Fewer Cars on the Road in 2009

  • Last year, there were four million fewer cars, but two million more drivers than in 2008. (Photo by Samara Freemark)

America’s love affair with the
car skidded a bit last year.
According to data from the
US Department of Transportation,
the number of cars in the
US dropped in 2009. Lester
Graham reports that’s the first
time that’s happened since
World War II:

Transcript

America’s love affair with the
car skidded a bit last year.
According to data from the
US Department of Transportation,
the number of cars in the
US dropped in 2009. Lester
Graham reports that’s the first
time that’s happened since
World War II:

Last year there were four million fewer cars, but two million more drivers than in 2008.

Lester Brown is with the Earth Policy Institute. His group reviewed the numbers. He says the market’s saturated.

“We have more licensed vehicles than we have licensed drivers. So, we couldn’t get all our cars on the road at once if we wanted to because we don’t have enough drivers. That’s one way to define saturation.”

The Earth Policy Institute also found more people have access to mass transit, people are concerned about the impact of foreign oil, gasoline prices, and young people socialize on the internet and cell phones more than driving around in the car with their friends.

Auto industry experts say the decline of cars on the road has more to do with tight credit for auto loans than anything else.

For The Environment Report, I’m Lester Graham.

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Recycling Your Roof

  • Several states are studying how the material holds up for asphalt roads, but for now most of the singles are mixed in asphalt used for parking lots. (Photo courtesy of the National Renewable Energy Laboratory)

It’s estimated, every year, somewhere
between seven and eleven-million tons
of old asphalt shingles end up in landfills.
Some states are short on landfill space.
Lester Graham reports, they’re now
encouraging grinding up and recycling
the old shingles:

Transcript

It’s estimated, every year, somewhere
between seven and eleven-million tons
of old asphalt shingles end up in landfills.
Some states are short on landfill space.
Lester Graham reports, they’re now
encouraging grinding up and recycling
the old shingles:

Two-thirds of American homes have asphalt shingle roofs. They last twelve to twenty years before they need to be replaced.

Since most of the material in asphalt shingles is the same stuff used in asphalt pavement, that’s where they’re going.

(sound of machinery)

New businesses are popping up across the nation that take the shingles.

Chris Edwards is co-owner of Ideal Recycling in Southfield, Michigan. He says roofers can dump old shingles at his place cheaper than taking it to the landfill.

“And then they can also sell it to their customers that they are recycling and it’s green. So it does help the contractors quite a bit.”

Several states are studying how the material holds up for asphalt roads, but for now most of the singles are mixed in asphalt used for parking lots.

For The Environment Report, I’m Lester Graham.

Related Links

Stimulus Money Spent in the Wrong Place?

You might have seen road construction
signs that read, “Project funded by the
American Recovery and Reinvestment Act.”
That’s economic stimulus money being spent
on road repair and construction. Shawn Allee reports one environmental group wishes
there were less construction and more repair:

Transcript

You might have seen road construction signs that read, “Project funded by the American Recovery and Reinvestment Act.”

That’s economic stimulus money being spent on road repair and construction.

Shawn Allee reports one environmental group wishes there were less construction and more repair.

The land-use policy group Smart Growth America tracked how much stimulus money is going toward road repair versus road construction.

The group’s state policy director Will Schroeer says new roads and bridges are getting about a third of transportation stimulus dollars.

Schroeer says to employ the most people, we should be spending even more on repair, not construction.

“The largest reason for that is that you don’t have to buy any land to repair the road and as soon as you start buying land, that’s money that you can’t put toward wages and other things that produce secondary employment.”

Shroeer’ says about 20 percent of transportation stimulus money is still up for grabs.

That gives states about a year to turn spending toward projects his group advocates, including road and bridge repair and public transit.

For the Environment Report, I’m Shawn Allee.

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Keeping Panthers and People From Colliding

  • Rebecca Galligan with her dogs Roscoe and Sable in their new panther-proof pet house. Galligan and her husband lost their dog Riley to a panther, so they had this enclosure built to keep their pets safe. (Photo by Rebecca Williams)

People are killing Florida panthers.
Usually it’s not intentional. But
Rebecca Williams reports biologists
are trying to figure out how to keep
panthers and people from running into
each other:

Transcript

People are killing Florida panthers.
Usually it’s not intentional. But
Rebecca Williams reports biologists
are trying to figure out how to keep
panthers and people from running into
each other:

There are only about 100 Florida panthers left in the wild. They’re endangered.

If you live down here, it’s one thing to know there are panthers hunting for food in the Everglades. But it’s something else when they visit your backyard.

(sound of tropical birds singing)

Rebecca Galligan and her husband didn’t give panthers all that much thought. Until one day, when they came home from work, and found their dog Riley had been killed.

“The scratches on the body and the way he’d been killed it was pretty obvious it was some sort of wild cat.”

Two days earlier something had killed their neighbor’s sheep. Then a dozen goats got killed.

A biologist decided the predator was a panther. In the past few years in South Florida, more people have been losing pets and farm animals to hungry panthers.

Galligan calling to dog: “C’mere, have a seat!” (Roscoe sniffs the microphone)

Now, when she’s away, Rebecca Galligan keeps her dogs Roscoe and Sable in a little panther-proof house. It’s made out of steel and chain link fencing.

“There’s so much nature and wildlife, and so I mean, we just can’t destroy it all because we want to be safe. That’s why we had this pen built, so we can keep the animals a little safer from the animals that live around us.”

And a lot of people here think the panthers have a right to stick around.

But some say there’s a gaping hole in the law that’s supposed to protect panthers.

The panther has never had what’s called critical habitat set aside. That means developers don’t have to consider the land panthers need to survive. Panther habitat or not, they can just build.

So panthers are getting crowded out by subdivisions and huge new cities.

Andrew McElwaine is president of the Conservancy of Southwest Florida. He’s asked the Obama Administration to officially give panthers that habitat.

“So, the more habitat we take away, we’re forcing panthers to move out. We’re getting reports of panthers in urban areas of Southwest Florida looking for somewhere to live, if you will.”

And, as people move in, panthers are becoming roadkill.

Last year 10 panthers were killed by cars. So far, this year, six more panthers have been killed.

(sound of cars whizzing by)

“There are some panther tracks here. There’s one there… and there…”

Mark Lotz is a panther biologist. We’re hanging out in an underpass below the highway. It was built for panthers. Miles of fences run along the highway and make a funnel, so panthers have to go below the road.

Lotz says there are 36 panther underpasses on this stretch of highway. And he says fewer panthers get hit here. But underpasses are expensive – about $2 million each. And giving panthers room to live isn’t always even that simple.

Lotz says the biggest challenge is getting people to adapt to panthers. To him, the cats are majestic. But he also knows a lot of people think they’re terrifying. Somebody actually shot a panther a few months ago.

“Naysayers could make the argument there’s no panthers in Pennsylvania or any other eastern state and things are going just fine. But then I would counter – look what’s happening with deer populations there. You know, panthers are part of the ecosystem. Without them there’s just something missing. In a way part of the wildness disappears.”

But if panthers keep running out of space, they could disappear.

We talked to the Secretary of the Interior, Ken Salazar. And we asked him whether he’d set aside critical habitat for panthers.

“Yeah, we’ll have to get back to you on that.”

That’s been the kind of response he’s given to other reporters too.

Giving panthers habitat protection would mean more obstacles for developers. And, in this economy, that could be pretty unpopular.

For The Environment Report, I’m Rebecca Williams.

Related Links

Phantom Traffic Jams

  • A phantom traffic jam is when everyone slows down or stops, but starts to go again inexplicably (Photo source: Crazytales at Wikimedia Commons)

According the the last report from
the Texas Transportation Institute,
traffic congestion in the US causes
more than four-billion lost hours stuck
in traffic and nearly three-billion
gallons of wasted fuel. Lester Graham
reports mathmeticians have found – on
paper – one type of traffic jam looks
something like a bomb going off:

Transcript

According the the last report from
the Texas Transportation Institute,
traffic congestion in the US causes
more than four-billion lost hours stuck
in traffic and nearly three-billion
gallons of wasted fuel. Lester Graham
reports mathmeticians have found – on
paper – one type of traffic jam looks
something like a bomb going off:

Phantom traffic jams are frustrating. You know the kind – traffic slows downs or completely stops, and when you finally get to the end, there’s no wreck, no closed lane – nothing.

Mathematicians at MIT say these phantom jams are a lot like detonation waves produced by explosions.

Morris Flynn is the lead author of the report published in the online edition of Physical Review E.

“You have a single person who taps on their brakes. The driver behind them will over-react, hit their brakes just a little bit harder than the person in front. And this disturbance is just cascaded all the way back so that eventually you get this very rapid deceleration.”

And, phantom traffic jam.

Solutions: more lanes on the highway, and automated signs that warn drivers about slowed traffic ahead.

Or, get more people on mass transit.

For The Environment Report, I’m Lester Graham.

Related Links

The Logic of Parking Rate Hikes

  • Cyrus Haghighi owns a food and gift shop in Chicago's Andersonville neighborhood, which has become a retail hot-spot in recent years. Haghighi worries suburbanites will avoid his shop once Chicago hikes its parking prices. (Photo by Shawn Allee)

Nobody likes to pay more than
they need to for parking, but a lot
of cities are bumping up the price
lately. Chicago’s going with one
of the biggest hikes. In most
neighborhoods prices are doubling,
and they’ll jump again and again
for years to come. Shawn Allee wondered what might happen to
businesses when parking gets pricier:

Transcript

Nobody likes to pay more than
they need to for parking, but a lot
of cities are bumping up the price
lately. Chicago’s going with one
of the biggest hikes. In most
neighborhoods prices are doubling,
and they’ll jump again and again
for years to come. Shawn Allee wondered what might happen to
businesses when parking gets pricier:

I’m in a neighborhood miles from Chicago’s glitzy downtown, but there’re still
plenty of shops, restaurants and furniture stores to attract shoppers up here.

One problem the neighborhood has is parking.

Until recently, it only cost 25 cents per hour to park here. As you can guess, the very
cheap price for parking has meant very few parking spots available for people who
are driving through.

Now, the neighborhood’s going through a change. It’s bumping up to 75 cents per
hour, and in a few years it will cost 2 dollars per hour.

So, I’m here to see what businesses think will happen to their bottom line once this
price increase for parking comes through.

I’m gonna start at this grocery store.

It’s called Pars Grocery – the sign here says it serves up Mediterranean food, teas,
and gifts.

The owner’s Cyrus Haghighi.

Haghighi: “So of course nobody would come and it would be too expensive for them
to spend too much money for the parking, and I don’t know why they’re doing this
– it makes everybody worried.

Well, that’s one owner who thinks the parking price increase is going to scare
shoppers away.

But I went around the neighborhood to get some other opinions, and I’m now at
another store – the Andersonville Galleria.

I have a clerk here.

His name is Rafe Pipin

Rafe what do you think of the parking price increase?

Pipin: “With the parking meter rates being a quarter an hour now, what happens a
lot of times is that store employees or managers take up the parking on the street
and stay there all day, whereas this may might provoke them to look for parking
further away. So they wouldn’t have to feed higher meter rates all day and open up
space for people visiting the neighborhood to do some shopping.”

Okay. We have two opinions.

One, higher prices will scare people away.

And, another that higher prices might free up space for more paying customers.

Who’s got it right?

Well, I put this to a kind of parking guru.

His name’s Donald Shoup, and he teaches at UCLA.

I’ve told Dr. Shoup about how tight parking is in this neighborhood and where prices are
headed.

“The higher prices that drive away some people will attract other people who are
willing to pay for the curb parking if they can easily find a space. Well, who do you
think will spend more in a store or leave a bigger tip in a restaurant? Somebody
who will come only park free or someone who’s willing to pay the market price for
parking if they can easily find a vacant space?”

Dr. Shoup says cities often make parking too cheap.

He says this discourages public transit.

Plus, it wastes gas because meters fill up fast, and shoppers keep driving around to find
the few empty ones.

Shoup says politicians just don’t want to increase fees.

In Chicago’s case, the city privatized parking meters, so the city made one tough decision
that will last 75 years.

Shoup says there’s a better way – set aside some of the parking money and spend it in
neighborhoods that generate it. Donald Shoup says some people still won’t like parking price increases.

But he says there’s plenty of fuss at first, but then people eventually chuck over the
additional money and forget the increase ever happened.

For The Environment Report, I’m Shawn Allee.

Related Links

Kids March for a ‘Walkable’ School

  • Parents and students at Monee Elementary take over the road that leads to the school. They hope to raise awareness about an unfinished sidewalk that makes the route to school hazardous to pedestrians. (Photo by Shawn Allee)

There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:

Transcript

There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:

In the small surburban town of Monee, south of Chicago, police and firefighters are not
used to big protests.

But on the morning I visit, they’ve got one on their hands.

(sound of kids whooping it up)

Cops closed the street between a church and the elementary school.

Five hundred kids, dozens of parents and a smattering of teachers fill up the church
parking lot.

They’re ready to take over the street and march to school.

Parent Arnold Harper’s near the head of the line.

Shawn Allee: “What’s the special occasion?”

Arnold Harper: “The special occasion is about the sidewalks so the kids can get
safely to school. If you’re walking to school, you’re going to run into a part just
before the school. There’s no sidewalk and the kids have to walk out in the street.
Or if they’re riding their bikes, they have to ride out in the street for a brief
moment. You don’t want that – you don’t want your kid ever on the street.”

Allee: “So the school discourages kids from walking?”

Harper: “Absolutely.”

Actually, the parents and the school are tired of discouraging kids from walking.

They want someone: the city, the county, the state – anybody, to build sidewalks between
the subdivisions and the school.

So kids want to hit the street and make noise over the sidewalk issue – only they can’t get
started.

No one brought a whistle.

A snickering fireman takes things into his own hands.

(sounds of honking, etc.)

Kids walk past new homes and corn fields.

I find principal Joanne Jones in the crowd.

Shawn Allee: “In this kind of small town suburban environment, people are used to
driving. What’s the big deal that kids can’t walk to school?”

Principle Jones: “As we know, our country is suffering from childhood obesity and
part of the reason is they don’t get enough exercise. And we feel that if kids get an
hour, sixty minutes, of exercise each day, that would help them be more healthy.”

Allee: “You think if more kids were able to walk, they would?”

Jones: “Yes. We’ve had kids ask us before, why can’t we ride our bikes to school,
why can’t we walk to school? We’ve had parents let them ride their bike, while they
drive alongside. They want to do it.”

If Principal Jones wins this fight, she’ll be bucking a trend.

Very few children walk to school anymore.

Research shows in the sixties, about half walked or biked to school.

Now, only fifteen percent of kids do.

Missing sidewalks aren’t always the problem.

In suburbs and small towns, housing developers sometimes forget about pedestrians when
they build homes.

Heidi Gonzalez helped organize the walk-to-school rally.

She says school district rules and laws don’t always help.

Heidi Gonzalez: “You have to have a certain amount of open acreage when new
elementary schools are built. A lot of developed areas are finding it hard to find nine
acres of space to put a school on.”

Shawn Allee: “So there’s a requirement to plop a school down where they’re on the
edge of development instead of where there are a bunch of houses with finished
sidewalks and other infrastructure.”

Gonzalez: “Exactly.”

So, the school’s aren’t connected to their communities.

The kids had been whooping it up, but their enthusiasm dies when they reach the school’s
flag pole.

As for the adults, like me and Heidi Gonzolez?

We’re left behind.

Gonzalez: “Now we have the dangerous walk to go back to our cars.”

Allee: “Because we won’t have the luxury of police and fire protection.”

And it was a kinda scary to dodge traffic from the school to where the march began.

For The Environment Report, I’m Shawn Allee.

Related Links

Ghostbikes: Two-Wheeled Memorials

  • With more cyclists on the road, there is concern about keeping accident rates from going up as well (Photo by Corbin Sullivan)

There’s a grass roots effort to
honor people killed while riding bicycles.
It’s called “ghostbikes”. Chuck Quirmbach
reports:

Transcript

There’s a grass roots effort to
honor people killed while riding bicycles.
It’s called “ghostbikes”. Chuck Quirmbach
reports:

Only a tiny number of bicyclists are hit and killed. But some riders say the death toll should be
zero.

So, in about sixty communities across the US, bicycle groups are painting bikes all white. Then
they chain them to a post near the site of the bicycle fatality.

Rider Jessica Weinberg compares the skeleton-looking ghostbikes to white crosses placed where
people die in motorized vehicles.

“I think anyone who drives on the highway when they see a cross on the side of the road, that
does kind of make you think for a minute, ‘should I drive a little more carefully here, there was a
tragedy here, what was the situation?’ We want the same thing with the ghostbikes.”

Weinberg says with high gas prices putting more bikers on the road, ghostbikes may help keep
accident rates from going up.

For The Environment Report, I’m Chuck Quirmbach.

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Follow the Soybean Road

  • A soybean oil sealant is now being tested on roadways (Photo courtesy of BioSpan Technologies)

Asphalt is usually made with oil.
The rising price of oil has made it more
expensive to repave roadways. Now some
cities are starting to give green alternatives
a chance. Julie Grant reports:

Transcript

Asphalt is usually made with oil.
The rising price of oil has made it more
expensive to repave roadways. Now some
cities are starting to give green alternatives
a chance. Julie Grant reports:

Cities use asphalt to reseal old roads. It oozes in and fills
the cracks, extending the life of the pavement.

But the price has gone up 200% in the last two years.

Paul Barnett is director of the Akron, Ohio Public Works
Bureau.

This year he plans to try a soybean-based sealant. Barnett
says now it costs about the same oil-based asphalt, but the
road runoff is better for the environment.

“So you have a soybean oil that’s biodegradable instead of a
petroleum product that’s going into the streams and creeks,
rivers.”

The cost of soybeans has also been increasing – for food,
for fuel, and now for things like pavement.

Barnett figures if soybean oil becomes popular, it will drive
the price higher, but for right now it’s a good alternative to
asphalt on some roadways.

For The Environment Report, I’m Julie Grant.

Related Links

Living Near the Polluting Fastlane

  • Researchers have found that breathing the air near busy streets can actually be markedly worse for your health than the air that's even just 200 yards away from that busy street. (Photo by Karen Kelly)

A lot of people like to wake up with a morning run.

But where you choose to exercise can have a big impact on

your health. Karen Kelly has the story:

Transcript

A lot of people like to wake up with a morning run. But where you choose to exercise can have a big impact on your health. Karen Kelly has the story:


In downtown neighborhoods like mine, in Ottawa, Canada, most people walk to work.


And there are two ways to get there – take one of the main drags like Elgin Street…


(sound of traffic)


Or, take the foot path along the Rideau Canal – just two blocks away.


(sound of quieter path)


Now, if you’re in a hurry, you might choose the busier, more direct route. But researchers at McMaster University in Hamilton, Ontario have found if you do that, you’ll be sucking in a lot more pollution.


Brian McCarry is an air quality expert who led the study.


“If you’re back from a major road – typically 200 yards from a major road – then the air pollution is about 10 times less than if you were on that major road.”


Now, it sounds like common sense – you’re near traffic? You’re going to breathe in exhaust.


But McCarry says they were surprised by the difference in pollution between the busy street and a quieter street even one or two blocks away.


“I think what we’re really surprised by is the impacts of cars and trucks along major roads, and how quickly that impact, or the concentrations, disperse. When you are actually driving around seeing this, you go ‘wow, that’s amazing.’”


Now, usually instruments that measure pollution are stuck in one place. What’s different about this study is that they piled their instruments into a van and measured the air quality while they were driving. So they saw the number of particulates surge on the highway – those are tiny particles that come out of our tailpipes – and then quickly drop off when the van goes into a quiet neighborhood.


McCarry says those particulates, along with oxides of nitrogen, are bad for our lungs and our heart, and can be deadly for someone who already has health problems.


“It’s not just the dying, but there are many people who do show up at their doctor’s complaining of not feeling well, of having headaches, shortness of breath, and then there are a number of people who don’t show up at their doctor who just simply don’t go to work because they don’t feel very good during these high ozone events.”


And for those of us driving on highways?


McCarry says the air quality there is horrible. He says keep your car windows closed and use the recirculate button to avoid bringing in more pollution.


The same goes for people who live near these roads: close your windows during rush hour.


I talked to some commuters who live in my neighborhood and asked them if pollution influenced their decisions.


“Even though I live right downtown, what I tend to do is find a route that actually skirts the city completely.”


“If I can avoid main streets, I will go out of my way to do that. It’s not necessarily first and foremost an environment thing but I do appreciate good air quality and I also like the scenery of the canal and the pathways in Ottawa.”


These findings on air pollution have led to some changes.


In Hamilton, Ontario, they passed a no-idling law and plan to build future bike paths away from major roads. Plus, they and Toronto replaced their old street sweepers –
that kicked up toxic dust – with new ones that remove dust completely.


That’s attracted interest from some American cities.


But while there are many changes that cities can make, researcher Brian McCarry says these findings can help all of us make healthier choices.


For the Environment Report, I’m Karen Kelly.

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