Tag: driving

Watch Where You’re Walkin’

  • Just how easy is it to hoof it in your 'hood? A Seattle software company called FrontSeat created WalkScore.Com. The programmeers claim the site indicates whether a neighborhood offers residents enough amenities to get out of their cars. They hope people will consider the site's "walkability" scores when choosing a place to live. (Photo by Shawn Allee)

Picking a place to live can be a huge
environmental decision. Some people argue
if you can walk to everything you need, you’ll
stay out of your car, and that will cut air
pollution. But how do you compare how ‘walkable’
one place is to another? Shawn Allee looks at a Web site that aims to make that a breeze:

Transcript

Picking a place to live can be a huge
environmental decision. Some people argue
if you can walk to everything you need, you’ll
stay out of your car, and that will cut air
pollution. But how do you compare how ‘walkable’
one place is to another? Shawn Allee looks at a Web site that aims to make that a breeze:

When urban planners want to know exactly how ‘walkable’ a neighborhood is, they
commission a study, and get results in weeks or months.

One computer programmer says this approach is poky.

“And so we built a piece of software that would let anyone look up to what they
could walk to from their address.”

Matt Lerner helped build a Web site called Walk Score dot com.

You don’t have to be an urban planner to use it.

Anyone can just type in an address, and …

“We tell you all the closest schools, parks, retail stores, so you can see exactly what
that neighborhood looks like.”

Walk Score dot com also spits out a number between zero and a hundred.

If a place scores above ninety, the site calls that a ‘walker’s paradise’.

Lerner says the computer ignores stuff like weather and hills, but there’s a reason behind
that.

“Research on why people walk has shown the number one predictor of whether
people will walk is whether there’s something good to walk to.”

This is all well and good, but does Walk Score dot com work?

I want to test it out – so I ask Lerner to score a Chicago neighborhood close to me.

“If you look at Logan Square, you can see it has a walk score of 86. So if you’re
living near Logan Square, you can get by without driving very often, or even owning
a car perhaps.”

Really?

I head to Logan Square and ask people, does the neighborhood deserve the high score?

Resident: “Yeah, we’ve got a movie theater, a grocery store, restaraunts and bars.”

Resident: “Yes, you can really minimize your use of a car.”

Resident: “Everything’s close – even jewelry stores, furniture stores, grocery stores.
It’s pretty easy to get around walking.”

Most of the people I speak to say the Web site’s pretty much got it right. This is a
very walkable neighborhood. But there’s an activist who works on making the
neighborhood more walkable. He’s not convinced the web site’s got it 100% right.
He says it leaves out some things, for example, this:

(sound of dog barking)

“You’re talking about kids walking to school? That house, that’s a barrier.”

And, Ben Helphand says the Web site doesn’t just miss dogs. It misses other things
that intimidate walkers.

“They should factor in these things that are known to decrease the walkability of the
neighborhood, a big gas station complex, a drive-through bank which is right
behind us.”

Shawn Allee: “Only because they’re hard to walk by, because cars are coming in
and out?”

Ben Helphand: “And because they disincentive people getting out of their cars,
because they’re designed to keep people in their cars.”

The programmers admit the Walk Score site leaves out a lot. Helphand says he’s a
fan of the site, it’s just that it’s tailored to one purpose.

“Their real target audience is people who are moving or relocating and they want
walkability to be a factor in that choice.”

Helphand says the site gives the impression that people interested in walkability have
only one choice to make – where to live.

He wants them to make lots of choices over time.

He wants them to fix bad sidewalks, tame scary dogs, and support zoning laws that favor
walking over driving.

Helphand says if that happens enough, we can make new walkable neighborhoods – not
just rank ones that already exist.

For The Environment Report, I’m Shawn Allee.

Related Links

Amtrak’s Popularity Climbing With Gas Prices

  • An Amtrak train, Pere Maquette, in St. Joseph Michigan (Photo courtesy of Amtrak)

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Transcript

More people are riding the nation’s
passenger train service, Amtrak. It’s to the
point that Amtrak doesn’t have enough train
cars in some areas and the trains are sold out.
Lester Graham reports Amtrak has some other
issues to deal with before it can get on the
right track:

Amtrak is seeing more passengers. Amtrak spokesman Marc Magliari says on some of
its busier routes, ridership is up double-digits.

“We’re seeing increases of 20% with no additional capacity. Those are just people who
are taking the train who hadn’t taken it before or who had changed their travel plans to on
a day when the train isn’t sold out, because we have a lot of days now where the train is
selling out.”

That’s because the train is handy – especially on those shorter trips, such as New York
to Washington, Los Angeles to San Diego, or Detroit to Chicago.

Last year Amtrak had more than 26-million passengers. This year it looks like it’ll get
about 27-million. Now, to put that into perspective, 761 million people flew on an
airplane in the U.S. last year.

But, Magliari says most of Amtrak’s competition isn’t the airlines.

“Most of our competition is the automobile and we believe the largest single reason for
some of the increases we’ve had this year is people trying to avoid the higher cost of
driving their own cars and trucks.”

And Amtrak would love to buy some more trains to serve those passengers. But the
railways are already crowded. The same reason Amtrak is getting more passengers –
higher fuel prices – is also the reason a lot of freight is being switched from trucks to
trains.

Jonathan Levine is an Urban and Regional Planning expert at the University of
Michigan. He says, for much of the nation, more freight train traffic is causing Amtrak
some problems.

“The scheduled service is really quite good if and when the trains follow the schedules.
But, those of us who’ve taken those trips know that the probability of having a delay is
rather significant. And it happens because of congestion on the rail lines.”

Amtrak is supposed to get top priority on the railroad. But the freight railroads own a lot
of the tracks. The dispatchers work them. They control the switches. And in this day
of just-in-time deliveries, it’s hard for those railroads to side-track a freight train for
Amtrak to speed by.

Mark Magliari with Amtrak says they’re working on that problem.

“About 70% of our operations—that’s about everything outside the East Coast—is on
somebody else’s railroad. And we’ve seen progress in a lot of these relationships with
the host railroads, making improvements in how they handle us.”

And judging from the increase in ridership, train passengers don’t see it as any different
than an airplane being delayed. And at least it’s a comfortable seat with plenty of room
to walk around, unlike a crowded plane sitting on the tarmac.

Mark Westerfield uses Amtrak. He also works for one of those freight train companies.
We caught up with him at Union Station in Chicago. He thinks the problems can be
worked out for Amtrak, they need to be worked out.

“It needs to be expanded. It needs to be increased. And, I think, I’m very optimistic
about the fate of Amtrak with the price of fuel, the price of gasoline, the congestion at
airports, the security at airports, the fact that a lot of the traveling public is getting older,
as I am, and less willing to be cramped into MD-80s and aging 737’s. I think it’s got a
great future. I really do. It’s gonna require a lot of capital investment.”

Getting that capital investment means getting more support from Congress and state
legislatures. Some members of Congress make a lot of noise about funding Amtrak.
They make is sound as though it’s the only government supported transportation
system out there. The fact is, airports get tons of money from the government. With
rising fuel prices and more ridership on Amtrak, government money for the train might
get a little better traction with Congress in the future.

For The Environment Report, this is Lester Graham.

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A Three-Day Weekend Every Weekend

  • Employers are hoping to cut down on costs and commutes by switching to a four-day work week (Photo by Ed Edahl, courtesy of FEMA)

With gas well over four dollars a
gallon, more employers are offering the
four-day work week as a way to cut down on
commuting costs. Rebecca Williams reports
it can boost morale, but it might not always
save on gas:

Transcript

With gas well over four dollars a
gallon, more employers are offering the
four-day work week as a way to cut down on
commuting costs. Rebecca Williams reports
it can boost morale, but it might not always
save on gas:

If you want to skip out on a day of commuting you could fake a stomach
flu – or you could talk your boss into letting you work four 10 hour days,
and then take a nice long weekend, every single weekend.

But an eight hour day can seem long. Working 10 hours in a row, well,
let’s just say you might take a lot more YouTube breaks.

Denise Truesdell is a legal secretary. She’s been working four day weeks
on a trial period. She admits working 10 hours straight can be tough.

“By noon I feel like I could curl up and take a quick little nap but you just have to keep moving. I
have to run to the vending machine and get a little sweet just to keep my energy level up.”

But she says she loves having three day weekends, and that’s what keeps
her going.

“I think some employers are leery of the four day week because they don’t think productivity is
going to be there, people get tired easier. But I think it’s an incentive for people to maybe work a
little harder because they’ve got something to look forward to.”

Bosses like the 4 day week because they can sometimes save money by
closing the office one day a week, and they can make their employees a
little happier.

John Walsh oversees 94 custodians at Kent State University in Ohio.
He’s trying out the four day week for his workers.

“They’re not the highest paid on campus. With this summer coming up and the rise of gas I
brought it up and challenged my supervision to see if we could come up with a plan to make this
work.”

He won his supervisors over, so the schedule’s in full swing. He says it’s
actually easier to get projects done with 10 hour days. Things like
stripping and waxing a floor. And Walsh says his workers love cutting
back on their commutes.

“Well I’ve been in this position for eight years and I think this is the highest our morale has ever
been. Teamwork is the highest I’ve ever seen it.”

Walsh says they have to make sure there’s enough staff on duty to get
everything done – like making sure trash doesn’t pile up.

Quite a few companies and government offices are taking the four day
week seriously. Utah’s governor just made it mandatory for most state
employees. And at least eight other state governments are offering 4
day weeks or at least considering them.

They say they’re helping out employees who are feeling squeezed by gas
prices. And a lot of people say they save at least one tank of gas a
month.

But a short work week might not always be an energy saver. Frank
Stafford is an economist at the University of Michigan. He studies how
people use their time.

“So would you on your now newly awarded Friday off stay home and save gas? You might drive as
many miles on your day off as you did roundtrip. It’s pretty subtle. People are going to say well,
I’ve got a third day off, so why don’t I drive around and do some errands and enjoy myself?”

But Stafford says, still, there’s a clear trend happening. He thinks more
employers will offer flexible schedules as gas prices rise. And as those
gas prices stick around, they’re probably going to change our traditional
work weeks for good.

For The Environment Report, I’m Rebecca Williams.

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Traffic Jam on the Tracks

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

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

Transcript

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

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

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

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

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

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

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

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

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

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

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

Allee: “I mean it’s not moving.”

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

DeGraf says inconvenience is the least of his worries.

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

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

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

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

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

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

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

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

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

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

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

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

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

For The Environment Report, I’m Shawn Allee.

Related Links

Deep-Fried Road Trip

  • Devin Smith and Matthew Rolen Stucky use waste oil from deep fryers to power their diesel car (Photo by Katie Carey)

For many people, the summer road
trip includes trips to the beach, and of
course, frequent stops to the gas station.
Two college students are driving across the
country in a car that runs on used vegetable
oil. So when most people pull in to the gas
station this summer, they pull up to the
grease traps. They say it’s a way to raise
awareness about alternative fuels, and save
a bit of money. Katie Carey brings us this
audio postcard:

Transcript

For many people, the summer road
trip includes trips to the beach, and of
course, frequent stops to the gas station.
Two college students are driving across the
country in a car that runs on used vegetable
oil. So when most people pull in to the gas
station this summer, they pull up to the
grease traps. They say it’s a way to raise
awareness about alternative fuels, and save
a bit of money. Katie Carey brings us this
audio postcard:

MATT: My name is Matthew Rolen Stucky. I am taking this ’85 Mercedes Benz Diesel
with a grease car kit, putting old vegetable oil that we find from restaurants along the way
and sticking it in and making it go.

DEVIN: Hi, I’m Devin and we’re getting our fuel for the car from mainly restaurants
from the deep fryer. They dispose of the grease and we just take that and filter it a couple
times.

MATT: Well I pre-filter it – it’s basically a water filter. I have a couple mesh filters that
it goes through and then it goes through a second gas tank where it heats up and runs
through the car and then has one more engine filter that it goes through secondary. You
can drive this around everyday nearly in every situation and it doesn’t slow down your
gas mileage you have the same top speeds, the same acceleration, literally you will not be
able to tell the difference, until you realize you’re not buying the gas, and then you are
happy about it.

DEVIN: We have a journal in the car and we have a tally of how many hummers we’ve
seen on the road trip so far and I think the tally is to sixteen, and we kind of do a little
‘ha-ha’ every time we see one. Just because we know how much they are spending on
gas.

MATT: The reactions range from people saying, “Oh yeah, you are putting it in your car,
great, yeah here take it.” To people going “You do what? What does it do in your car?”
And they don’t believe it and they want to go see it sometimes.

DEVIN: Some people this is the first grease car they have ever seen and they just think it
is awesome that someone is out there doing it. It’s not a solution for everyone, again,
there’s not going to be waste vegetable oil for every single person that wants to drive in
the car around the country, so it definitely is not a solution to the fuel crisis. It’s just us
trying to do our part to raise awareness.

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Co2 Turning Ocean Acidic

  • Researchers have found that the Pacific Ocean is becoming increasingly acidic as a result of CO2 emissions (Photo by A. Kalvaitis, courtesy of NOAA)

The Pacific Ocean is becoming more acidic.
The corrosive water could start dissolving shells
and coral. The problem is largely caused by carbon
dioxide emitted by cars and power plants. As Ann
Dornfeld reports, researchers say the problem is
happening faster than they expected:

Transcript

The Pacific Ocean is becoming more acidic.
The corrosive water could start dissolving shells
and coral. The problem is largely caused by carbon
dioxide emitted by cars and power plants. As Ann
Dornfeld reports, researchers say the problem is
happening faster than they expected:

Scientists have known for a long time that the world’s oceans are becoming corrosive
from so much man-made CO2. Carbon dioxide dissolves into the ocean, and forms
carbonic acid.

The corrosive water is concentrated in deep, cold parts of the ocean. Scientists had
predicted it would approach the vulnerable coastal zones in about a century. So they
were alarmed to find the acidity just a few miles off the California coast.

Burke Hales is a chemical oceanographer. He says this corrosive water could break
down the calcium carbonate in coral and shells.

“So we’re talking about things like barnacles and oysters and mussels and
clams. And some planktonic organisms form calcium carbonate shells, as well.”

Researchers say the acidification approaching the coasts is from CO2 that was emitted
50 years ago. That means we’re just at the start of increasingly acidic oceans.

For The Environment Report, I’m Ann Dornfeld.

Related Links

Refineries Expand to Process Dirty Oil

Transforming black crude oil into gasoline has
always been a notoriously dirty process. But oil
refineries are expanding so they can use a new source
of oil. That could make the process even dirtier.
Shawn Allee explains why this is happening
and what environmentalists are doing about it:

Transcript

Transforming black crude oil into gasoline has
always been a notoriously dirty process. But oil
refineries are expanding so they can use a new source
of oil. That could make the process even dirtier.
Shawn Allee explains why this is happening
and what environmentalists are doing about it:

Refineries are expanding because they’ve struck oil… and it’s not
far away….

Roxanne Potvin: “Oh Canada, our home in native land …”

That’s right, it’s from Canada.

“Phil here, can I help you? Hey, I’m doing good, how are you?”

Phil Flynn analyzes energy markets for Alaron Trading. Flynn
says Canada’s secret is oil pulled from tar sands.

“If you look at the oil sands that are in Canada, some experts
estimate there’s more oil in the oil sands than there is under
Saudi Arabia. And to be honest with you is, the reason why we
haven’t tapped it earlier is, it’s been a very expensive process to
do.”

But technology’s made tar sand oil competitive with lighter crude
from the Mideast and elsewhere.

Flynn says there’s a downside to Canadian tar sand oil. It’s
heavier, it’s dirtier, and it creates more refinery pollution. But he
says the market wants it anyway.

“You know, we want abundant supplies. We want to be able to
pull up at the pump, pay a dollar fifty a gallon and drive home
happily. But guess what, it doesn’t work that way in the real world.
Believe me, if the prices get high enough, even the environmentalists
will be more open to more negotiations.”

Actually, Flynn’s wrong on that – environmentalists are not willing
negotiate on new refinery pollution. Last year, green groups in
Chicago and Northwest Indiana were outraged by plans to
expand a BP refinery on Lake Michigan.

That BP plant will use new Canadian crude.

A new permit allowed it to dump more ammonia and suspended
solids – in other words… more pollution into Lake Michigan.

Environmentalists and politicians argued with regulators, then they
hit the airwaves …

“This is a clean water alert. BP Amoco has announced plans to
expand an Indiana refinery to process thick
crude oil – already one of the worst polluters …”

“I think that really tapped public sentiment that we’re going in the
wrong direction.”

Howard Learner directs the Environmental Law and Policy
Center.

Learner considers last year’s effort a success.

“Ultimately, BP was forced to back off, and BP is now committed
to no net increase in water pollution.”

That fight against BP’s refinery expansion plan in Indiana was not
isolated. Michigan activists fought a similar refinery expansion
plan in Detroit. Eventually, Marathon Oil agreed to keep water
and air pollution near present levels at that refinery.

Now, groups across the Midwest want to repeat these
performances. Altogether, they’re taking on expansions at ten refineries, from
South Dakota to Ohio, plus another in Ontario.

Learner says each could increase water and air pollution.

“So with these oil refineries having such a major environmental
footprint in our region, we want to make sure that they’re doing the
absolute best, state of the art, pollution control technology at the
beginning rather than later having to come back and say
oh wait a minute, we somehow missed the boat here, we gotta
get it fixed up. That’s not gonna fly.”

Learner says there does not have to be a trade-off between more
pollution and higher gas prices.

“Companies like BP, ConocoPhillips, MurphyOil, and Marathon are
making billions of dollars in profits. They can take and invest
some of those profits, not on doing their plants in ways that increase pollution, but in
ways that reduce pollution.”

But can we cut pollution and keep gas prices level?

Some economists doubt it.

Lynne Kiesling teaches at Northwestern University.

“Regardless of your perception of corporate profits there is a
fundamental trade-off between environmental quality and
increasing our refinery production.”

Kiesling says, when refineries invest in pollution control,
consumers ultimately foot the bill.

And she says drivers are to blame – over time, we buy more
gasoline – even when prices rise. So… oil companies are just trying to meet
our demand with new, dirtier oil.

Environmental groups have preached about getting out of our
cars for years – but they’ve been losing that battle.

They say all they can do now, is to fight the air and water pollution
that comes with dirtier oil.

For the Environment Report, I’m Shawn Allee.

Related Links

Epa to Tune Up Fuel Economy Estimates

The Environmental Protection Agency is proposing to change the way it calculates fuel economy estimates on the window stickers of new cars and trucks. Consumer and environmental groups have been arguing that the estimates don’t match up to real world driving. The Great Lakes Radio Consortium’s Rebecca Williams reports:

Transcript

The Environmental Protection Agency is proposing to change the way it
calculates fuel economy estimates on the window stickers of new cars
and trucks. Consumer and environmental groups have been arguing that
the estimates don’t match up to real world driving. The Great Lakes
Radio Consortium’s Rebecca Williams reports:


The current EPA tests assume cars and driving conditions are the way
they were in 1985. The tests don’t factor in air conditioning, driving in
cold weather or driving any faster than 60 miles an hour.


The EPA says the new methods will lower the miles per gallon estimates
on most vehicles. The city estimates for conventional cars and trucks
could drop 10 to 20 percent. For hybrids, the city estimates could drop
up to 30 percent. A hybrid’s fuel economy is more sensitive to cold
weather and air conditioning.


Consumer groups say the new tests will give buyers a more accurate
picture of the car they take home.


Susan Pikrillidas is with AAA.


“We do honestly and truly believe that accurate labels will cause people
to buy more fuel efficient vehicles particularly in light of the high
gasoline prices.”


Under the proposal, the new test methods will begin with 2008 models…
so you could see the new stickers on cars as soon as fall 2007.


For the GLRC, I’m Rebecca Williams.

Related Links

Epa to Change Fuel Economy Ratings

The Environmental Protection Agency plans to change the
way it determines auto fuel economy ratings by the end of the year. As the Great Lakes Radio Consortium’s Celeste Headlee reports, consumers have complained that the current ratings don’t reflect the actual gas mileage they’re getting in their vehicles:

Transcript

The Environmental Protection Agency plans to change the way it determines auto fuel economy ratings by the end of the year. As the Great Lakes Radio Consortium’s Celeste Headlee reports, consumers have complained that the current ratings don’t reflect the actual gas mileage they’re getting in their vehicles:


EPA spokesman John Millett says the organization has been reviewing the MPG calculation methods carefully and plans to propose changes to the system by the end of this year. He says the last update to fuel economy measures was in 1985, and many things have changed since then.


“Speed limits are higher, congestion has increased, more vehicles are equipped with air conditioning than before. There are other factors that we need to consider as well: aggressive driving, cold weather, and there are some other regional or local impacts.”


Millett says it’s too early to say how far off the current estimates are, but many experts say there’s a ten to fifteen percent difference between official MPG ratings and real results. Millett says it’s important to remember there’s no perfect test and fuel economy ratings are estimates, not predictions.


For the GLRC, I’m Celeste Headlee.

Related Links

Putting the Brakes on Lead Wheel Weights

  • When tires are balanced, lead weights are usually attached to the wheel rim. The weights make sure the tires wear evenly, and ensure a smooth ride. But the Ecology Center says the weights fall off, and the lead degrades easily, posing a risk to human health. (Photo by Mark Brush)

Lead is toxic to children. Even small amounts of exposure can cause developmental problems. Lead-based house paint is banned in the U.S. Now, an environmental group is calling for a phase-out of a car part that contains lead. The Great Lakes Radio Consortium’s Rebecca Williams has more:

Transcript

Lead is toxic to children. Even small amounts of exposure can cause developmental problems.
Lead-based house paint is banned in the U.S. Now, an environmental group is calling for a
phase-out of a car part that contains lead. The Great Lakes Radio Consortium’s Rebecca
Williams has more:


(tire balancing sound)


When you go to get new tires, or to have them rebalanced, the mechanic often
attaches lead weights to the wheel rims. The weights help ensure a smooth
ride and make sure tires wear evenly.


But two recent studies found some of these wheel weights fall off. The
researchers say that adds up to 275 tons of lead dropped onto roads in the
region every year. One of the studies found the soft metal gets ground up
and deposited near curbs.


Jeff Gearhart is with the Ecology Center. His group is concerned the lead
dust could be tracked into homes and washed into water supplies. So the
group is working with tire retailers to switch to non-lead wheel weights.


“Lead, in commerce, being used in a way where there’s exposure, is something
we should move away from. The European Union has banned the use of these
weights and we think that that is going to be needed in the U.S. as well.


Gearhart says the Ecology Center will help retailers cover the cost of
switching to non-lead weights.


For the Great Lakes Radio Consortium, I’m Rebecca Williams.

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