Heat Island Science

  • A city like Las Vegas is actually cooler than the desert, because of all the lawns and trees inside the city. And a city like Chicago is hotter than the tree-lined suburbs surrounding it. (Photo courtesy of NASA)

Not all heat island effects are
the same. But, Rebecca Williams
reports, NASA scientists have
found there’s one thing all cities
can do to cool things down:

Transcript

Not all heat island effects are
the same. But, Rebecca Williams
reports, NASA scientists have
found there’s one thing all cities
can do to cool things down:

The NASA scientists found the heat island effect is much less intense in hot, dry parts of the country.

A city like Las Vegas is actually cooler than the desert, because of all the lawns and trees inside the city. And a city like Chicago is hotter than the tree-lined suburbs surrounding it.

It’s all about trees. Shady trees cool things down.

Lahouari Bounoua is one of the researchers.

“One of the most simple and natural ways of mitigating the excess heat is to plant trees within the cities.”

He says the key is to make sure the trees you plant are well adapted to the region, so you don’t end up wasting water. He says that’ll be even more important as the climate continues to change.

For The Environment Report, I’m Rebecca Williams.

Related Links

Big Apple Tree-Huggers

  • One NYC artist recruited arborists and neighbors to record messages about the city's trees. She placed markers in the cement listing numbers to call to hear the recordings. (Photo by Samara Freemark)

Trees along big city streets have a rough
life. Between pollution, development,
and vandalism, street trees die off at
a pretty alarming rate. One New York
artist thinks if people knew more about
street trees, they’d appreciate them more –
and treat them better. Samara Freemark reports from New York’s “Tree
Museum”:

Transcript

Trees along big city streets have a rough
life. Between pollution, development,
and vandalism, street trees die off at
a pretty alarming rate. One New York
artist thinks if people knew more about
street trees, they’d appreciate them more –
and treat them better. Samara Freemark reports from New York’s “Tree
Museum”:

When artist Katie Holten was commissioned to do a piece commemorating Grand Concourse boulevard in the Bronx, the first thing she thought of was trees. The Concourse, after all, is lined with them. The problem was, no one else seemed to notice they were even there.

“I had conversations with people who were sitting under the trees for the shade. And I’d ask them about what they thought of the trees. And they would say, ‘oh, there aren’t any trees on the concourse.’ But they were sitting underneath one.”

And if people did notice the trees, they weren’t always thrilled they were there.

“Kids told me that trees should all be chopped down because they couldn’t see the view. A teacher told me that all trees were the same, that there was only one kind of tree.”

People didn’t pay much attention to the trees. When they did, they often abused them – which is pretty common treatment for the trees that line city streets. People pin street trees with flyers. They spray trees with grafitti. They chain their bikes around trees, stripping their bark. City buses jump curbs and plow into trees. And developers chop them down to put up new buildings.

“You can’t just stick a tree in the ground and hope for the best. It’s a really tough environment.”

In fact, half of all trees planted in New York City die.

Holten figured one way to protect street trees was to get people to understand all the good that trees do.

So she recruited arborists and neighbors to record messages about the Grand Concourse’s trees. She placed markers in the cement listing numbers to call to hear the recordings. And she called the whole thing the Tree Museum.


“There are 100 trees along the 4 miles. And each of the trees gets a small marker. So we can walk up here to 165th street and I’ll show you one. Here’s one of the markers- nice and dirty.”

(sound of dialing in)

We dial and hear…

“I’d like to a moment to say thank you to this tree. This tree is busy cooling the air and helping to keep the river clean. The leaves in the canopy above are pulling water out of the air, reducing humidity, like an AC.”

It’s not really clear how many people are actually calling in to the museum, or whether the recordings are changing anyone’s mind. But it’s a start.

Joyce Hoagy lives further up the Concourse. She recorded a message for tree number 31. And now she feels kind of possessive of it.

“This is my tree. It’s a honey locust and I’m identified by it.”

Hoagy says Bronx trees have been under particular threat lately. This year the city cut down hundreds of mature oaks to make room for the new Yankees stadium.

“One street had these giant oaks, and they formed this canopy. And on the hottest day of the year you could walk down…people didn’t know what they had till it was gone.”

So now Joyce Hoagy’s spreading the word about the Tree Museum too. She hopes it will give her neighbors a hundred reasons to care about trees around them – and watch out for them.

For The Environment Report, I’m Samara Freemark.

Related Links

Parks in Parking Spaces

  • Every other day of the year, this little green oasis in Brooklyn is a parking space. (Photo by Norah Flaherty)

On September 18th, thousands of
people around the world will spend
the day sitting in parking spaces –
without their cars – as part of an
annual event called “Parking Day.”
The idea is to spark a conversation
about how we’re using our public spaces.
Nora Flaherty attended
last year’s Parking Day, and here’s
what she found:

Transcript

On September 18th, thousands of
people around the world will spend
the day sitting in parking spaces –
without their cars – as part of an
annual event called “Parking Day.”
The idea is to spark a conversation
about how we’re using our public spaces.
Nora Flaherty attended
last year’s Parking Day, and here’s
what she found:

(sound of park)

Last year at about this time, this little park on a busy Brooklyn
corner was packed. Packed with people like freelance writer Karen
Sherman. She was sitting cross-legged in the grass and just
beaming.

“Amazing! And the sun’s out and it’s this beautiful fall day and I
wish we could do it every day.”

But she couldn’t have done it every day— that little park was
temporary. Every other day of the year it’s a parking space.

In New York City last year, there were more than 50 parking day
parks – some with grass and fences, some with tents and lawn
chairs. And they didn’t just spring up overnight – as much as it
might have looked that way.

A few days before last year’s parking day, planning was underway
at a Brooklyn coffee house.

“So how long do we think it’s going to take to set up?”

Sod needed transporting, city permits needed confirming, and—
because of New York City’s unusual parking regulations—the
parking place had to be staked out at 3 am.

Anne Pope is the director of Sustainable Flatbush – the
organization that put together the parking-spot park in Brooklyn.
She says although Flatbush is one of the greenest neighborhoods in
Brooklyn, there aren’t a lot of public, green places where people
can just go and hang out.

“If you walk around the neighborhood you’ll say, ‘wow there’s so
much greenery and green space,’ but if it doesn’t happen to be
attached to a house you own you can’t access it.”

(sound of child fingerpainting)

So on Parking Day last year, parking spaces did become a place to
hang out, for adults, and for kids like brother and sister Quinn
Isreal and Yusuf Francis.

Quinn: “Whoa, Yusuf, you’re pushing me.”

Yusuf: “Whoopsie, sorry.”

Quinn: “It’s okay.”
They had just moved here from Georgia, and Quinn said this park,
with its soft grass, was a nice change from New York’s mostly
concrete playgrounds.

“‘Cause usually in parks when you fall you hurt yourself, but in
this park you don’t hurt yourself if you fall down, you’re going to
fall down on the grass.”

Now, finding a parking space on any day in New York City is
competitive.

Matt Shafer is with the Trust for Public Land – they were one of
the major sponsors of last year’s Parking Day. He says that not
everyone is thrilled to find they can’t find a place to put their car
because people are hanging out in parking spaces.

“Some people don’t quite grasp the concept of parking day; that’s
perfectly fine. In most cases it’s, ‘why are you taking up our
parking space?’”

For some people, though, the biggest disappointment is that the
little parking space park is gone the next day. Keka Marzigal is
with Sustainable Flatbush.

“A kid came by after school and he said, ‘this is so fun, we can
come here tomorrow and do our homework!’ and it really got me!”

There was no tomorrow for that little park. But, that kid might just
find another one this year as more people convert parking spaces
into parks for a day.

For The Environment Report, I’m Nora Flaherty.

Related Links

Farm Eases Transition for Refugees

People who come to the United States to escape persecution in their home country often face two major adjustments: Life in a new country, and life—for the first time—in a major city. A farm in Illinois takes part in a program designed to ease that transition. The Great Lakes Radio Consortium’s Chris Lehman reports:

Transcript

People who come to the United States to escape persecution in their
home country
often face two major adjustments: Life in a new country, and life—for
the first
time—in a major city. A farm in Illinois takes part in a program
designed to ease
that transition. The Great Lakes Radio Consortium’s Chris Lehman
reports:


The demons of torture were threatening to rob Thaddee Essomba of his
life.
Essomba was a political activist in the West African nation of
Cameroon.
Someone evidently didn’t share Essomba’s views, and they wanted to make
him
pay.


Essomba fled Cameroon, leaving behind his home, his family, and
everything he
knew. He didn’t stop running until he arrived in Chicago.


Chicago was unlike anything Essomba had ever seen. Skyscrapers,
apartment
complexes and elevated trains were all new to him. Miles and miles of
concrete
and asphalt surrounded him. Adjusting to life in the city was almost
as difficult as
adjusting to life in a new country. All this, while trying to recover
from the
physical and psychological scars of torture.


Then, Thaddee Essomba discovered the farm.


(sound of farm fades in)


“For me to come here is really to go back to the source. Because when
you live in
the city, you know you get a little bit, you like to be in touch with
the nature. And
really I was missing that.”


(sound of goats)


The farm is called Angelic Organics. For the past decade it’s been
hosting visitors
from the Marjorie Kovler Center for Survivors of Torture in Chicago.
The Center
helps people fleeing persecution to recover and re-settle in the United
States.
People come to the center from all over the world. Many of them are
from rural
areas and aren’t used to living in a city.


Tom Spaulding is a former volunteer at the Kovler Center. He now works
at
Angelic Organics Farm. He says a visit to the farm can be a key stop
on the road
to recovery for torture victims.


“They’re living now in Chicago in a huge metropolitan area, and they’re
from rural
backgrounds, and some of them are farmers. And to be on a farm that’s
somewhat
like what they were used to back home—because it’s a small farm, it’s
diversified
vegetables and livestock. And so it’s, maybe it’s just because it
touches a lot of
things from peoples’…what was familiar from back home. And maybe that
in a
sense helps.”


For many of the people here, it’s a familiar setting. John Fallah
fled a civil war in
Liberia two years ago. He had to leave his family behind when he
escaped.
While he says he enjoys life in Chicago because he doesn’t feel
threatened
anymore, Fallah says the farm reminds him of home…


“I’m very much impressed of what I am seeing on this farm. There is no
difference from how we do the farming in Africa and here.”


(sound of chickens, goats)


This was Fallah’s first visit to the farm. Some of the Kovler Center’s
clients have
made the 80-mile trip from Chicago many times. Thaddee Essomba says
the farm
has become an important part of his life.


“When I came here you know I feel myself very relaxed. I enjoy myself,
you
know, my soul was really in touch with the nature, and I feel very
happy you
know and why sometime every year I try to come back to be, to feel that
sensation.”


For Essomba and the other survivors of torture, that sensation can be
an important
part of the healing process.


Essomba has even found a way to give back to the community surrounding
the
farm. He’s been teaching area kids about life in his native country.
It’s a land far
away, a place the kids have probably even never heard of. But as
Essomba has
learned, the nation of Cameroon has some very important things in
common with
the rural Midwest.


For the Great Lakes Radio Consortium, I’m Chris Lehman.

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.

Hidden Costs of Sprawl

  • Economists and urban planners are beginning to look at the hidden costs of sprawl. They're finding many people pay, but only a few benefit from the costs. Photo by Lester Graham.

Even if you don’t live in an upscale suburb in a sprawling metropolitan area, you’re likely paying to support that suburb. Economists and urban planners find there are hidden costs that are not paid by the people who live in those suburbs. Instead, much of the costs are paid by the majority of us who don’t live there. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

Even if you don’t live in an upscale suburb in a sprawling metropolitan area, you’re likely paying to support that suburb. Economists and urban planners find there are hidden costs that are not paid by the people who live in those suburbs. Instead, much of the costs are paid by the majority of us who don’t live there. The Great Lakes Radio Consortium’s Lester Graham reports:


If you just bought a home that cost hundreds of thousands of dollars in a neighborhood of similar big expensive houses… you probably think you’ve already paid your fair share to attain the good life. The mortgage is a monthly reminder. And the real estate taxes are another. But the price you’re paying is just the beginning of the costs that make it possible for you to live there. Much of the rest of it is paid by people outside of your suburb; people who never realize the benefits.


Myron Orfield is the author of the book “American Metropolitics: The New Suburban Reality.” He says the people who live in the upscale suburbs get the advantages of the good schools and the nice roads… but they don’t pay all of the underlying costs. Much of that is passed on to others…


“Most of us don’t-aren’t able to live in the communities with 400-thousand dollar houses and massive office parks and commercial industrial. Only about seven or eight percent of us can afford to live there and the rest of the region really pays the freight for that.”


That’s because the rest of the region pays the county and state taxes that make the roads and nice schools possible. Orfield says a residential area alone doesn’t generate enough tax revenue to pay the full costs.


“So we all subsidize that development and so when all the resources of the region concentrate in six or seven percent of the region’s population, it really hurts the vast majority of the people.”


And while the cost of supporting the upscale neighborhoods is substantial, that’s just the beginning of the hidden costs of sprawl.


In most cases, those nice suburbs are nice because they’re situated away from the hub-bub of the daily grind of work and traffic and hassle. The people who live there might have to drive a little farther to get to work, but, hey, when they DO get home, it’s a complete escape, worth the extra drive time. Right?


William Testa is an economist with the Federal Reserve Bank in Chicago. As an economist, he measures things by how efficient they might be. He says driving a little farther from the nice suburbs to work and back wouldn’t necessarily be a bad thing.
“If people want to travel further because they can live better, then it’s their choice and they feel they live better with a longer commute, then we wouldn’t necessarily call that an inefficiency. When it can be inefficient is when people don’t pay
for the costs of their own travel.”


And that’s the rub. If you decide to drive 30 miles to work instead of ten miles, the taxes on the extra gasoline you burn don’t begin to pay the extra costs of that decision… Again, William Testa…


“The spill-over costs that they don’t internalize when you decide to get in your car and drive someplace, such as to your job, is environmental degradation, the cost of road maintenance isn’t directly paid for when you decide how many miles to drive, maintain the road, the police, ambulance services and the like. So, economists would say that driving is not priced correctly to have people efficiently choose how many miles they choose to drive.”


While urban sprawl’s economic costs to society are substantial, there might be larger costs.


When an upper-middle income family chooses to live in an enclave of others in their tax bracket, it’s a given that the people who teach their children, who police the neighborhoods, and fight the fires are not going to be able to afford to live there.


In fact, those who would work in the restaurants and at the service stations in many cases can’t take those jobs because they can’t afford the housing and they can’t afford the commute.


Emily Talen is an urban planner at the University of Illinois. She says
that’s a cost that can’t always be measured in dollars and cents. It’s a separation of the haves and the have-nots.


“Social cost is that fragmentation, that separation, that segregation really on an income level more than anything else.”


Talen says when people decide they can afford the good life in the nice suburb, the new American dream, they often only think of their own success, but not about the costs to others.


“This is what our nation is founded on. I mean, it is founded on the pursuit of happiness and I think that that has been kind of problematic for people thinking in terms of their own individual happiness rather than issues about the common good.”


And so, Talen says when a town decides it will only allow expensive houses to be built, it’s decided that all labor for its services will be imported from out of town. The expense of that decision is borne by everyone else… especially the lower-income people forced to commute.


William Testa at the Federal Reserve Bank in Chicago says in the end, that cost might be the greatest one to society at large.


“This, it seems to me, is un-American and very un-democratic and something that we ought to think about very seriously. Could we really live with ourselves in a society where there aren’t housing options available for people to make a livelihood, to follow the opportunity for their livelihood.”


The experts say there’s nothing wrong with pursuing the good life, as long as everyone is paying their fair share of the cost. They say right now, that’s not happening… and those who never benefit from a pleasant life in the suburbs are paying much of the cost for others to do so.


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

HIDDEN COSTS OF SPRAWL (Short Version)

  • Economists and urban planners are beginning to look at the hidden costs of sprawl. They're finding many people pay, but only a few benefit from the costs. Photo by Lester Graham.

Economists and urban planners are beginning to calculate some of the hidden costs of urban sprawl to society. The experts say those costs are often borne by people who don’t enjoy the benefits of living in the expensive new suburbs. The Great Lakes Radio Consortium’s Lester Graham reports:

Transcript

Economists and urban planners are beginning to calculate some of the hidden costs of urban sprawl to society. The experts say those costs are often borne by people who don’t enjoy the benefits of living in the expensive new suburbs. The Great Lakes Radio Consortium’s Lester Graham reports:


When a town in a sprawling metropolitan area limits development to big expensive houses, that means the people who work in the service stations and the restaurants have to live somewhere else. They are forced to commute. That means a greater demand for roads. And that costs all of us. William Testa is with the Federal Reserve Bank in Chicago. He says an even greater cost is lost opportunity for those who can’t even afford to make the commute to the jobs…


“The higher costs may be on people in the inner-city – or wherever – in low-income areas who can’t afford to live close to the places where the job demand is, where the jobs are being created.”


Testa says developing suburbs should consider building affordable housing for workers. If that doesn’t happen, he says society should find a way for those suburbs to pay the cost of their decisions.


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