Tag: engines

Parents Campaign for Cleaner School Buses

  • School buses might be considered one of the safest ways for kids to get to school, but research suggests the sooty diesel exhaust is also putting their health at risk. The Environmental Protection Agency is trying several demonstration projects to clean up school buses in some schools nationwide. Parents are also becoming part of a nationwide campaign to get buses to stop idling. (Photo by Erika Johnson)

In the last few years, researchers have discovered links between the exhaust fumes from diesel buses and rising asthma rates in children. Scientists and environmentalists have called on the government to crack down on diesel emissions from school buses. But as parents learn about the risk to their kids, they’re not waiting around for the government. They’re doing something right now to help reduce their kids’ exposure to the exhaust fumes. The Great Lakes Radio Consortium’s Erika Johnson reports:

Transcript

In the last few years, researchers have discovered links between the exhaust fumes from diesel
buses and rising asthma rates in children. Scientists and environmentalists have called on the
government to crack down on diesel emissions from school buses. But as parents learn about the
risk to their kids, they’re not waiting around for the government. They’re doing something right
now to help reduce their kids’ exposure to the exhaust fumes. The Great Lakes Radio
Consortium’s Erika Johnson reports:


(sound of diesel school buses idling)


At the end of the school day, buses sit, often idling their engines, waiting for the dismissal bell
and the kids to get on. Not every school district uses diesel school buses, but many do.
And when their engines are left running, they constantly spew out a sooty diesel exhaust that’s
hard to avoid.


(sound of kids)


“It’s an unnatural smell, kind of like plastic…”
“Smells like a car…”
“…Plastic and gas.”
“It smells like gasoline…”
“…But it stinks…”


Kids don’t like the smell of the exhaust, and parents are finding that the diesel fumes are doing
more than just creating a nasty stench – it’s putting their kids’ health at risk.


Sally Cole-Misch says for a long time, she never thought much about it. The yellow buses were
just a part of the daily routine:


“Well, you know, you never think that when you take your child and put them on the bus and
wave goodbye, you think, oh, they’re safe, no problem. And I started noticing the buses at the
schools, how they did idle, and started thinking, this is important, this is something really we need
to be focusing on.”


Cole-Misch was concerned about her kid’s exposure to the exhaust fumes. But rather than simply
taking her kids off the school bus, she decided she wanted to do something for all of the children
in her community. So, she and other concerned parents began meeting with a local
environmental group. They came to the conclusion that the best way to get rid of the diesel
fumes was for bus drivers to turn off their engines while waiting for the kids. As part of their
anti-idling campaign, they’re pushing their school district in Bloomfield, Michigan, to have bus
engines turned off until the buses are loaded up and ready to leave for their routes. During cold
weather, bus drivers can keep warm inside the schools, and then heat up the buses as soon as the
kids get on.


Cole-Misch says as parents learn about the issue, they’re getting involved in the anti-idling
campaign:


“I think this is the type of issue that the solution is so easy, in that in most school districts all you
have to do is give the parents the information, and I think it’s something that they can easily act
on.”

And the Eastern Michigan Environmental Action Counsel, also known as EMEAC, is doing just
that. The group is providing information to parents and is promoting the idea to local school
board officials.


Libby Harris is Staff Attorney for EMEAC. She says getting the parents involved has made their
campaign successful:


“Without the parents there, the school officials are going to respond that it’s a good idea, but they
are faced with a tremendous number of requests for programs. Having the parents there is a
direct statement. ‘This is a health issue, I’m concerned about it, and I really want you to take this
seriously and to take steps.'”


Concern over the health effects of diesel exhaust stems from the rising asthma rates reported
among children. The Centers for Disease Control estimate that nearly 5 million children
nationwide have the disease. Although no one knows exactly what causes asthma, scientists say
many of its triggers are found in the air we breathe. Recent air toxics studies have shown that
particulate matter, the soot released from diesel trucks and buses, is a leading air pollutant.


Dr. Thomas Robbins is a Professor at the University of Michigan’s School of Public Health:


“It is quite possible that a substantial fraction of the total diesel exposure, even total particulate
exposure, a child is going to experience during the day could be associated with school buses, and
so it’s potentially quite an important problem.”


And the government is also doing something about this growing public health problem, and has
tried several demonstration projects. EPA’s Clean School Bus U.S.A. Program is supporting
sixteen school districts nationwide with a small grant to participate in projects, such as using
cleaner diesel fuels, and retrofitting school buses with pollution control devices. The ultimate
goal is that these projects will become models for states to follow:


Jeff Holmstead is head of EPA’s National Air Pollution Control Program. Holmstead says all
diesel engines are to be replaced or retrofitted by the year 2010. But he says even with the stricter
standards, it’ll take some time to replace the older buses with cleaner ones:


“One of the reasons for this program is because diesel engines have such a long lifetime, it will
take many years, probably out to 2020 and 2030 for the newer engines to replace the existing
fleet. And that will take a little time and we’re just trying to expedite that process, and make it
happen as quickly as we can.”


But the problem now is that there isn’t enough funding to support programs like this in schools
nationwide. That’s why many schools and environmental groups, such as EMEAC, have turned
to anti-idling campaigns. They’re working with what they do have – and that’s the support of
their local community – until they have the funding for larger scale programs. Anti-idling
campaigns are becoming a growing trend in schools nationwide, and some states such as
Minnesota and Connecticut already have anti-idling laws in place.


Libby Harris of EMEAC says the energy behind their campaign starts with the local community:


“Once EPA announced its Clean School Bus U.S.A. Program, we saw that the momentum was
there, that by working with other organizations and inviting parents and members of PTO’s and
school officials, we had a good chance of making a difference and reducing the exposure that kids
have to school bus exhaust. And to reduce the amount of idling is something that can be done
without any cost.”


Not only realizing that school bus diesel exhaust is putting their kids health at risk, but that they
can do something even without any funding at all, more parents such as Cole-Misch have decided
not to wait around for diesel engine phase-outs or government programs. Instead, they’re pushing
their school districts to start doing something right now about the diesel fumes their kids are
breathing. And they feel progress starts when the buses are turned off.


For the Great Lakes Radio Consortium, I’m Erika Johnson.

Related Links

Suv Hybrids on the Horizon

The world’s largest automaker says it will offer hybrid engines on pickup trucks beginning this fall. The new type of engine is a combination of gasoline and electric motors. General Motors says it will expand its hybrid offerings to several types of vehicles during the next four years. Other automakers are also adding hybrids to their product lines. But as the Great Lakes Radio Consortium’s Michael Leland reports, GM says it will need help making the hybrid program a success:

Transcript

The world’s largest automaker says it will offer hybrid engines on pickup trucks beginning this
fall. The new type of engine is a combination of gasoline and electric motors. General Motors
says it will expand its hybrid offerings to several types of vehicles during the next four years. Other
automakers are also adding hybrids to their product lines. But as the Great Lakes Radio Consortium’s
Michael Leland reports, GM says it will need help making the hybrid program a success:


(ambient sound up)


General Motors says it believes there is a strong market for hybrid vehicles, if those vehicles are
the larger models popular with most consumers. At the North American International Auto Show
in Detroit, GM C.E.O., Rick Wagoner said that’s why his company is putting the engines in
pickup trucks, SUVs and midsize cars.


“We play in the whole market. We sell the biggest trucks, we sell the smallest cars, we are going
to offer the full range of technologies, and you know what? The customer is going to buy what
they want to buy. What we are trying to do is, very importantly, offer products that people want
to buy.”


(fade ambient sound)


There are several types of hybrid engines, but most are a combination of a traditional gasoline,
internal combustion engine, and a small electric motor. The result is higher gas mileage and
lower emissions. Existing hybrid cars get as much as 68 miles to the gallon.


Later this year, GM will offer hybrid engines in its Chevy Silverado and GMC Sierra pickup
trucks. During the next few years, the company will offer them in other SUVs and midsize cars.


GM is not alone in planning larger hybrid vehicles. In a few months, Ford begins selling a hybrid
version of its Escape SUV, and within a couple of years, Toyota will offer a hybrid Lexus SUV.


David Friedman is with the Union of Concerned Scientists, an advocacy group that promotes a
cleaner environment. He says this is a good trend.


“This allows consumers to own their SUV, own their minivan, own their pickup truck and able to
afford paying gas every month.”


But while hybrids can save their owners money at the gas pump, they also cost more than
traditional gasoline-powered vehicles – as much as four-thousand dollars more. GM’s Rick
Wagoner says that’s why the federal government needs to help promote the new technology.


“Whether that is in the mandatory use of hybrid vehicles in government fleets or extensive
consumer tax credits to encourage retail sales. In our view, both of these will be required and
maybe more.”


People who buy hybrid-engine cars now can qualify for a two-thousand dollar tax deduction. The
Union of Concerned Scientists and automakers say a tax credit would be better. They say a credit
would save car owners more money in the long run.


Analyst David Cole at the Center for Automotive Research says incentives could help persuade
more people to give hybrid technology a try.


“I think today that the consumer is extremely confused by all of the technology that’s out there.
Ultimately what really counts is whether it is going to deliver value at an affordable price, and that
question has not been answered yet.”


GM says it considers hybrid engine vehicles a way to help reduce emissions. The vehicles can
also help reduce U.S. dependence on imported oil now, while carmakers develop hydrogen-based
fuel cell engines. That technology is still considered a long way off for most drivers. David
Friedman of the Union of Concerned Scientists looks forward to a day when several types of
engines are available.


“When a consumer walks into a showroom, they should be able to choose conventional vehicles,
hybrid vehicles, fuel cell vehicles, and then the market will really shake out a lot of good options
for consumers who want to save money on fuel.”


Only about 40-thousand hybrid vehicles were sold last year. But, General Motors says it hopes to
sell as many as a million by 2007 if the demand is there. The automaker believes the way to
create that demand is through tax incentives.


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

Higher Speed Train Gains Momentum

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials have begun testing passenger trains at speeds never before attempted. It’s part of an effort to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes Radio Consortium’s Willis Kern reports:

Transcript

Another link in higher-speed rail in the Great Lakes region is in place. Railroad officials
have begun testing passenger trains at speeds never before attempted. It’s part of an effort
to establish Chicago as a hub for cities from Cleveland to Minneapolis. The Great Lakes
Radio Consortium’s Willis Kern reports:


(nat sound train going through station)


A four-car Amtrak passenger train is rolling through the depot in downtown Normal,
Illinois.


(sound of train continues)


Usually, passenger trains stop to pick up passengers. But this one is chugging through,
picking up nothing but speed as it heads north toward Chicago, and eventually, a new land
speed record for passenger trains in Illinois. Never before has a train eclipsed the 110-
mile per hour mark, but that’s what this one is about to do during a five-mile stretch, as
another step toward implementing high speed rail in the Midwest.


(fade sound)


Before the train backs up from the Amtrak station in Normal and races forward, it sits
idling while engineers from the state bureau of railroads, Amtrak and Lockheed Martin test
new technology the train will use called Positive Train Control, which is a key component
of making the trains go faster. As it sits at the train station, Steve Gossard, the station’s
lead ticket agent, notes that the twin engines on this train look different than the ones
Amtrak usually push up and down the Chicago to St. Louis corridor.


“Well I guess its a little more streamlined, a more angular kind of thing, and its really
very plain. I guess the aerodynamics has something to do with the style.”


The ‘Bureau of Railroads’ is using two Amtrak engines that have been configured to
operate on what’s known as Class 6 tracks, or those that have been upgraded to support
speeds of 110 miles an hour.


“It’s a very sophisticated piece of equipment.”


Bureau chief John Schwalbach says the testing helps determine the difference between
traditional Class 4 tracks that have been upgraded and the new rails to be used for higher
speeds.


“Particularly the track guage. That is to say the distance between each of the rails.
That’s a key component and at Class 6, there are certain standards that are tighter
than a class four track. And you’re talking about measuring in the millimeter range
here, or even smaller than that.”


Which makes for a smooth ride for the faster trains. Schwalbach says the engines being
tested today are quite different than the one the state has been testing at the more
conventional speed of 79 miles per hour over the past few months, but it will be a couple
of years, at least, before new high speed diesel train sets are ordered. They will efficiently
get passengers up to speeds of 110 miles an hour. A year ago, state rail officials were
pointing to a December ’02 launch of high speed passenger service. Now, Schwalbach
says that’s not likely to happen until sometime in 2004, mainly because of federal red tape.


“From a regulatory perspective, after Lockheed Martin delivers their finished
product, it of course has to meet or exceed regulatory requirements put upon them by
the Federal Railroad Administration. We expect that process will take us through the
year 2003.”


“That may be accurate but it sounds like an awfully slow pace. I guess it assumes
little or no federal support.”


Ross Capon is the Executive Director of the National Association of Rail Passengers. He
talked to us on a cell phone as he rode an Amtrak passenger train from California to
Maryland. Capon says he’s disappointed in the Bush Administration’s attitude toward high-
speed rail. But, he’s confident things on the federal level will improve and states starving
for funding not only for high speed rail, but basic Amtrak service, will get much needed
help.


“The general public is way ahead of the politicians on this issue. That 9-11 has only
reinforced that, and that sooner or later, the administration is going to figure that out
and respond to it.”


(sound of trains)


Meanwhile, the Great Lakes states wait for the federal government to sort out Amtrak and
high speed rail service and it’s commitment to each. Michigan has been testing a stretch of
track between Detroit and Chicago for sometime. Now it’s Illinois’ turn to showcase the
baby steps they’re making in an attempt to get some kind of service up and running as soon
as possible.


For the Great Lakes Radio Consortium, I’m Willis Kern.

New Strokes for Personal Watercraft

A quieter, less-polluting personal watercraft is expected to hit show-room floors in February or March. The new machine is the first of several being manufactured in response to criticism of the small, fast boats. The Great Lakes Radio Consortium’s Lester Graham has more:

Transcript

A quieter, less-polluting personal watercraft is expected to hit show-room floors in February or March. The new machine is the first of several being manufactured in response to criticism of the small, fast boats. The Great Lakes Radio Consortium’s Lester Graham reports.


Critics’ say personal watercraft such as Jet Skis, Skidoos and Wave runners are too noisy, pollute too much and they’re involved in the bulk of boating accidents. The industry has been struggling to deal with the criticisms. The latest response changes the kind of motor that powers the craft. Until now, the personal watercrafts were all powered by two-cycle engines. They’re small and powerful, but inefficient. They fail to burn about 25-percent of their fuel, which is instead emitted into the water and air. Late this winter, Yamaha will begin selling -what’s being billed as– the world’s first four-cycle personal watercraft. The manufacturer says it will run about 80 percent cleaner than convention two-cycle engines and about 70-percent quieter. Other manufacturers soon will be offering similar models to meet federal requirements to reduce emissions and noise. For the Great Lakes Radio Consortium, I’m Lester Graham.

Laser Traces Jet Pollution

They’ve been used in cosmetic surgery, military technology or even justto play tag. But one of the latest uses for lasers is shining somelight on the way jet engines pollute. The Great Lakes RadioConsortium’s Wendy Nelson reports: