Tag: detroit

IS IT SPRAWL? OR URBAN ABANDONMENT? (Part II)

  • Urban sprawl doesn't just alter the land in the suburbs. Central cities are affected by the loss of investment when people leave the cities and tax dollars are instead invested in building roads and sewers in the surrounding areas. (Photo by Lester Graham)

Concern about urban sprawl is often limited to the loss of farmland, traffic congestion, and unattractive development. But urban sprawl has other impacts. Building the roads and sewers to serve new subdivisions uses state and federal tax money, often at the expense of the large cities that are losing population to the suburbs. In the second of a two-part series, the Great Lakes Radio Consortium’s Lester Graham looks at the divide between city and suburb:

Transcript

Concern about urban sprawl is often limited to the loss of farmland, traffic
congestion, and unattractive development. But urban sprawl has other impacts.
Building the roads and sewers to serve new subdivisions uses state and federal tax
money, often at the expense of the large cities that are losing population to the
suburbs. In the second of a two-part series, the Great Lakes Radio Consortium’s Lester Graham
looks at the divide between city and suburb:


What some people call urban sprawl got started as the federal government’s answer to
a severe housing shortage. There wasn’t a lot of building going
on during the Great Depression. At the end of World War II, returning GIs needed
houses.


Reynolds Farley is a research professor at the University of Michigan’s Population
Studies Center. Farley says the federal government offered veterans low-interest
loans and developers started building modest homes on green lawns on the edge of
cities. But because of discrimination, the loans didn’t as often make it into the
hands of African-American veterans. Instead of segregated neighborhoods in the
city, segregation lines were newly drawn between city and
suburb.


“Very low-cost mortgages accelerated the movement of whites from the central city
out to the suburbs… built upon the long racial animosity that characterized cities
beginning at the time of the first World War and continuing, perhaps up to the
present.”


With segregation, there was a shift of wealth. Farley says jobs and purchasing
power were exported to the suburbs with the help of the interstate highway system.
And big new shopping centers displaced retail in downtowns.


People with low-incomes, often people of color, were left behind in cities of
abandoned houses and vacant storefronts that often didn’t have enough tax base to
maintain roads and services.


John Powell is a professor at Ohio State University. He’s written extensively on
urban sprawl and its effects on urban centers.


“So, we move jobs away, we move tax base away, we move good schools away and then
the city becomes really desperate and they’re trying to fix the problems, but all
the resources have been moved away.”


With no way found to fix the cities, whites have been moving out of cities to the
suburbs for decades. And now, middle-class blacks are moving out too. For some
metropolitan areas, leaving the city has become a
matter of income… although Powell says even then African-Americans have a more
difficult time finding a way out.


“Race never drops out of the equation. In reality, even middle-class blacks don’t
have the same mobility to move to opportunity that even working-class whites do
because of the way race works in our society.”


So, segregation continues. But now the line is drawn between middle-class blacks in
the older, inner-ring suburbs, whites in the outer-ring suburbs… and for the most
part in cities such as Detroit, poorer blacks left behind in the central city.


Smarth Growth advocates say part of the answer to urban sprawl is finding a way to
get more money back into the central-cities to make them more attractive to
everyone. That’s worked in cities such as Portland, Oregon and Minneapolis-St.
Paul. But those cities and their suburbs are predominantly white. For Northern
cities with greater racial divides, cities such as Cleveland, Pittsburgh, St.
Louis and Detroit it’s different. A lot of white suburbanites don’t want tax
dollars going to blacks in the city. And African-Americans in the city don’t see
urban sprawl as their issue, so ideas such as tax revenue sharing for a metropolitan
region are not a priority. The issue of regional tax equity that
works in predominantly white regions… becomes muddied by racial animosity in
segregated regions.


“Buzz’ Thomas is state senator in Michigan who has taken on the issue of urban
sprawl and its counterpart, the deterioration of city centers. Senator Thomas says
if state legislatures can’t find an answer to help cities, sprawl in the suburbs
will continue, paving over green space and farmland.


“You know, poverty and jobs and access to health care and access to quality
education are very realistic issues for cities like Detroit. But, a reality is they
go hand-in-hand with sprawl. As your black middle-class moves out of the inner city
because they’re not satisfied with those resolution to those issues. You know, it
links sprawl.”


Senator Thomas says legislators from rural areas and from urban areas are beginning
to realize they have a common issue. But before they can get to discussions of
regional tax equity, they first have to talk about the more difficult issue of
race…


“And have a discussion that might make me uncomfortable, that might make those
that I discuss it with uncomfortable. Only then, I think, can we really adequately
figure out how long it’s going to take us to resolve that issue.”


In the meantime, many cities are still losing population and revenue. Suburbs
continue to sprawl. And farms are becoming subdivisions, retail strip malls and
fast food restaurants.


For the Great Lakes Radio Consortium, this is Lester Graham.

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Essay: Tuning in to Urban Frogs

  • Ed Herrmann tries to hear some frogs through the traffic near the Rouge River. (Photo by Ed Herrmann)

Each Spring, thousands of people spend their evenings listening to frogs and toads. It’s not just for fun. They’re helping assess the water quality of rivers and wetlands around the country. The Great Lakes Radio Consortium’s Ed Herrmann joined the search for amphibians, and has this essay:

Transcript

Each Spring, thousands of people spend their evenings listening to frogs and toads. It’s
not just for fun. They’re helping assess the water quality of rivers and wetlands around
the country. The Great Lakes Radio Consortium’s Ed Herrmann joined the search for
amphibians, and has this essay:


I’ve always enjoyed being outside and listening to nature. Recording nature sounds is a
hobby of mine. So when I saw an ad asking for people to listen for frogs and toads, I
thought, “All right. Beats watching campaign commercials.”


I called up Friends of the Rouge…(that’s a local group dedicated to helping out the Rouge
River watershed) and a few days later I got a package in the mail. It was full of maps and
information, and had a CD with the songs of the local frogs and toads. I studied my area,
and found some good looking wet spots where I thought they might live.


I memorized the sound of the Wood Frog (sound), Chorus Frog (sound), Spring Peeper
(sound), and American Toad. Then, on the first night when the temperature and wind
conditions were just right, I headed out to hear some frogs.


(sound of traffic roaring by)


I don’t know what I was thinking. This is suburban Detroit, not exactly a wildlife refuge.
In fact, the only animal I see is a rabbit dodging traffic. And the only thing I hear is…
(more traffic sound)


The Rouge River flows into the Detroit River and then Lake Erie. It used to be one of the
dirtiest rivers around, mainly from all the industry down by the mouth. That problem is
more or less under control but now there’s a larger one.


If you look at a map from the 1970s, you see miles of wetlands, small farms and
orchards. Today you see nonstop subdivisions and shopping malls. It might seem like
progress to you, but for the river, the constant barrage of fertilizers, pesticides, soap and
other chemicals that everybody uses to keep their suburbs looking pretty is a lot worse
than an occasional dose of battery acid from a factory. Also having acres of concrete
instead of wetlands means there’s nothing to soak up and filter the water, which means
after a big rain, it floods. It’s obvious this river needs some help.


(sound of river)


In 1998, volunteers began surveying the frogs and toads in the Rouge watershed. These
creatures were chosen because they sing, so they’re easy to track. The reason they’re
good indicators is that, like other amphibians, they absorb water through their skin. That
means they get poisoned by everything that we in the civilized world pour into the water.
Plus, their eggs hatch in water and their larvae (the tadpoles) live in water. It’s pretty
simple: if the water is good, there’s plenty of frogs and toads. If not, they disappear.


So, night after night, I’m out there listening. Listening in the dark. Listening hard.


Not a peep.


I’m beginning to think that the price of all these well-manicured lawns is a silent spring.
Then finally one night, (sound of American toads) the good old American toad! All
right, it is the most common species around, but at least it’s a start.


(sound of chorus frogs and green frogs)


A few weeks later, I join a group at a “mitigated” wetland. That means that when a
developer decided that a real wetland would be the perfect place to build condos and a
golf course, the government said, “Sure, go ahead. Drain it. Just be sure to dig a hole
over here and fill it with water.” Now, five years later, some frogs have moved in and
seem to be fine.


But they still have a little problem…


(jet roars overhead, followed by a few green frogs)


Ah, location, location. This new wetland is right
next to the airport.


Now, the reason these frogs sing is to attract a mate. So if nobody hears them, there are
not going to be any tadpoles to make next year’s frogs. In order to survive, they need not
only to sing, but to be heard.


For the Great Lakes Radio Consortium, I’m Ed Herrmann.


(frogs fade out)

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Goose Herding a Growing Industry

  • Giant Canada Geese, Belle Isle, Detroit. (Photo by Celeste Headlee)

In just thirty years, the Giant Canada Goose has gone from near extinction to a now-thriving population. Hundreds, sometimes thousands, of geese gather on golf courses and in state parks, often causing problems for their human neighbors. As the Great Lakes Radio Consortium’s Celeste Headlee reports, some property owners have found a unique solution to the problem:

Transcript

In just thirty years, the Giant Canada Goose has gone from near
extinction to a now thriving population. Hundreds, sometimes thousands, of geese
gather on golf courses and in state parks, often causing problems for
their human neighbors. As the Great Lake Radio Consortium’s Celeste
Headlee reports, some property owners have found a unique solution to the
problem:


A year ago, dozens of families flocked to Pier Park in the Detroit suburb
of
Grosse Pointe Woods for an annual Easter egg hunt. Children rushed
onto the
grass with their brightly colored baskets and then stopped abruptly when
they found themselves surrounded by Giant Canada geese and their
droppings.


Park manager Michelle Balke says local residents decided
the geese had to go.


“They left droppings everywhere. You couldn’t walk on the grass. They’re
aggressive. If kids start going up to them, they start hissing back and it
got really annoying. They were everywhere.”


It hasn’t always been like that. The Giant Canada goose was so rare 30
years ago that many scientists thought it was extinct. But a few of the
large birds were spotted in the 1960s. The Michigan Department of Natural Resources began
an aggressive recovery program and there are now three and a half million Canada geese in the
U.S.


Conservation agencies say the birds cause hundreds of thousands of
dollars in damage every year because of accumulated droppings, overgrazing,
attacks against people and threats to aircraft.


(sound of geese)


Tom Schneider is the curator of birds at the Detroit Zoo. He trades
glares with a large male bird that has taken up residence on a lawn at the zoo. The
big black and grey goose honks at Schneider, warning him to stay away
from his chosen territory. Schneider says one aggressive bird can be a bit of
a problem, but a large crowd of them is unacceptable.


“People tend to like them until they get to be a certain number where they
become a nuisance, and when they become a nuisance, they don’t want
any geese. So, you might have a lake that has five pairs on there and that’s
great, but if you have 50 pairs of geese on there, it’s not so good
anymore.”


Schneider is a member of the Canada Goose Coalition. The group
includes representatives from the government, hunters, scientists and animal
welfare organizations. The coalition deals with the large population of Canada
Geese in the Great Lakes region. Schneider says one of the problems
with the birds is that they eat grass. Most birds don’t.


“The problem is they don’t have very efficient digestive systems. So they
have to eat a lot of food to get their nutrients, so as a result they
produce a lot of fecal material.”


Schneider says property owners have struggled to deal with large
groups of geese and the droppings they leave behind. One adult goose produces
about a pound and a half of droppings every day. When there are a hundred
birds on a piece of property… well… you can imagine. But the birds are federally
protected. So there’s not a lot that you can do.


(sound of geese)


But…one guy got an idea and called Barbara Ray. Ray had for years
been training border collies to drive sheep when she got a call from a man
looking for a dog to herd birds.


“I had a golf course superintendent who just had an idea about trying to
use these dogs to herd the geese… not chase them because the dog
needed to be under control. We certainly can’t have a dog that catches the geese
and shreds them like other breeds would be prone to do. But one that is
simply jazzed by staring down and moving birds in a specific direction.”


Ray says it was easy for the dogs to learn how to drive geese and one
dog can cover several hundred acres. She says border collies naturally
intimidate prey without barking or attacking, so they’re perfect for this
kind of work.


“What they’re using is a ‘let’s make my day’ kind of approach where the
stock believes if they don’t move as the dog quietly approaches, staring at
them in this intimidating fashion, that they’re probably going to follow up and
do something more demonstrative.”


Ray has built a business around training goose dogs and has so far
sold more than 500 of the dogs. One of those border collies ended up at Pier Park
in suburban Detroit. Manager Michelle Balke says it’s been a year since
the dog, Kate, arrived and there is no longer a problem with geese at the
park.


“She had just gotten rid of them, whether they sense her being here or
what, but they just stopped coming around. They were going next door, they
were hanging out on Lakeshore Road out there, but they just weren’t coming
into the park.”


(ambient sound of geese fade in)


Tom Schneider says goose dogs are an effective, humane way to deal
with Canada geese on private property, but it’s not a permanent solution to
the problem of overpopulation.


“The problem with that program… in many ways, it shifts those problem
geese to a different location, so maybe they may no longer be a problem on
this golf course but now they’re a problem on that golf course. While that
does provide some remedy for the people in those situations, it doesn’t really
solve the bigger, overall picture.”


Schneider has led a goose management program for over a decade at
the Detroit Zoo that involves destroying eggs. That program has cut the
number of geese on zoo grounds from between 500 and a thousand to 50.


This year, Schneider’s team will travel to other places to destroy eggs
and encourage thousands of geese to move on. But you have to have a
permit to do that which is not that easy to do. Schneider thinks goose dogs might
be the best alternative for private landowners.


(ambient sound out)


Goose dogs have become so popular that more than a dozen
companies around the U.S. now train and sell border collies to chase the Giant Canada
Goose.


For the Great Lakes Radio Consortium, I’m Celeste Headlee.


(goose sound out)

Seaway Opening Day Disputed

  • The view from an icebreaker on the channel between the Snell and Eisenhower locks near Massena, NY. Icebreakers have to crunch through ice for the Seaway to open on time. (Photo by David Sommerstein)

The St. Lawrence River is the only way for international shippers to bring cargo in and out of ports such as Duluth, Detroit and Chicago. The river’s frozen during the winter and the shipping channel is closed. The date it re-opens each spring is highly controversial because icy conditions can damage the shoreline. Critics say the government agency that runs the Seaway is sacrificing the environment to get ships to port earlier. The Great Lakes Radio Consortium’s David Sommerstein has more on this debate:

Transcript

The St. Lawrence River is the only way for international shippers to bring cargo in and out of
ports such as Duluth, Detroit and Chicago. The river’s frozen during the winter and the shipping
channel is closed. The date it re-opens each spring is highly controversial because icy conditions
can damage the shoreline. Critics say the government agency that runs the Seaway is sacrificing
the environment to get ships to port earlier. The Great Lakes Radio Consortium’s David
Sommerstein reports:


This year the St. Lawrence Seaway Development Corporation plans to allow shipping starting
March 25th. But the spring thaw comes late to northern New York and the St. Lawrence River.
Even in late March, there can still be lots of ice, especially in bays and coves. And it’s a sensitive
time for fish.


“There’s many species of fish that begin their spawning activities very early, even before the ice
is out.”


Stephen Litwiler of New York’s Department of Environmental Conservation says a ship’s wake
can rattle the ice enough to gouge delicate habitat.


“The ice going up and down is scouring the shoreline and pushing water in and out of the shallow
marshy areas and it’s dislodging vegetation that’s critical for these habitats.”


The bobbing ice can be so bad it can damage people’s docks and homes along the river.


A chorus of politicians and interest groups, including New York’s two senators and the Mohawk
tribe that lives along the river, are calling on the St. Lawrence Seaway to postpone its March 25th
opening date. Just one week, they say, will give the ice time to melt. Stephanie Weiss directs the
citizens’ group Save The River. She says environmentalists fear the date is driven by the
shipping industry.


“People lose money, so when you have that situation when they’re trying as hard as they can to
open early, we think it just makes it difficult for them to make the safest possible decision.”


The decision is made by government agencies in the U.S. and Canada. Seaway administrator
Albert Jacquez makes the call for Washington.


“To be honest with you, if I was listening to the industry and only the industry, we wouldn’t even
be talking about this date. We’d be talking about opening a lot sooner.”


Jacquez says the Seaway balances commercial demand with weather conditions, thaw trends, and
environmental concerns when it chooses an opening date. Last year thick ice forced the Seaway
to postpone the opening for the first time ever. Save The River’s Stephanie Weiss says it always
needs to be delayed rather than damage the river’s ecology.


“It was too early last year and it might be too early this year. It’s difficult really for anyone to
know.”


Weiss says getting cargo ships in and out of Great Lakes ports one week earlier isn’t worth the
risk of damaging the St. Lawrence River’s fish and nature for good.


For the Great Lakes Radio Consortium, I’m David Sommerstein.

Related Links

The Fading Custom of Spring Lambing

  • George Good encourages an ewe to come to her twin lambs. Spring lambing was once a significant seasonal moment on the family farm which often had a variety of livestock. Today, most farms specialize in only one or two animals or crops. (photo by Lester Graham)

Even if you didn’t grow up on a farm… springtime seems to bring with it thoughts of baby chicks and spring lambs. Maybe it was those cardboard cutouts on the bulletin board in grade school. But it’s not as common to find sheep on the farm today. Farming is different. The Great Lakes Radio Consortium’s Lester Graham found some spring lambs… and a man who still thinks sheep have a place on the farm:

Transcript

Even if you didn’t grow up on a farm… springtime seems to bring with it thoughts of baby chicks
and spring lambs. Maybe it was those cardboard cutouts on the bulletin board in grade school.
But it’s not as common to find sheep on the farm today. Farming is different. The Great Lakes
Radio Consortium’s Lester Graham found some spring lambs… and a man who still thinks sheep
have a place on the farm:


It’s chilly and it’s raining outside. But nestled in the straw, three newborn lambs are snuggling for
warmth in the barn. George Good is milking their mother. In farm parlance she’s called a ewe.
He’s inserted her teat directly into a green Mountain Dew bottle. After getting a little of the
ewe’s first milk, he holds the plastic bottle up the the light to see if he’s got enough. Then he
twists on a screw top nipple and picks up a newborn lamb. It’s weak, kind of floppy, too wobbly
to stand on its own. But it eagerly takes the nipple and the first milk – called colostrum.


“I’m gonna give these lambs a little bit of supplement, you know, to get them started. About two
to three ounces of colostrum so they’ve got some strength to get up and go. It’s really rich, high
energy. And this ewe, anything she’s immune to, the anti-bodies are in that first milk. So that
gives that lamb a boost to get off and is really healthy.”


Good is dressed to ward off the chill of the day…insulated overalls, stocking cap and a pale blue kerchief
around his neck. His easy going, warm way of talking belies his quickness as he nimbly picks up
another lamb to give it a bit of the first milk.


Sheep used to be common on family farms. That’s when farming meant a balance of different
kinds of livestock, crops and income. But that’s pretty rare these days, and this isn’t a family
farm. George Good is the farm manager at the Michigan State University Sheep Teaching and Research Center. But Good himself was
raised on one of those family farms.


“You know, they used to milk a few cows, have a few laying hens, and a flock of ewes that
they’d lamb in the spring. And lambing in the spring, that’s a good time because it’s just before
they go to the crop, to do the field work, see?”


The lambs were born in the spring, just before it really got busy. Then, after the crops were
planted, it was time to shear the sheep. The wool meant income that came at a pretty good time.
Farming used to be all about timing. After going all winter with little to sell, spring offered a
chance for some income. Selling lambs for meat. Selling wool. And then raising different livestock to
sell at different times of the year. Farmers would grow hay and wheat to bring in money during
the summer… tiding the family over until the corn crop came in during the fall and with it more
money.


“And I can remember a lot of people telling me – old farmers – that their flock of sheep really
kind of help to make the farm payments. They may not have been necessarily focused largely on
the flock of sheep, but it was something that fit in, that was compatible, you know.”


But, today farms usually are not that diverse. They specialize. Livestock farms often raise just
one kind of animal. Hog farms with tens of thousands of pigs. Cattle farms that concentrate the
animals in feedlots. Or farms that don’t raise livestock at all. Just crops. Modern farms count on
the efficiencies of mass production rather than the balance of the cycles of nature and husbandry.


Good says even sheep farms have to raise hundreds of sheep to make enough money to support a
family. But good says sheep are great if they’re thought of as they once were on traditional
the traditional farm as a little supplemental income.


“If you have a flock of sheep or a group of sheep it’s a great family project. It’s something the
wife and children can help, labor-wise, take care of. They’re smaller. You got the wool crop. If
you have some hilly land or rough area that you don’t farm, they graze it and you end up
with a nice product to sell. But, the family, the thing about sheep is the family can really do a lot
of the work, your children and your wife and so on.”


Good notes that there’s been increased demand for lamb from growing Middle Eastern and
Mediterranean populations in cities such as Detroit and Toronto. Lamb prices are higher, making sheep worth the effort. But then, Good seems to be partial to the animals. He gives
you the impression that nursing these lambs has to do with something more than just profit and
product. Maybe it’s just a reminder of how it used to be on so many family farms.


For the Great Lakes Radio Consortium, this is Lester Graham.

Church Takes a Stand Against Sprawl

  • Sunday mass is much emptier than it used to be at St. Josaphat Parish in Detroit. Only a few dozen Catholics attend mass here each Sunday, though there's room for 1200 - many parishioners have moved to newer churches in the suburbs. (Photo by Corbin Sullivan)

When people left inner cities, many things followed. Newer, better schools were built in the suburbs. And strip malls and shopping centers sprang up. But back in cities, stores and restaurants shut down. Schools and churches also closed. Now, the Catholic church is encouraging people to work together to prevent more urban sprawl. Catholic clergy say they don’t want to close perfectly good churches and cathedrals only to build new ones farther and farther out into the suburbs. The Great Lakes Radio Consortium’s Erin Toner reports:

Transcript

When people left inner cities, many things followed. Newer, better schools were built in the
suburbs. And strip malls and shopping centers sprang up. But back in cities, stores and restaurants
shut down. Schools and churches also closed. Now, the Catholic church is encouraging people to
work together to prevent more urban sprawl. Catholic clergy say they don’t want to close perfectly
good churches and cathedrals only to build new ones farther and farther out into the suburbs. The
Great Lakes Radio Consortium’s Erin Toner reports:


Twenty-five years ago, Loraine Krajewski lost nearly everything. She lost her home and she lost
her church. Both were demolished when General Motors built a sprawling auto plant over
Poletown, a Polish-American neighborhood at the border of Detroit. Krajewski says it was the fight
of her life.


“I did things I never thought I would do. I picketed, I mean, in rain and snow. I wrote
letters, I mean, to Congressmen and to our council and everything. And I went to meetings
that would last until one, two o’clock in the morning at times, and I took time off from work
to go downtown to the council meetings.”


Krajewski was mad at the city of Detroit for letting it happen. And she was mad at the Catholic
Church in Detroit for not fighting the project. But not mad enough to leave the church. Krajewski
and others forced out of Poletown found a new parish in the city, called St. Josaphat.


Krajewski headed for the suburbs after Poletown disappeared. But she still returns to the city every
Sunday for Mass at St. Josaphat. It’s a 15-mile trip.


“We decided we are not going to let another Polish church go down the drain. And that’s
why I’ve been coming here. It’s just too bad that we don’t have a larger congregation.”


More parishioners would make Krajewski feel more sure that St. Josaphat would always be here,
that it was safe from closing down. But it’s not safe. Only a few dozen Catholics show up here
anymore for Mass on Sunday. And the church can hold 12-hundred people.


Father Mark Borkowski is the pastor at St. Josaphat. He says people like Krajewski, who are
coming from 10, 15 or 20 miles away, are the only ones keeping his church open. But just barely.


“If we were to live on Sunday collections alone, the parish would not be able to survive. So
with our monthly fundraising dinners, we can survive. But there’s a difference between
surviving and flourishing.”


People left the churches when they left the city for bigger plots of land and better schools. And the
Catholic Archdiocese of Detroit followed its people. Catholics built new churches in the suburbs.
But now, the Archdiocese is rethinking its role in urban sprawl.


Father Ken Kaucheck is on the Detroit Archdiocese urban sprawl committee. He says the church is
concerned about sprawl because it creates social and economic inequities between cities and
suburbs.


“It creates blight. It creates loss, it creates desolation and desecration. And it destroys not
only communities, but therefore, it destroys the lives of people.”


Kaucheck says the main tenet of the church’s anti-sprawl campaign is encouraging local
governments to work together on economic development. He says if communities are not trying to
one up each other to win new development projects, there would be less incentive for companies to
move farther into rural areas.


Kaucheck says the church wants its priests to talk about sprawl in their Sunday sermons. He calls it
“stirring the population” to affect social change.


“It’s government of the people, for the people and by the people. That’s what a democracy
is about. But somebody has to raise the question and you raise the question, faith-based,
through the scriptures. Is this what the gospel of Jesus Christ calls us to? No, it doesn’t call
us to sprawl, it calls us to solidarity in community, and to looking at how service of one
another sometimes means dying to myself, that means maybe I’m going to have to give
something up.”


It isn’t likely the church’s urban sprawl committee will be able do much to bring people back to
parishes in the city. Father Mark Borkowski at St. Josaphat prays about the problem to the
Madonna. Her picture is at the center of the church’s main altar.


“My personal reason for the novena is to say to the Blessed Virgin Mary, ‘I haven’t got a
clue as to what to do, so I’m turning the problem over to you. This is your shrine, if you
want to stay here Mary, do something to help us help you stay, and help us stay here. When
the problem is too big you have to turn it over to a higher power.'”


The Catholic Church now hopes to protect churches that could become the next victims of sprawl.
Those are in places that once served the early waves of Catholics leaving Detroit for the first
suburbs.


For the Great Lakes Radio Consortium, I’m Erin Toner.

Related Links

More Money for Great Lakes Cleanup?

The Bush Administration is seeking 45 million dollars from Congress to fund efforts to clean up parts of the Great Lakes. The money would go toward cleaning up four severely polluted sites. There are 26 such polluted sites located entirely within U.S. borders. The Great Lakes Radio Consortium’s Jerome Vaughn has more:

Transcript

The Bush Administration is seeking 45 million dollars from Congress to fund
efforts to clean up parts of the Great Lakes. The money would go toward
cleaning up four severely polluted sites. There are 26 such polluted sites
located entirely within U.S. borders. The Great Lakes Radio Consortium’s
Jerome Vaughn has more:


The 45 million dollars the Bush Administration is asking for in its 2005
budget proposal…more than quadruples the amount provided this year to
clean up contaminated sediments under the Great Lakes Legacy Act.


EPA Administrator Mike Leavitt traveled to Detroit to make the
announcement. He says the purpose of the increased funding is pretty
clear.


“Improving the quality of the water… and making certain the metals,
phosphates and any other pollutant that’s there now… can be taken out
before it becomes a bigger problem.”


The additional monies would be used to clean up four so-called “areas of
concern”… where pollution from PCBs and heavy metals are known to exist.


Some environmental groups… applaud the Bush Administration’s move… but say
more resources are still needed to address other issues… like invasive
species and vanishing wildlife habitats.


The Great Lakes Legacy Act was signed into law in 2002… but the program has
not previously been fully funded by Congress.


For the Great Lakes Radio Consortium. I’m Jerome Vaughn in Detroit.

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Hybrid Suvs Roll Into Showroom

For the past few years, people who have wanted to buy a more energy-efficient car have had to think small. That’s about to change. The floor of this year’s North American International Auto Show in Detroit offered a look at several new energy-efficient models due out later this year or within the next few years. The auto industry hasn’t sold very many of the cars carrying one type of new technology so far, but officials hope more choices will boost sales. The Great Lakes Radio Consortium’s Michael Leland has more:

Transcript

For the past few years, people who have wanted to buy a more energy-efficient car have had to
think small. That’s about to change. The floor of this year’s North American International Auto
Show in Detroit offered a look at several new energy-efficient models due out later this year or
within the next few years. The auto industry hasn’t sold very many of the cars carrying one type
of new technology so far, but officials hope more choices will boost sales. The Great Lakes
Radio Consortium’s Michael Leland has more:


At the Toyota display at this year’s auto show, a small crowd formed around the newest version
of the gasoline-electric Prius. Toyota’s sold the car since 1997, and has made it bigger for this
year. What makes this car different is it’s powered by a gasoline-electric hybrid engine. A few
months ago, Denny Jones of Toledo, Ohio ordered a new Prius. He’s still waiting for delivery, so
he drove to Detroit to sit in one at the auto show.


“First of all, I’ve had other Toyotas, so I like the quality. They’ve made improvements on this
one. There’s hatchback. On the first style you couldn’t have a hatchback. They get better
mileage than the first one. And, overall it is a larger car.”


Gasoline-electric hybrid engines have lower emissions and get better mileage than cars with
standard gasoline engines. Toyota says the Prius gets about 50-miles per gallon. But the only
hybrids on the market so far have been small cars like the Prius and the Honda Civic.


Later this year and next, larger hybrids will roll into showrooms. Honda will offer a hybrid
Accord. And Ford will sell a hybrid version of its Escape SUV. Jerry Bissi braved an afternoon
snowstorm to come to the auto show, and was checking one out.


“I prefer to have an SUV-type vehicle for driving back and forth, all-wheel drive, the weather
conditions we have today outside. So I prefer something like that rather than the car.”


There will be several hybrid SUV’s available by next year. Toyota will sell a hybrid Highlander,
and its luxury division Lexus will offer its own model.


“Ladies and gentlemen, it is my pleasure to introduce the world’s first luxury hybrid vehicle, the
Lexus RX-400-H.”


Denny Clements is a vice-president at Lexus. He says there seems to be a pent-up demand for
larger hybrids.


“Our dealers have taken a huge amount of orders just off word of mouth about Prius, I think. I
think what we have when you talk to our customers is there is a lot of very affluent people who
would like to make a statement about Middle East oil, would like to make a statement about who
they are, but they don’t want to make the sacrifices in terms of luxury amenities.”


Toyota says Americans bought about 21-thousand hybrid Priuses last year. But that’s a drop in
the bucket compared to the almost 16-million vehicles sold in the U.S. last year.


“If you added up all the hybrids that have ever been made since the beginning of time, they don’t
equal the production of one high-volume auto plant in one year.”


That’s David Cole. He heads the Center for Automotive Research. He says some people have
shied away from hybrids because they’ve only been available as small cars, and others have been
wary of the new technology. But mostly, Cole says a lot of people aren’t willing to pay more for
a hybrid.


“Where it is going to be in the future is dependant on one thing in my judgment and that is
economics. Can it be done at a cost that consumers will pay for?”


So far, Toyota, Lexus and Ford aren’t saying what their new hybrids will cost. Right now a new
hybrid Honda Civic costs about two-thousand dollars more than the most expensive gasoline
model. The federal government offers a tax deduction to hybrid-buyers to help close that gap, but
it is being phased out during the next few years. Some automakers and environmental groups say
it’s not enough anyway. They want Congress to pass a federal tax credit for people who buy
hybrids.


David Friedman is with the Union of Concerned Scientists. He says the automakers’ decision to
offer hybrid engines in more models is an opportunity for the country to become less dependant
on imported oil – if enough people can be persuaded to buy the vehicles.


“If automakers put some of their 10-to-15 billion dollars of advertising muscle behind this, and if
the government is willing to get these tax credits out there, I think we can see hybrids grow into a
significant portion of the market.”


Back at the auto show, Jerry Bissi says he’d consider buying a hybrid SUV. He says he thinks
others will too, if the price is right and they prove to be reliable.


“I think there are a lot of people sitting on the fence. They’re going to watch the first one, see
how it does. If it does prove to be good, they’ll jump on the bandwagon and be late joiners.”


Buyers might need some convincing, though. On this afternoon at the auto show, Ford’s hybrid
version of the Escape SUV drew only a few visitors compared to the crowds surrounding the
standard gasoline-engine Escape and the company’s larger Explorer SUV.


For the Great Lakes Radio Consortium, I’m Michael Leland.

Related Links

U.S. CAR BUYERS DON’T THINK GREEN

The auto industry seems to be growing a bit green. Car makers across the world are exploring new, more environmentally-friendly power systems for cars and trucks. But despite these new developments, it doesn’t appear that American car buyers think green when they go shopping for a new vehicle. The Great Lakes Radio Consortium’s Bill Poorman reports:

Transcript

The auto industry seems to be growing a bit green. Car makers across
the world are exploring new, more environmentally friendly power systems
for cars and trucks. But despite these new developments, it doesn’t
appear that American car buyers think green when they go shopping for a
new vehicle. The Great Lakes Radio Consortium’s Bill Poorman reports:


Sales of environmentally-friendly vehicles are increasing in the U-S. Toyota is leading the pack,
with the debut in October of the second generation of its mid-size hybrid car, the Prius. The
small gas engine gets help from an electric motor, making for a much different kind of
start-up.


(sound of Prius starting)


However, those sales are dwarfed by the sales of gas guzzling SUVs.


(sound of H2 starting)


That’s the H2 – the latest in General Motor’s popular line of Hummers.
These vehicles are so big that they’re considered a heavy truck, making
them exempt from the federal government’s fuel economy ratings, so you
won’t see the gas mileage on the window sticker.


But salesman Ed Arthur of Capitol Hummer in Lansing, Michigan, says
that’s not a big deal. Arthur says H2 customers are looking for
something else than fuel economy.


“They’re looking for something that’s unique. It’s different.
They want something to be where they can go off-road if they want to.
If they don’t want to, that’s fine. But they want the capabilities, but
they don’t want to sacrifice the comforts and the rides that they’ve
been getting in other cars and other types of vehicles in the past.”


These kinds of preferences aren’t just limited to the select customers
who can afford a 50-thousand-dollar Hummer. John Denove studies
customers’ car-buying priorities for JD Power and Associates, an
automotive consulting firm.


“Probably your top five include the quality/reliability issues, styling, safety, gas mileage, and
incentives.”
And Denove says, gas mileage only recently crept into the top five, as
gas prices have risen. As for pure environmental motives, he says he
recently developed a survey and, during a series of interviews, found
fifty different factors people consider when they’re choosing what car
or truck to buy.


“The funny thing is, nobody during those interviews ever mentioned green issues other than gas
mileage, so they never made it into the survey.”


But environmentalists think those findings might not capture what’s
really happening when people go into dealerships. Jon Coifman is with
the Natural Resources Defense Council. He says that people just assume
cars and trucks won’t harm the environment now. Regulations have
prompted automakers to develop and sell cleaner technologies.


“What we’ve learned over the years is that when you’ve got
good standards in place, the automakers have done a pretty good job of
delivering good solutions at a pretty good price.”


Detroit’s car companies argue that price and performance are both major
reasons for their delay in getting out newer and more expensive
environmental technologies, like hybrids and electric cars. Consumer
surveys show most car-buyers won’t pay more just to be green. And
electrics never caught on because they had a limited range and had to be
plugged in each night.


But Toyota now says that it’s making money on every Prius. And next
year, the Japanese automaker plans to put a new twist on hybrid sales.
It will overcome the lack of demand for green vehicles by marketing a
new hybrid SUV as a performance vehicle, with a four-cylinder engine
producing six-cylinder power, and by the way, it gets good mileage.


The NRDC’s Coifman says this makes him worry that GM, Ford, and Chrysler
are already losing this latest car sales skirmish.


“Our fear is that, as this revolution unfolds, that the
American manufacturers may have been dragging their feet too long and
are going to miss the boat.”


In the meantime, GM’s investment in the Hummer is paying off for the
company and its dealers. The vehicles bring in huge profits. GM is
even considering adding another, but smaller, Hummer to its line-up,
filling what seems to be an ever expanding taste for gargantuan, rather
than green, vehicles in the U.S.


For the Great Lakes Radio Consortium, I’m Bill Poorman.

Related Links

Governments Grapple With Regional Transport

Many large cities throughout the Midwest have been struggling with issues such as urban sprawl. Getting workers from one area to the jobs in another has become a transportation challenge. Building multi-lane highways only seems to encourage more sprawl, so many cities have worked with surrounding suburbs to build mass transit systems for the entire metropolitan region. For one major city, political leaders are just now getting around to making that happen and as the Great Lakes Radio Consortium’s Jerome Vaughn reports… even now it’s not going to be easy:

Transcript

Many large cities throughout the Midwest have been struggling with
issues such as urban sprawl. Getting workers from one area to the jobs
in another has become a transportation challenge. Building multi-lane
highways only seems to encourage more sprawl. So many cities have worked
with surrounding suburbs to build mass transit systems for the entire
metropolitan region. For one major city, political leaders are just now
getting around to making that happen. And as the Great Lakes Radio
Consortium’s Jerome Vaughn reports… even now it’s not
going to be easy:


Detroit is the 10th largest city in the country…and it’s had more than
its share of struggles over issues such as chronic unemployment, poverty,
and pollution.


Finding solutions to those intractable problems has long been a goal of
government leaders in the area. But over the past three decades…they’ve lacked
one tool… used by most other metropolitan areas
around the country…that can make a difference. A regional transportation
system.


But that’s about to change.


Michigan Governor Jennifer Granholm has joined Detroit Mayor Kwame
Kilpatrick…and the heads of the three largest counties in Metro
Detroit…to announce the formation of the Detroit Area Regional
Transportation Authority…otherwise known as DARTA.


The new regional transportation authority is backed by local governments,
business interests ..and mass transit proponents. The government leaders have
signed an agreement to work towards the regional transportation
system. Detroit Mayor Kwame Kilpatrick says the new deal will benefit the
city AND suburbs.


“This is a real people thing today. It’s also an economic thing…and it’s
rare when these two things come together. This will drive the economic
engine of the state. To move people to jobs…leads to economic
independence.”


The agreement is the first step towards ending decades of debate over how
best to get workers from their homes to their jobs. With many Detroiters
living below the poverty level…owning a car is impossible. But that can
mean taking several buses over a span of three hours just to get to work
each day.


That type of commute is what DARTA proponents, like such as Attorney Richard
Bernstein hope to end. As a blind man…he’s unable to drive to get
where he needs to go. He says Detroit’s lack of coordinated mass
transportation pushed him to become a transit activist a couple of years
ago.


“As a disabled person who can’t drive…I struggle for my independence and I
struggle for my freedom. And DARTA is the only hope that someone like me
has in order to lead a quality of life here in Southeast Michigan.”


Bernstein says he’d like to have that extra measure of independence. But he
says…right now…it’s impossible for him to get around town on his
own…given the current state of mass transit in Metro Detroit.


“For me right now …it isn’t that regional transit is difficult to
use…it’s that it’s non existent …that is the issue. Ultimately, if I want
to get from my house …or my apartment to my office. There is no bus I can
take. There is no bus I can take from my office to court.”


But Bernstein’s passion for regional transportation isn’t uniformly shared.
The original measure creating DARTA was vetoed by former Governor John
Engler last year as one of his final acts in office. The state legislature
tried to resurrect the bill in January…but it has subsequently
stalled…pushing the new governor, Jennifer Granholm and Detroit Mayor Kwame
Kilpatrick and others to find alternate ways routes to create a working agreement.


The opponents say the regional transportation system is not fair. State
Representative Leon Drolet opposes DARTA because he says his more rural
constituents shouldn’t be taxed for a bus system they’ll never use. He wants a
provision that would let communities “opt-out” of the DARTA if they choose. The
Republican legislator says he also concerned because there’s no plan to pay for
DARTA yet. And he says no one’s convinced him that such a system is really
needed in Metro Detroit…home of the Big Three automakers..


“Macomb, Oakland suburban Wayne communities…those are built around the
car. Everywhere there’s a parking lot. Boston, Washington DC, New
York…those communities…mass transit is very viable in the inner areas
because it costs 30 bucks a day or 50 bucks a day to park your car. And
that’s what drives people to mass transit…the inconvenience of driving
your car.”


But automakers say they want the regional mass transit system. The
Southeastern Michigan Council of Government’s Transportation
Expert…Carmine Palombo…says many of the region’s businesses are having a
hard time getting workers from their homes to their jobs. And that includes
the Big Three automakers…who have come out in favor of DARTA.


“The auto company themselves employ people who need to have good transit in
order to get to their jobs…and so they’re feeling the pinch…just like
every other employer is who wants to get…make sure they get to the jobs
they have to offer in a stable environment. So the car companies aren’t the
problem.”


(sound up – bus)


While the Detroit Area Regional Transportation Authority agreement has been
signed….the work is just beginning for transit activists in
Metro-Detroit. The current agreement only provides for planning a
regional transportation system. There’s currently no money for
implementation of ANY plan.


And DARTA opponents such as Leon Drolet are still on the job, too. He’s
charging that the chairman of his county…had no authority to sign
the DARTA agreement…and is asking the State’s Attorney
General to investigate.


For the Great Lakes Radio Consortium, I’m Jerome Vaughn.