cost - The Environment Report

Cities Share Cars to Save Cash

Cities have started to use car sharing programs in order to save money (Photo by Ed Edahl, courtesy of FEMA)

Car sharing has long been considered a green
alternative to owning a car. Both in terms of
expense and the environment. Companies like
Zipcar have made this concept mainstream in
a lot of urban areas. Now some cities are
trying out car sharing with their municipal
fleets. Tamara Keith has more:

Transcript

Karyn LeBlanc works in the Washington DC department of transportation, so maybe it’s not surprising that she was one of the first to try out the city’s FleetShare program.

“It’s this one over here, right here, says 6067 is the license plate on it.”

A white Honda Civic powered by natural gas is waiting for her in a parking lot behind a city office.

She went online to reserve the car and it’s expecting her. At least the very smart computer transponder thingie in the front windshield is expecting her. LeBlanc presses something that looks like a credit card up to the device.

“So, we place this right here and you hear that little click and the car opens.”

The tank is full, the keys are inside, and LaBlanc is off and running.

(sound of driving)

“I would say I use fleetshare 2 or 3 times a week for any meeting that I need to go to or that I need to get to. So I go where I need to go. I park it. I go to my meeting. I get back in the car and I go back to the office.”

For people who use Zipcar this process will sound very familiar. The company has simply brought its car-sharing technology to Washington DC’s municipal fleet.

So far DC has about 60 new cars outfitted with Zipcar gear. But here’s the remarkable thing, those 60 cars are replacing 360. How? The new cars are getting a lot more use than the old ones.

“We’re getting up to 71% utilization on all these cars.”

When we spoke to him, Dan Tangerlini was DC’s Deputy Mayor.

We’re standing in the middle of a municipal parking lot. On one side there are empty spaces where the fleetshare cars park – on the other side there are just a bunch of white city cars.

“You see all this white iron around here. All these DC government vehicles that are kind of sitting static because these are assigned to individuals and those individuals don’t have a reason to be in that vehicle right now.”

Tangherlini says this system will save the city about 6 million dollars over the next five years – which is welcome at a time when budgets are tight.

Which might explain why Scott Griffith’s phone keeps ringing. He’s Zipcar’s CEO and says the company is now in talks with 25 cities.

“They all have the same challenges, not enough tax money, too many cars. They do need to move people around during the day and we’re trying to make that happen in the most efficient way.”

But this isn’t just about money. Griffith says when people share cars they end up driving more efficiently. When they have to book in advance rather than a bunch of individual trips they stack all their stops in one trip.

Car sharing isn’t new for cities like Chicago, San Francisco and Philadelphia. They’ve had programs in place for some time where city workers can use cars loaned out by private car sharing companies. They use the same one the public uses.

Eli Masser helped form the relationship in Philadelphia between the city and the non-profit Philly Car Share which he co-founded.

“One of the benefits of car sharing with municipalities or most businesses for that matter is residential demand is in the evenings and on weekends and most business demand and municipal demand is during the day.”

Which means those cars are busy well beyond the 40 hour work week. Critics say this model is far more efficient than what Zipcar is doing in DC. But Masser says there’s an even better model – a hybrid of DC and Philly.

Ideally cities would have a relatively small city-owned fleet of shared cars and even heavy machinery. But most city workers would car-share with the public.

For The Environment Report, I’m Tamara Keith.

Speculators Cause Spike in Oil Prices

The price of a barrel of oil has jumped
up from $45 to nearly $70 in just
three months. And gas prices have been
creeping up too. Rebecca Williams reports
these prices are out of sync with the usual
rules of supply and demand:

Transcript

Right now there’s a huge glut of supply of oil – and at the same time, weak global demand for it.

Ruchir Kadakia is a global oil market expert. He’s with Cambridge Energy Research Associates.

He says speculators are driving oil prices up.

“People believe that with positive economic growth in the future there will be greater demand for oil. So they start to buy up oil in anticipation of that demand recovery.”

So these speculators are making money while most of the economy is in a slump.

But Kadakia thinks the realities of supply and demand will eventually catch up and drag oil prices back down.

“The pain we’re feeling at the pump today is probably going to be the worst we feel all this summer.”

He thinks gas prices might actually get back below two dollars a gallon.

For The Environment Report, I’m Rebecca Williams.

Interview: Action Against Atrazine

One lawyer wants a class action suit against the manufacturer of Atrazine, an herbicide used on crops (Photo by Rebecca Williams)

Atrazine is a weed killer. It’s
used by farmers in several crops,
basically because the herbicide is
relatively cheap and effective.
When Atrazine is used in the spring,
it sometimes ends up getting in
water – and in some cases at levels
above the government’s drinking water
standard – the maximum contaminant
level of three parts-per-billion.
Steve Tillery is an attorney in a
lawsuit against the manufacturer of
Atrazine – Syngenta – and Synenta’s
partner, Growmark. Tillery represents
water suppliers and he’s seeking class-
action status to represent all water
suppliers who’ve had to deal with Atrazine
contamination. Lester Graham talked to
him about the lawsuit:

Transcript

Lester Graham: Mr. Tillery, what’s this lawsuit about, if the level is less than the 3-parts-per-billion the government says is safe?

Steve Tillery: Well, actually, at different times of the year, Atrazine does in fact exceed the federal standard. The federal government refers to MCL – maximum contaminant level – and that’s the maximum, they say, a chemical should exist in the water supply to be consumed by people in the community. The maximum contaminant level for Atrazine is 3-parts-per-billion. Many times, throughout the Spring, throughout Illinois and other Mid-Western cities, the levels grossly exceed 3-parts-per-billion. So what happens is that the cities, the water districts, are required to pay large amounts of money to filter the water so it is below that level. In addition, some have gone to the expense of completely cleaning it out of their water supplies. So that it doesn’t exist at all. And they should, in our view, be entitled to reimbursement for the expenses that they have incurred for completely cleaning it out of their water supplies.

Graham: Scientists that worked, then, for the National Oceanic and Atmospheric Association told me that during the application season, during the Spring, that they measured levels of Atrazine exceeding the safe drinking water levels in the rain on the East Coast from all of the application in the Midwest. Rather than just cleaning it up, is this not a problem of too much Atrazine – maybe we limit the amount?

Tillery: Well, the issue is whether or not it should be banned completely. The European Union has done exactly that. For all of the reasons that people look at – scientists look at – this chemical and point to the adverse health affects, changes to the environment, all of those reasons, the Europeans banned it some years ago.

Graham: The defense in most cases like this is: this is a regulated product, the label is the law, if it isn’t applied correctly, it’s the applicator – the farmer’s – fault; and if it is applied according to the label, the government says it’s safe.

Tillery: Yeah, we’re not safe. For two reasons. First of all, it’s not a problem with farmers. Farmers are doing exactly what is on the label. They are applying it precisely the way the manufacturer says it should be applied. So they’re not the issue. The problem is the manufacturer. To the extent that we rely on federal regulators to do the right thing, we are misdirected in this instance. For many years, the relationship between Syngenta – the principle manufacturer of this chemical – and the EPA has been under close scrutiny. And I’m hopeful that it’s reevaluated and examined under this new administration. Big corporations, in this case from Switzerland, who come here and sell this and make enormous profits in this country selling this chemical – 77 million pounds a year, average. When they make that money, and they cause taxpayers to incur $400 million a year in expense throughout the US to clean up their mess, they should be the ones that come back and reimburse them. We aren’t asking for anything else besides that. We are asking for compensation to these cities who’ve incurred this expense. The people who create the mess should pay for its cleanup. People should not be drinking water with Atrazine in it, at any level.

Graham: Steve Tillery is an attorney seeking class-action status trying to make the manufacturers of Atrazine pay to clean up the water their product contaminates. Thanks for your time.

Tillery: Thank you for allowing me to come here and speak.

Graham: I’m Lester Graham.

Under the Hood of Cash for Clunkers

Congress is trying to work out a bill that would mean bring in a clunker, get cash towards the purchase of a new high mileage car (Photo source: Flicka at Wikimedia Commons)

On Capitol Hill, there’s growing momentum for legislation called “Cash for Clunkers.” In fact, there are several bills circulating in Congress and the details are in flux. But the general idea is to use tax dollars to encourage people to trade their old gas guzzling clunker for a new fuel efficient car. The hope is to help the slumping auto industry and the environment at the same time. Tamara Keith gives the environmental claims a test drive:

Transcript

At DarCars, a Toyota dealership in Silver Spring, Maryland people are shopping for cars.

But business is down.

Tammy Darvish is vice president of DarCars automotive group. Here’s how she describes “cash for clunkers.”

“It’s money from heaven.”

Well, from angels in Congress anyway. Bring in a clunker, get cash towards the purchase of a new high mileage car.

“I think they were talking about $4,000 or $5,000 or even $2,000. Whatever it is. Any incentive that you could add to the manufacturer incentives and the dealer incentives just make it all the better deal for the customer.”

And as we walk around the lot, Darvish points out plenty of cars she figures could qualify as fuel efficient replacements for clunkers. Like this one that gets 35 miles to the gallon on the highway.

“So here’s a Corolla and it’s not a hybrid technology vehicle and it’s still getting great gas mileage and all the manufacturers have vehicles, you know in those ranges.”

But not everyone is sold on the merits of a cash for clunkers program.

Dan Sperling heads the Institute for Transportation Studies at University of California Davis.

“What it mostly does, and we should be honest about it is it stimulates vehicle sales.”

He says this is more an economic policy with a green polish.

“It is supporting the use of more low carbon efficient vehicles, that’s good. It is supporting the automotive industry. That’s good. The problem is, it’s a very expensive way to do that.”

Whether a federal cash for clunkers program will be able to claim environmental success will largely come down to what counts as a clunker – and just how fuel efficient the car that replaces it needs to be.

For example, one version of the legislation would allow any car 8 years old or older to be junked in exchange for cash.

But an 8 year old car isn’t exactly a gelloppe. That’s younger than the average car on the road.

Bill Chameides is dean of the Nicholas School of the Environment at Duke University.

“I would say that cash for clunkers programs that only put a requirement on the age of a car, from an environmental point of view is a real clunker, if you pardon the pun.”

To really analyze the environmental impact of a program like this Chameides says you also have to consider what it takes to manufacture a new car. And it turns out a lot of greenhouse gas emissions come from building a car.

“When you drive that new car out of the showroom, you already have 1 year of carbon dioxide emissions already in the atmosphere.”

So, to make up for those emissions, he says cars getting junked have to be real gas guzzlers, and the new cars need to be gas sippers.

“If we want to sell this as an environmental program we need to make sure that it’s focusing on really making a difference in the amount of gasoline we use, the amount of CO2 we emit. And therefore we need to have a limit on the miles per gallon of the scrap car. It need to be way down at the bottom of the spectrum. And we need to have a limit on the new car. It needs to be up high on the spectrum.”

There’s disagreement in Congress about what the mileage requirements for the program should be.

It’s one of those details yet to be worked out, that will determine just how green cash for clunkers will really be.

For The Environment Report, I’m Tamara Keith.

Cap and Trade Calculations

Economists say if a cap and trade plan passes, energy prices will go up no matter what (Photo courtesy of aoc.gov)

President Obama and some leaders in Congress want to take on global warming by cutting back on carbon dioxide. The big plan is called carbon cap and trade. If the plan passes, economists say there’s no doubt your bills will go up, though there’s debate about how much. Mark Brush reports on one of the biggest sticking points in these carbon cap and trade plans:

Transcript

Under some of the cap and trade plans, oil and gas companies would have to buy pollution permits.

But these companies want them for free.

They say if they’re forced to pay, they’ll have to pass the cost onto you and me.

But economists say if a cap and trade plan passes, energy prices will go up no matter what.

That’s because things like coal, oil, and natural gas will be restriced.

And they say that’s what drives prices up.

Chad Stone is the Chief Economist for the Center on Budget and Policy Priorities.

He says if pollution permits are bought at an auction, the money can be passed onto you and me. But it’s different if they’re just given away for free.

“If you don’t auction, you don’t have any revenue and consumers only get a hit to their budgets.”

Stone says if the pollution permits are auctioned, you could be getting a check in the mail or a tax credit to help you pay for higher energy bills.

For The Environment Report, I’m Mark Brush.

Automakers Push a Gas Tax

These Suzukis at Ken Butman's dealership, which were in high demand last year, are now sitting unsold (Photo by Samara Freemark)

Chances are, you haven’t bought a new car this year. Auto sales are down across the board – including in the small car and electric-gas hybrid markets. Now some dealers and automakers are proposing a way to move some of those cars: increase the gas tax. Samara Freemark explains why the same people who sell cars might want to make driving them more expensive:

Transcript

It was almost exactly this time last year that Ford dealer Ken Butman
traded in his pickup for a Suzuki hatchback.

His Ann Arbor, Michigan
dealership had been selling Suzukis for a couple of years. But they got
really popular last spring when gas prices jumped. Butman ordered a big
shipment to keep up with the demand.

“These are the Suzukis. These little cars get good gas mileage. And
they’re so cute. Look at them. Look at this one here. It’s got a little
rack for your skis. Look at
that.”

But those cars – the ones Butman ordered a year ago – most of them are
still here. They’re still sitting on his lot. Not moving.

“It was strange because they were so hot. For awhile there you couldn’t
give a big car away. And everybody was rushing to the small cars. And then
just as quickly, about when the price of gas came down again, we saw a
complete reversal. Like a light switch. That’s how fast it cut off.”

It’s been like that all over the country. Dealers who last year had
waiting lists for hybrids and small cars suddenly have a lot of extra
inventory. Sales of hybrids are way down from last April, mostly because
gas costs about half what it did last year.

Brett Smith is an auto analyst with the Center for Automotive Research. He
says consumers only really care about fuel economy when gas prices are
high. When gas hits about 4 dollars a gallon, consumers switch to fuel
efficient cars. When prices drop again, so do sales of efficient cars.

“Look at what’s happened every time we’ve had an energy crisis. We’ve
gone to smaller cars for a couple of years, and then the consumer has gone
back to larger cars. Why? Because at that fuel price they can get away with
it, they can justify it.”

It’s a real problem for dealers. It also worries auto manufacturers who
have poured money into developing hybrids and have a lot of new models due
to come out this year.

And that’s why some people who sell cars have begun to push for
increasing the gas tax.

Dealers and auto executives might not seem like the first bunch to line up
behind a tax hike. Traditionally they’ve lobbied hard against anything
that makes driving more expensive.

But a high tax – and therefore, higher gas prices – could get all those extra
hybrids moving again.

Michael Jackson is the CEO at AutoNation. That’s the
nation’s largest chain of dealership.

Jackson wants to see gas at four
dollars a gallon – the figure at which many analysts say consumer behavior
changes. And he thinks the government can keep prices at that magic number
with a floating tax.

Auto makers have been a little more cautious. But some top executives at
American companies have called Jackson’s ideas ‘smart’ and ‘worth
looking into’.

Smith says they believe that higher gas taxes could
stabilize the market for fuel efficient cars – making investment in new
technologies a safer bet.

“The car companies will rarely come out and loudly say, things like, ‘we
think there needs to be a gas tax.’ But almost all of them will say on the
side, if you want people to drive more fuel efficient cars, the best way to
do it is a gas tax.”

For now, though, it might not take a big tax to bring gas prices back up.

Oil trader Anthony Grisanti is the president of GRZ Energy. He says an
economic recovery would do pretty much the same thing.

“Shouldn’t be any doubt about it, once the economy picks up, say,
beginning of next year or year after that, you’re going to start to see oil
prices go higher.”

And that means prices at the pump would go up too.

Proposing higher gas taxes – especially of a couple of dollars a gallon – can
mean career suicide for politicians. So a big hike in the gas tax seems
iffy. But if gas prices rise as the economy recovers, dealers might see
those fuel efficient cars move off the lot again.

For The Environment Report, I’m Samara Freemark.

Saving With a Smart Grid

With a smart grid system, your house can talk back to you and the power station (Source: Jdorwin at Wikimedia Commons)

The government is spending billions of taxpayer dollars on a new “smart grid.” Mark Brush reports the new grid could eventually save you money on your energy bills:

Transcript

The government is spending billions of taxpayer dollars on a new “smart grid.” Mark Brush reports the new grid could eventually save you money on your energy bills:

Right now – power just goes from point A to point B.

But with a smart
grid system, your house can talk back to you and the power station.

The
meter could tell you how much it costs to heat your water, for instance.

And the power company will be able to talk to you if they’re having a
problem.

So, if they’re headed for a blackout, they can text message you
or e-mail you and ask you to shut off your A/C.

Jesse Berst is the founding editor of Smart Grid News dot com. It’s a trade publication.

He says, if electric grids are updated across the country, it would cut
down on pollution and save money.

“And that means there’s billions, tens of billions of dollars of power
plants and lines that we wouldn’t have to build over the next couple of
decades.”

Upgrading the system won’t be easy.

Each state has regulatory agencies that oversee thousands of electric
suppliers.

So there will have to be a lot of coordination.

For The Environment Report, I’m Mark Brush.

Making the Bus Cool

Bus lines like Megabus are attracting new riders with cheap rates, direct routes, and perks like free wi-fi. (Photo by Tamara Keith)
Each bus can transport 81 people, most of whom would have driven instead. (Photo by Tamara Keith)

Buses are one of the most environmentally friendly ways to travel. But for years, the bus has had an image problem. The Environment Report’s Tamara Keith tells us that could be changing:

Transcript

Buses are one of the most environmentally friendly ways to travel. But for years, the bus has had an image problem. The Environment Report’s Tamara Keith tells us that could be changing:

I swear I’m not a snob, but up until a couple of months ago I wouldn’t have been caught dead on a bus. Come on, the thought of being trapped for hours with potentially smelly strangers on some rundown, grimy bus –well– it’s just not all that appealing.

But, there’s a new genre of motor coach travel out there and it’s making the intercity bus cool again (or maybe cool for the first time).

In a downtown Washington DC parking lot, Lauren Kessler is waiting to board a Bolt Bus to New York City. It’s a shiny black and red bus with a bold lightning bolt on the side.

“I’ve never taken Greyhound. I would take Amtrak or fly but those are both much more expensive.”

What Kessler doesn’t know is this is a Greyhound bus. The company launched the Bolt brand last spring. Giselle Carr doesn’t realize it either, until I point out the fine print on the side of the bus: “operated by Greyhound.”

“I did not know that. Yeah it says right there, operator Greyhound. Oh, so they’re changing their strategy. Interesting.”

It’s not your father’s Greyhound. Gone are bus terminals. Bolt picks up curbside in just a few major east coast cities. Delivering passengers from one happening downtown to another with no stops in between. It’s cheaper than the traditional bus lines and there are some pretty nice amenities too, says Greyhound spokeswoman Abby Wambaugh.

“We have free wi-fi, extended leg room, power plug ins. It’s a very sleek brand.”

And she says it’s been an incredibly successful brand.

“We actually broke even financially in May 2008, which is just a couple months after launching which was phenomenal and exceeded all our expectations. And every month we see a larger ridership than the month before.”

Bolt isn’t the only one. MegaBus, operated by Coach USA, started in the Midwest in 2006. It now serves 14 cities with its double-decker wi-fi enabled buses. Each bus holds 81 people, and, Coach USA President Dale Moser says, most of them would have driven if not for the bus.

“And I would have told you 3 years ago that it was going to be a challenge to change a culture and get Americans out of their automobile. But we’re finding that there is a large contingency out there that is looking for something like this and it just continues to grow.”

These bus lines can thank regulars like Raphael Fuchs-Simon for their success. If there was a uniform for a hipster, it might just be what he’s wearing: red framed 80s sunglasses, a soccer jersey and one of those Peruvian Alpaca sweaters.

“Sometimes I drive but there’s no point. It’s 22 dollars dude. Get out of here. It’s like a lunchtime meal in Manhattan.”

He’s pretty stoked about the green credentials, that come with his chosen mode of travel. Joe Schwieterman has actually crunched the numbers. He’s a transportation professor at DePaul University in Chicago.

“You can get 200, 300 even more passenger miles per gallon of fuel burned and you just compare to that to a private automobile, it can be a 10-fold increase in fuel efficiency.”

And, Schwieterman says, just in the last couple of years intercity bus transportation has had a remarkable revival.

“The growth has been roughly about 8 percent a year, so the mode is growing much faster than air travel or automobile travel or even rail travel. The bus kind of stands alone for an industry that’s growing in some pretty tough economic times.”

That’s even with gas costing just half what it did last summer. For The Environment Report, I’m Tamara Keith.

Wanted: Affordable Art Space

Back in 2000, Laura Weathered and fellow artists were drafting what their artist community would look like. (Photo by Lester Graham)
The artists at the Bloomingdale Arts Building added open space by removing a warehouse from the grounds. (Photo by Shawn Allee)
Denise Zaccardi runs the Community TV Network, which trains teens how to produce television and other digital video. Zaccardi's group bought space at the Bloomingdale Arts Building as well. (Photo by Shawn Allee)

When artists make a check-list for the ideal place to live – they add things the average family
might not, like plenty of work space and being close to other artists and galleries. Big cities
usually offer all the things on that list – but there’s a problem. Big-city real estate prices have a
habit of rising quickly – and pricing artists out. Shawn Allee found artists who’ve tried to stay
put:

Transcript

Laura Weathered began her career in painting in Los Angeles.

It was tough enough finding her muse – but it was also tough finding places to live that stayed
affordable.

“This kind of history of settling into a space and then the neighborhood going through
gentrification was chasing me all over L.A.”

Fed up, Weathered left for Chicago.

Before long, she found some Chicago artists had the same problem – rents and home prices just
weren’t stable.

Weathered and fellow artists got tired of toughing it – so about thirty of them put their heads
together and looked into buying property – to live in, to work – and maybe share with artist
groups, too.

“And someone’s comment was, You know, this is going to cost more than a million
dollars – who’s going to rent a bunch of flaky artists a million dollars?”

But then they did some back-of the napkin kinda math.

“We had a everyone go around the room and, What are you paying for rent? And that
was the Aha moment – collectively we could afford much more than a million dollars,
because that’s what we’d been paying all along.”

It took almost ten years to dig up funding and expertise, but eventually – they transformed a
former metal-stamping factory into artist housing, studio and office space.

People have been living in the artists’ community for five years now.

When you walk around, you see paintings in some loft windows and sculptures near the front
step.

Weathered shows off some shared gallery space.

“So, this is really important. You can bring test audiences in and see how it plays and get
feedback and the like without taking huge risks.”

All this is great – but the big idea was to make the space stay affordable for artists and artist
groups. So far, it’s worked.

“We can stay here a long time.”

This is Denise Zaccardi.

Zaccardi runs the Community TV Network. It has offices at the Bloomingdale Arts Building.

The network teaches low-income teens how to produce news, TV and documentaries. Zaccardi
says arts organizations like hers can benefit from this stability.

“Kids can tell their brothers and sisters down the line we’re here – we’re not moving
every three years, which is a common thing for people who rent, especially for artists.”

So, sounds like everything is an artist’ dream, right?

Well, like in other condo-associations, members have fought over repair costs. And artists who
own their units can only sell them to other artists. Plus, if they do sell … their profits are
capped. That’s made the units much lower in value compared to their neighbors’.

Laura Weathered says there’ve been second thoughts.

“I think some people are saying, ‘Did I agree to this too quickly?’ because it’s restrictive,
but the agreement originally was that we wanted an artist community and not just for one
generation for the future.”

Weathered says the idea was to keep units affordable for artists – and that’s been the case for
five years.

She says it’s not perfect, but if it works for a decade or two more, it might be a model for other
artists to follow.

For The Environment Report, I’m Shawn Allee.

The Giving Shade Tree

If you have shade trees on the south or west sides of your home, those trees reduce your electricity use by five percent (Photo by Jessi Ziegler)

Shade trees can save you
money on your energy bill. Now,
for the first time, researchers
have figured out just how much.
Rebecca Williams has more:

Transcript

Shade trees can save you
money on your energy bill. Now,
for the first time, researchers
have figured out just how much.
Rebecca Williams has more:

Economists looked at utility bills of homes in California on the hottest days
of the year.

Geoffrey Donovan is with the Forest Service Research Station.

He says, if you have shade trees on the south or west sides of your home,
those trees reduce your electricity use by five percent.

“So putting a tree somewhere it’s going to cast shadows at the warmest time
of the day. The other thing you want to think about is winter sunshine.
Particularly on the south side of a house you may want to put a deciduous
tree as opposed to an evergreen tree so in wintertime you’ll get some
sunshine through that.”

Donovan says how close you put those trees to your house matters too. For
the most energy savings, shade trees should be within 40 to 60 feet of your
home.

For The Environment Report, I’m Rebecca Williams.

Tag: cost

Speculators Cause Spike in Oil Prices

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Interview: Action Against Atrazine

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Cap and Trade Calculations

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Automakers Push a Gas Tax

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Making the Bus Cool

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