the area are reluctant to expand parking.”

Shawn Allee: “How difficult is it to convince towns to do that, especially if
they feel that they’re creating parking for people outside of their area?”

Parsons: “It’s a difficult problem. For one thing, we’re a tax-exempt
organization and what we’re doing is acquiring residential property that
currently pays taxes and that property’s no longer on the tax rolls.”

Now, this particular rail line had a growth spurt a few years ago. It’s lightened up,
but parking’s still an issue.

So, just imagine pressure other rail lines have, especially ones that saw double-digit
growth over the past year.

The situation’s familiar to transportation experts.

Joe Schwieterman teaches at DePaul University.

He says, when it comes to parking, suburban commuter rail is often behind the ball.

“The ridership is surging on our transit system, and parking spots, you
know, it’s a five a five-year process. If we start now, we have new spots you
know, in 2013. Clearly that’s not fast enough to tap into that new market.”

So, is there a way out of the parking – commuter rail conundrum?

Schwieterman says one idea is to add bus service that branches out from stations.

But not all towns can afford it, or they don’t have enough riders to justify buses.

So, Schwieterman says some commuter rail lines are stuck.

They advertise that they’re a cheap, convenient alternative to driving. And when gas
prices rise, people take that advice.

“It’s a bad idea to encourage floods of people to take public transit if you’re
not ready to accommodate them. You lose them for life, frankly, if it’s a bad
experience.”

Still, Schwieterman says you can look at the parking problem two ways.

Sure, you can shake your head because suburban stations’ parking lots fill up.

But, at least for now, those drivers aren’t clogging roads and spewing even more
pollution on their way to work.

For The Environment Report, I’m Shawn Allee.

Related Links

Traffic Jam on the Tracks

  • This Canadian National train waits for a signal in South Holland, Illinois. South Holland, like Chicago itself, is criss-crossed with rail lines. South Holland would likely see fewer CN trains move through its town, should CN’s buyout of the EJ & E Railway get federal approval. (Photo by Shawn Allee)

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

Transcript

American drivers hate getting stuck
in traffic jams. Well, they don’t get much
sympathy from railroads – they’ve got traffic
jams of their own. There’s one place in
particular where the train’s run so slow it
can take a day to move a train of chemicals,
furniture, and cars just a few miles. One
company tried to buy its way out of the problem.
Reporter Shawn Allee explains how that blew up
into a fight all of us might pay for:

If you buy a new car or build a new house, there’s a good chance the stuff to build it
sat in a Chicago-area rail yard for a while. Railroads from the East Coast, the West
Coast, the South, and Canada all converge there. Trains in Chicago compete for
track, so they practically crawl.

Canadian National Railway doesn’t like it, and PR guy Jim Kvedaras, says no one in
America should like it either.

“Everything anybody eats, drinks, wears, lives in, moves by rail somewhere in its
production chain. If we, as the transportation provider, can offer a better service for
customers, the ultimate that contains their cost structure with the ultimate beneficiary
being the consumer.”

Kvedaras says Canadian National has a fix. It would buy a competing rail line that
runs a loop around Chicago. The company would shift trains to that less-congested
track.

The deal needs federal approval, but before that happens, Chicago-area towns are
fighting over it.

Those along the current route tell horror stories of living with too many
trains. Suburbs along the proposed by-pass route don’t want those hassles in their towns.

One place that would benefit by train traffic moving away is South Holland.

Mayor Don DeGraf says a quick car ride shows why he supports the deal.

“We’re approaching the intersection where it’s not at all unusual where we have a
train blockage.”
Shawn Allee: “Speaking of the devil, look right ahead.”

Mayor DeGraf: “It’s right up in front of us. It’s a daily occurrence.”

Allee: “I mean it’s not moving.”

Mayor DeGraf: “No, it’s just standing there. And the reason is very simple: there’s just no place for
these trains to go.”

DeGraf says inconvenience is the least of his worries.

“It becomes almost like the Bermuda Triangle, where you can’t go from one side of
town to the other side of town. So we rely on a neighboring community to give us
additional fire protection for situations like we’re experiencing right now, where a
train’s blocking the crossing.

South Holland is just one of sixty-six towns that could benefit from Canadian National’s buyout of
the by-pass route.

But dozens of towns are fighting the deal. One is Frankfort.

Frankfort gets just a trickle of rail traffic, but it might get four times as many trains
going through town.

Resident Ken Gillette’s backyard is right next to the by-pass route.

“Here I buy a house out here and ten months later, this is gonna go through. I
actually had told me wife, she wanted the house and I says, one day, those tracks
could be sold and there’d be hundreds of trains going by there every week and sure
enough that’s what happened.”

Allee: “Did you guys have some serious discussions after that?”

Gillette: “Oh yeah, not good ones, you know.”

Other Frankfort residents have similar stories. It’s little wonder the town wants the
government to stop Canadian National’s buyout deal.

Mayor Jim Holland says Frankfort’s not just being selfish. He says suburbs will want
protection from traffic hazards, and Canadian National’s offering to pay a fraction of
the cost.

“It’s assumed that the American taxpayer will eventually have to pay for the
overpasses, the extra gates and such that will be put on the railroad. And that’s
mostly United States tax dollars that pay for those.”

There’s no perfect ending to Chicago’s rail traffic mess. Even when companies like
Canadian National want to fix the problem themselves, everyone pays.

We’ll likely pay to soften the blow to towns that will see more trains passing through.
But we also pay higher transportation costs if too many trains sit idle.

For The Environment Report, I’m Shawn Allee.

Related Links

U.S. Muslims Focus on Environment

Some Christian sermons have been getting greener and greener lately.
It’s a part of a concerted effort to get church-goers on board with environmental volunteerism and
advocacy. American Muslims have been taking a hard look at the environment, too. Some
Islamic leaders hope Muslims will get fired up to fight global warming, deforestation, and other
environmental problems. Shawn Allee reports:

Transcript

Some Christian sermons have been getting greener and greener lately.
It’s a part of a concerted effort to get church-goers on board with environmental volunteerism and
advocacy. American Muslims have been taking a hard look at the environment, too. Some
Islamic leaders hope Muslims will get fired up to fight global warming, deforestation, and other
environmental problems. Shawn Allee reports:


A few boys have some books sprawled on the floor of a book store. They’re practically devouring
some illustrated stories:


(Azam:) “All these three are my boys.”


(Allee:) “Looks like they’re pretty busy with their own books here.”


(Azam:) “Yeah, they like reading, I’m proud of them.”


Ali Azam says his boys aren’t the only ones reading up on Islam – it’s a family affair.


(Allee:) “Let’s see what books you have here.”


(Azam:) “To Be a European Muslim.”


Azam says, To Be a European Muslim reads like a manual for everyday life:


“You can be a good Muslim, and you can be a good citizen of the Western world.”


The IQRA Muslim book store in Chicago is owned by Abidullah Ghazi. Ghazi says Islam deals
with a person’s whole life. He says the holiest book, the Koran, has something to say on
marriage, science, and the environment:


“There’s very clear guidelines in the tradition of the prophet. When you plant a tree, and animals
and insects eat from it, for each eating, you get a reward.”


But Muslims I spoke with say the environment is not a hot topic in American mosques. And even
in this Muslim book store, it gets little explicit attention:


“Because, as I say, in traditional society itself, that’s not a major issue.”


Ghazi says when Muslims arrived a few decades ago, the environment was not on their minds.
Their children needed guidance on fundamentals, like how to pray. But today, Muslims face new
moral challenges, including the environment:


“So, the time’s ripe to discuss this issue.”


Ingrid Mattson is President of the Islamic Society of North America, or ISNA. ISNA is one of the nation’s
largest Muslim umbrella groups:


“What I would like to see is that we’re able to develop more guidelines with participation of the
community that would help them move forward to make them more environmentally friendly.”


Mattson wants American Muslims to fight global warming. She says it should be easy to motivate
them. After all, many have family abroad who face environmental problems:


“Most of us have at least visited Middle Eastern countries or African countries and we’ve seen for
ourselves the impact of global warming. We know, for example, that the situation in Darfur really
was started because of the drying up watering holes of nomads.”


The U.N. agrees water is at least one cause behind the conflict in Sudan. It could take time for
big-picture principles to move from Mattson’s group into American mosques. But some Muslim
environmental activists are on the move now.


Zainab Khan works with a Chicago inter-faith group called Faith in Place. She’s looking at things
Muslims can do in their day-to-day lives. One of Khan’s goals is to have mosques cut back the
environmental impact of Islamic rituals:


“We pray five times a day. Most people need to wash up before they pray, and usually they’ll be using
warm water for that.”


And heating water takes power. So, Khan is trying to get a local mosque to install solar water
heaters. She also wants Muslims to buy food from local farmers. She says getting organic food
isn’t enough. It can be imported from places like Peru:


“So, for example, if you’re getting organic all the way from Peru, it’s harder to monitor whether pesticides aren’t
being used, plus on top of that, you’re burning a lot of fossil fuels to get that organic food to you.”


Khan says buying local helps ensure workers and animals are treated well – both Islamic
principles. Khan says sometimes it’s hard to speak about Islam without getting hung up on
current discussions on gender and terrorism, but she tries anyway:


“God will send forth upon communities blessings upon blessings. It’s this positive outlook that if you make a
concerted effort and then God will take care of you and take care of the Earth.”


Increasingly, Islam is making America its home. Khan and other Muslims believe they can
contribute to making that home’s environment better through faith.


For the Environment Report, I’m Shawn Allee.

Related Links

Rooftop Wind Power

  • Power lines lead from a wind turbine placed near a coast to catch steady breezes. New designs for smaller turbines might be used in urban areas where wind is more turbulent. (Photo by Lester Graham)

The government wants 20% of the
energy generated in the nation from renewable
resources. Today, we’re at a mere fraction of
that goal. Lisa Ann Pinkerton reports experts
believe the US could get there sooner if wind power
technology can be moved successfully to where the
electricity is actually consumed, America’s
cities:

Transcript

The government wants 20% of the
energy generated in the nation from renewable
resources. Today, we’re at a mere fraction of
that goal. Lisa Ann Pinkerton reports experts
believe the US could get there sooner if wind power
technology can be moved successfully to where the
electricity is actually consumed, America’s
cities:


Right next to Lake Erie, a large wind turbine spins hypnotically in the
breeze. Its three big propeller blades provide only around 6% of
the energy consumed at the museum where it’s located, the Great Lake
Science Center. So the big turbine is mainly for educational purposes.
The museum’s Executive Director, Linda Abraham Silver says turbine
catches the steady winds off the lake:


“We don’t want turbulence, that’s right. Steady wind is what produces
the best energy and saves the gears and instrumentation inside.”


The single wind turbine stands in a wide open space near Lake Erie, but here
on the streets of downtown Cleveland, the wind is blustery and
unpredictable. These conditions are hostile to traditional turbines.
So the conventional wisdom was wind power couldn’t flourish in urban
environments… that is, until now.


“I think the problem was the propeller, not the whole idea that wind
power was somehow unable to be captured in the city. Some people even tell
you there is no wind power in the city”


Bill Becker is an urban wind developer from Chicago. He’s abandoned the three-propeller design for a horizontal one.
And it kind of looks like a metal DNA double-helix strand. He says it’s
actually two turbine designs in one so the machine can function in low and high winds. The turbine, manufactured
by Aerotecture, is a lot smaller than traditional ones so it can be mounted on rooftops. Becker’s installed 16 on skyscrapers in
Boston and Chicago. They can generate enough electricity to power two homes annually in a typical breezy day.


Becker’s not the only inventor who thinks there are better alternatives
to expansive turbine wind farms sprouting up on ridges and bluffs
across the country. And in England, the three-blade concept isn’t dead
yet.


The company Quiet Revolution has a vertical turbine with blades curving
up and down it. It creates power in even the slightest breeze, but that
power isn’t any more than Becker’s model and it costs 4 times as much.


Instead of catching open wind, in California entrepreneurs are
capturing a very specific type of wind: breezes traveling up and over
building parapets. Those are walls that extend past the roof lines of
big box retailers and factories:


“There’s a potentially great wind resource on those buildings that’s
not being tapped into today.”


Spokesman Steve Gitlin says the company AeroVironment is tapping into
this wind with systems of 15 turbines each. These futuristic rotating
fans, each about six feet tall, line the parapets of flat-roofed
buildings:


“What we’ve done is figured out there’s a unique acceleration of wind over that edge of the building
so the turbine’s designed to actually extend above and angle slightly downward
over that acceleration zone.”


The AeroVironment system is the most expensive… six times as much as the Aerotecture double-helix
design and generates slightly more electricity. It does, however, operate in very low wind, five miles per hour or less.


Ken Silverstein says this range in cost and efficiency shows the urban wind industry is
still growing. He edits Energy Biz magazine, and
adds to make an impact on the market, these turbine costs must come
down. And the government could help jumpstart the industry:


“It needs to develop, it needs to reach economies of scale so that the
technology improves, so that the costs come down and so that wind becomes more widespread than it is today.”


But Silverstein says, urban wind designs like these offers the hope
that businesses and even homeowners could capture the energy of the wind
directly on their own.


For the Environment Report, I’m Lisa Ann Pinkerton

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Interview: Sports Teams Go Green

All kinds of sports teams and venues are looking at more environmentally-friendly business practices. Lester Graham talked with Eben Burnham-Snyder who’s with the environmental group Natural Resources Defense Council about the new green trend in sports:

Transcript

All kinds of sports teams and venues are looking at more environmentally-friendly business practices. Lester Graham talked with Eben

Burnham-Snyder who’s with the environmental group Natural Resources Defense Council about the new green trend in sports:


EB: Well, I think for a lot of these sports teams, it’s come down to just
good business practices. You know, a good examples is when we approach
the Phildelphia Eagles in 2004 and said, ‘Hey guys, you’re getting a
lot of your paper from a forest that is a main habitat for the American
eagle. That started a dialogue.


They’re now buying 25% of their electricity from renewable sources,
they’re using recycled paper, and they’re even recycling cooking fat
from the chicken tenders and fries during the game day to run the
stadium’s vehicles on bio-fuels. So, there’s an understanding that you
can still have a good, robust business, a good robust sports business,
and do good for the environment at the same time.”


LG: So how are the big greens, the big environmental groups such as the
Natural Resource Defense Council, working with the sports industry?


EB: Well, we’ve been working a lot recently with major league baseball and
the National Basketball Association. It’s something you’re going to
hear a lot about over the next couple months. We try to work with teams
to try and find out what are some of the best practices they’ve been
using already, with recycling and energy efficiency, and we’re trying
to help all of these sports teams understand… here are the different
steps that you can take to both lessen your environmental footprint and
cut costs.


I think for fans ultimately, that’s a chance for them to yet again
pressure their teams and take that money that they’ve saved and put it
maybe into some free agents.


LG: You know, it seems with teams jetting back and forth across the
nation for games and burning a lot of fuel, we see these huge parking
lots of concrete or asphalt that are sometimes only used once a week
for a season. We’ve got some older stadiums, such as Wrigley Field in
Chicago, using restroom facilities that are basically troughs with
constantly running water, and NASCAR burning lots of fuel, even if it’s
using bio-fuels, it seems there’s little actually being done to make a
real difference for the environment. So how is this movement in sports
anything more than just tinkering around the edges?


EB: Well, you know, listen, there’s only so much that they can do within the current
structure.


But when you have industries, like the ski industry, going 100%
renewable at mountains, when you have places like the Philadelphia
Eagles and their field buying 25% of their energy from renewable
sources, those are actually large steps for industries to be taking,
especially when they’re really aren’t any standards for them right now.
They’re really isn’t any program out there right now to guide them.


So, this is a case where business is really trying to lead government
and let them know that we can do this but we need your help, too. We
need you to set limits on pollution to make it easier for us.


LG: Course there’s an incredible fan base for sports of all kinds and
we’re starting to see some attention drawn to these environmental
issues. For example,Sports Illustrated‘s cover is talking about
global warming, we’re hearing teams talk about this. What will this do
for awareness for the typical sports fan?


EB: Well, I think, as with a lot of the coverage we’ve seen on global
warming over the past couple years, it’s an indication that something
that a lot of people have had sort of a common sense reaction to for
the past few years.


For example, this past winter was the warmest winter ever on record.
People are coming to the realization that things are changing. But
sometimes it’s hard to connect those dots and so when you have
something like Sports Illustrated putting global warming on the
cover, what that does is it helps people who already said, you know
what, I haven’t been able to play pond hockey for the past couple of
years with any sort of consistency. I haven’t been able to go skiing.
You know, there are things that seem to be changing, what’s up?


And then they make that connection. And you know, the more evidence,
the more knowledge that comes out about global warming, I think the
more people you’ll see make those connections in their daily lives and
how global warming and other environmental challenges we face really do
affect them.


Eben Burnahm-Snyder is with the Natural Resources Defense Council. He spoke with the Environment Report’s Lester Graham.

Related Links

Governments Accountable to Great Lakes?

A commission that advises the US and
Canadian governments on the Great Lakes wants to
see more accountability from Washington and
Ottawa. Chuck Quirmbach reports:

Transcript

A commission that advises the US and
Canadian governments on the Great Lakes wants to
see more accountability from Washington and
Ottawa. Chuck Quirmbach reports:


The International Joint Commission is focusing its latest report on
getting the US and Canada to set up an accountability plan for
restoring and protecting the Great Lakes.


US Commissioner Allen Olson says one example of accountability is
getting Congress to approve money for an Asian Carp barrier near
Chicago to keep the foreign fish out of the lakes.


“There are a number of members of the United States Congress of both
parties that are immediately accountable to address that issue.”


Canadian Commissioner Jack Blaney says the governments also have to be
accountable to what citizens said at recent IJC hearings:


“They want to swim at their beaches, they want to be able to eat the
fish. They want to be able to take water out of the lakes that they
don’t have to spend enormous sums treating.”


The IJC wants a preliminary plan to be ready by the summer of next
year.


For The Environment Report, I’m Chuck Quirmbach

Related Links

Noise Pollution Prompts Highway Cover-Up

  • Seattle's Freeway Park, an example of covering an urban freeway with green space. (Photo courtesy of Seattle Parks and Recreation)

Highways are unwelcome, noisy, polluting neighbors to people who live near them. They’re so imposing that it’s hard to imagine making one disappear. But that’s exactly what one town might do. Shawn Allee reports they hope to create some new greenspace in the process:

Transcript

Highways are unwelcome, noisy, polluting neighbors to people who live near them. They’re so imposing that it’s hard to imagine making one disappear. But that’s exactly what one town might do. Shawn Allee reports they hope to create some new greenspace in the process:

Architect Fred Brandstrader and I stand on a bridge above a freeway that runs through Oak Park, IL.

“That sound you’re hearing now, anyone who lives a block on either side of this expressway, it’s like that. There are times when you can’t talk across the street because it’s so loud.”

He ought to know; he lives near the Eisenhower Expressway, or what people call “The Ike.”


What really galls him is how the Ike divided the town in the 1950s.


“First of all, not only do you have the eye sore, but you’ve got all these residents here. You’ve got a school tucked in back there…”


S.A.: “That we can see.”


“Right, that you can see. We’ve got the conservatory right there, and this cuts right through the middle of it.”


And you can’t rid Oak Park, Illinois of this scar without getting rid of the expressway… or can you?


Brandstrader’s with a group that wants to turn a mile and half of open expressway into a tunnel. Supporters want to put sixty acres of park on top. Traffic would move under the new park space. It’s hard to imagine how this highway could disappear.


On the other hand, this was a thriving neighborhood fifty years ago. Some people still remember it that way.


“We’re right on the banks of the lovely Eisenhower expressway, enjoy it.”


S.A.: “You say that with a little bitterness, why is that?”


“Well, because it is my mortal enemy.”


Peggy Studney says, while the Ike was being built, it claimed dozens of her neighbors’ homes.


And she put up with lots of construction.


“And when the pile driver was pounding, the bed would vibrate, and often in the morning you’d have to push your bed back three feet to the wall, where it was to begin with. And that went on for five years.”


Fifty years later, she contends with heavy traffic noise and pollution. But despite all that, she does not support the plan to put a park on top of the Ike. She worries the project will bring back years of construction clatter.


Project supporters face a big obstacle. This would be the longest freeway cover in the nation. The state won’t help, so they’d need federal money, maybe a billion dollars of it.


“That’s a major trend in downtown roadways all over the country.”


Robert Bruegmann teaches architecture, art and urban planning at the University of Illinois at Chicago. Phoenix and Seattle already put parks on top of existing freeways. Bruegmann admits such projects are expensive, but they let cities balance transportation and the need for space.


“The urban freeway, just like the railroad before it, made a big gash into the city necessarily. That’s what happens with all great big infrastructure, and then the city grows back up around it. As the land around it becomes valuable, it becomes very worthwhile to deck them over and create all kinds of amenities, where you had mostly noise and pollution before.”


Back in Oak Park, architect Fred Brandstrader and I walk along a sidewalk near the Ike. Brandstrader explains the state’s planning to rehab the Ike soon. He says that would be the perfect time to deck the expressway. Doing both at the same time will save a lot of money.


Before long, someone interrupts our conversation.


“Peggy?”


Ah, Peggy Studney. I’m glad she’s here to clear something up. Again, Peggy Studney does not support Brandstrader’s plan to cover the Ike. She worries it will prolong construction.


P.S.: “I couldn’t stand the thought of it.”


F.B.: “They’re going to tear up the expressway anyways. It’s going to be ugly anyways.”


P.S.: “Fred will tell you his side of the story, I’m sure. But you know my side of the story: I hate that thing.”


F.B.: “I’d rather the end result be you know, sixty new acres, most of which is park and open space as an end product, instead of all the noise I hear and have to scrub my porch every weekend because of all the particulate matter.


Architect Fred Brandstrader believes the problem can be solved through good design. And he says the Ike isn’t such a powerful foe anyway. It took money and political will to divide his Oak Park neighborhood. Brandstrader contends it will take more of the same to fix it.


For the Environment Report, I’m Shawn Allee.

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Highway Debate Dividing Communities

  • Landowners who are opposed to the beltway say no matter which route it follows, it'll be cutting through prime farmland. Proponents of the beltway say the highway is needed to support the already fast-growing suburbs. (Photo by Rebecca Williams)

As suburbs grow, politicians and city planners often promote new highways as a way to ease congestion and encourage more economic growth. Rebecca Williams reports on the struggle between local officials who want to encourage that growth and people who worry a new highway will fuel more sprawl:

Transcript

As suburbs grow, politicians and city planners often promote new highways as
a way to ease congestion and encourage more economic growth. Rebecca
Williams reports on the struggle between local officials who want to
encourage that growth and people who worry a new highway will fuel more
sprawl:


The Census Bureau says commutes to work are getting longer in the nation’s
biggest cities. Demographers say that’s because people are moving
out farther and farther from their jobs in search of more house for the
money or a quieter way of life. More people moving out to the fringes of the suburbs
means more pressure on two-lane roads and more congestion.


New highways are one of the tools local officials reach for when traffic
gets worse. People living in the fast-growing suburbs west of Chicago have
been debating a proposed new highway nicknamed the Prairie Parkway. The
four-lane beltway would connect these outer suburbs.


Jan Carlson is the Transportation Commissioner for Kane County, about 40
miles from downtown Chicago. He’s been looking forward to the beltway since
plans were unveiled five years ago:


“If you listen to the complaints, as I do, of people stuck in traffic and if
you consider the many economic advantages that moving that traffic brings to
us, it appears to me that the greater good is to move forward with the
project.”


Carlson says he knows new highways can rapidly speed up development in an
area, but he points to census data that show his county and others nearby
are already among the fastest-growing in the nation without a new highway:


“I am not one of those who subscribes to the theory that if you don’t build
it, they will not come.”


Jan Carlson says the new highway will make the local economy stronger,
bringing in much needed jobs to the suburbs, but many people are strongly opposed to the
beltway. Marvel Davis lives on a farm that’s been in her family for 170 years. Some of
her farmland lies within a corridor that the state has set aside for the proposed beltway.


“I tell people that’s the way sprawl happens. You think, well I’ve lost
that field to the farm, so the first guy that comes along and offers you
$50,000 an acre, your temptation is going to be pretty great, isn’t it?”


Davis says even though construction on the beltway isn’t expected to begin
until 2009, she’s seen a lot of new buildings spring up. She says it’s true
the area’s already growing, but she thinks the prospect of a new highway
might be encouraging more growth:


“So which comes first, the chicken or the egg? If word goes forth this
road’s going to happen and you come in with all kinds of developers, it’s
almost like a self-fulfilling prophecy.”


And urban planners agree it really is a chicken and egg relationship. It’s
hard to say which comes first. Highways speed up the pace of growth. And
growth causes a need for more highways.


Bill Klein is the director of research with the American Planning
Association. He says new highways do ease traffic congestion, but only for
a short time, before those highways get packed with people driving out to
their new homes in the suburbs.


“It’s very difficult to build your way out of sprawl. The more highways you
build, the more sprawl you get. Intellectually we’ve known this stuff for a
good long time but sometimes the political will to do anything about it is
the bigger problem.”


In the case of the Prairie Parkway, there is a political heavyweight in the
parkway’s corner. US House Speaker Dennis Hastert has been promoting the
concept of an outer beltway in his district since he went to Congress in the
late 1980’s. Just last year, Speaker Hastert earmarked 207 million dollars
for the beltway in the federal transportation bill.


Landowner Marvel Davis suspects the beltway might not go forward if it
weren’t for the Speaker’s support. She says if someone could show her the
beltway was in the country’s best interest, she’d support it.


“But if I’m going to lose my farm and my community to make a few people
multimillionaires then I’m not willing to do it.”


Marvel Davis says she knows she could make a lot of money if she sold her
land to developers, and she did actually sell more than 100 acres recently.
But she sold it to her county’s forest preserve for half of what she could
get from a developer.


Even though it’s years away, the promise of a new highway is sharply
dividing these communities. Whether or not they see growth as a good thing,
almost everyone agrees a new highway will speed up the pace of that growth.


For the Environment Report, I’m Rebecca Williams.

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Saving Farmland From Sprawl

  • DeKalb County, close to Chicago in Illinois, is facing rapid urban sprawl. (Photo by Lester Graham)

Some counties near big cities are trying to save farmland from being developed into sprawling suburbs. Lester Graham reports the problem is finding money to fund programs that would preserve the rural character of an area:

Transcript

Some counties near big cities are trying to save farmland from being developed into
sprawling suburbs. Lester Graham reports the problem is finding money to fund
programs that would preserve the rural character of an area:


The real value of land as farmland is a lot less than what a developer will pay for the land
to use it to build strip malls, big box retail stores, or subdivisions of wallboard mansions.
Farmers are tempted to sell when it means they’d make more money off the land selling it
to developers than they would farming for the rest of their lives, but many feel they’re forced into the situation. They don’t really want to give up life on
the farm. They just feel they’d be foolish to keep farming when they could make so much
money selling to a developer.


Some counties that want to preserve the rural character of their area are putting together a program
that helps farmers by paying them some of that difference between farmland value and
development value. It’s called the purchase of development rights.


Usually, local governments, sometimes state, pay farmers to waive that right to develop
the land forever. No one can build on it. The land has to be kept as open space.


There are lots of reasons state, county and city and township governments might want to
do that. Some politicians want to make sure their communities continue to be surrounded
by scenic green space. Some want to preserve the rural character of their community.
Some want to make sure they have a source for locally grown food.


Scott Everett is with the American Farmland Trust. He says it can come down to simple
economics. Some politicians like purchase of development rights for lower taxes:


“Because we won’t have to add public services. Cows don’t go to school. Chickens don’t
dial 9-1-1. Corn, wheat and soybeans need a lot less fire and police protection than
residential development.”


Everett says purchase of development rights is a long term plan and if a county sees its
farmland might be threatened in the future, it better get busy now:


“In an urban-influenced county, you know, there’s a county next door to a big
metropolitan area maybe like Chicago, one of the things that really ought to be happening
to counties that are next to that county is some planning needs to take place. It
takes a very long time for a purchase of development rights program to take ahold.”


We found a place that fits that description exactly. DeKalb County is on the fringes of
the Chicago metropolitan area. The counties between it and the city are seeing incredible
development pressures. Farmland is being gobbled up at a rate almost unparalleled in the
nation. DeKalb County is trying to draw a line that would stop urban sprawl and allow only
carefully planned growth.


Pat Vary is a DeKalb County board member. She’s watched as counties closer to
Chicago have gone from farmland to urban sprawl in almost no time. She doesn’t want that to happen to
DeKalb County and she says most of the towns don’t want that:


“Most of the municipalities have said, ‘We want to grow this far, but we want to keep
green space around us and we don’t want to go much further than that.’ There’s lots of
pressure from developers right now.”


Vary, who’s also a biologist, says as the population grows and farmland is lost, she sees a
moment in the future where land that produces food is going to be a lot more valuable
than it is today:


“I really think that in about thirty years, forty years from now, that an acre of farmland in
DeKalb County will be worth more than an acre of downtown Chicago. You can’t eat
buildings. You can’t eat pavement. People are going to need to eat. I really believe it’s
critical, it’s vital to do something fairly fast.”


But, as we heard earlier, it takes a while to get a purchase of development rights program
rolling. It has to be funded, usually from several levels of government, and then you
have to persuade farmers that dedicating their land to only growing crops is the right
thing to do.


Scott Everett with American Farmland Trust says successful purchase of
development rights start out slowly, but gain popularity after everyone sees how it works:


“It’s one of these programs where once one farmer does it, the other farmers next door
and the neighboring farmers really start taking a look at it and saying to themselves ‘You
know, if they’re going to make the commitment, I will, too.'”


But Everett warns, if your county is one of those urban-influenced counties, if a
purchase of development rights program isn’t put in place and funded soon, your
farmland will be gobbled up by gridlock, strip malls, and dotted with residential suburbs
that often cost the government more in infrastructure and additional services than the new
real estate taxes will ever pay for.


For the Environment Report, this is Lester Graham.

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