Species Avoids Being Prey

A new study in the journal Ecology finds that in the animal world,
there are worse things than being eaten alive. Rebecca Williams
reports:

Transcript

A new study in the journal Ecology finds that in the animal world,
there are worse things than being eaten alive. Rebecca Williams
reports:


Getting eaten by a predator might be bad, but it might be just the
beginning of the bad news for prey.


Scientists looked at the effects of an invasive species in the Great
Lakes called the spiny water flea. The water fleas eat tiny creatures
called daphnia. In the study, daphnia swam to deeper, colder water to
get away from the predator.


Scott Peacor is a fisheries scientist with Michigan State University
and the Great Lakes Environmental Research Lab:


“Prey of course do all sorts of things to avoid becoming a meal. In this case,
the daphnia swimming down to colder waters means they reproduce at much
slower rates. So that’s a major cost in this case.”


So instead of one daphnia getting eaten, the entire population is at
greater risk of dying off. And that’s bad because daphnia are a key
food source at the bottom of the Great Lakes food web.


For the Environment Report, I’m Rebecca Williams.

Related Links

Recycling Unused Paint

A new study by the Environmental Protection Agency shows that after a
typical painting project – there’s about ten percent of the paint
leftover. Mark Brush reports on an effort to set up collection centers
for unused paint:

Transcript

A new study by the Environmental Protection Agency shows that after a
typical painting project – there’s about ten percent of the paint
leftover. Mark Brush reports on an effort to set up collection centers
for unused paint:


Like a lot of people, I’ve got all these old paint cans down in my
basement.


(Sound of paint cans clinking)


I’m planning to take most of them to a nearby collection center, but
many cities don’t have a collection center. So, of the 65 million
gallons of leftover paint around the country, a lot of it gets dumped.


Scott Cassell is the executive director of the Product Stewardship
Institute:


“This paint is going into our waterways, it’s polluting the
environment, it’s wasting resources so we need to mine for titanium
dioxide and other ingredients in the paint again. I think if people
understood that, they would be more than willing to pay a nominal fee
for the proper management of this product.”


Cassell’s group wants a fee to be tacked on to every can of paint. He
says this so-called “eco fee” will help pay for a national paint
collection program. Many paint manufacturers say they favor the plan.


For the Environment Report, I’m Mark Brush.

Related Links

Polars Bearing Weight of Global Warming

  • These polar bears lives at the Pittsburgh zoo where food is plentiful. In the wild, however, global warming might be making it harder for the bears to find food. (Photo by Reid Frazier)

If global warming is represented by one symbol, it
might be the polar bear. It’s an icon of the North
Polar region. Now, federal biologists have asked that
polar bears be listed as threatened under the Endangered
Species Act. They’re the first species to be considered
for protection because of global warming. Reid Frazier
reports that the polar bear might help connect the
abstract idea of global warming with the concrete
actions of people in their homes:

Transcript

If global warming is represented by one symbol, it
might be the polar bear. It’s an icon of the North
Polar region. Now, federal biologists have asked that
polar bears be listed as threatened under the Endangered
Species Act. They’re the first species to be considered
for protection because of global warming. Reid Frazier
reports that the polar bear might help connect the
abstract idea of global warming with the concrete
actions of people in their homes:


(Sound of kids talking to polar bears)


Parents and children gather around a large window to watch Nuka and
Koda frolick in the aqua water tank. The polar bears are having a
blast. They splash and dive, play with foam toys, and duck their heads
underwater to look around. The young brothers are only two-years-old
and already they weigh 600 pounds each. These bears, born and raised in
zoos, eat about 18 pounds of food a day. But, their cousins in the wild
are finding food much harder to come by these days.


Henry Kacprzyk is a curator at the Pittsburgh Zoo. He wants crowds to
know just how fragile the bears’ situation is. Walking along a
boardwalk near the exhibit, Kacprzyk points to a sign. It welcomes
visitors to “Piertown,” a replica village designed to resemble a
growing Alaska fishing town:


“The thing to note here is the human population has increased from 110
to 1,712, on the other side the bear population has declined, from 1,784
to 368, which, the message there is, as humans increase in population in some
of the bears’ habitat, the bears go down. It’s a sad but true fact.”


The situation for the world’s 25,000 polar bears is increasingly dire.
Besides people crowding them out, overfishing has depleted arctic
waters of fish for seals to eat, and seals are the bears’ main source
of food.


But here’s the biggest problem: the polar ice cap is melting. That’s
depriving the bears of a main hunting ground. The vast majority of
scientists attribute this to global warming. They say the warming is
caused by a buildup in the atmosphere of greenhouse gases from burning
fossil fuels.


Scott Schliebe is a biologist with the Fish and Wildlife Service. His
team recommended polar bears be added to the protected list because
they’re losing their habitat. Schliebe says the bears need sea ice to
hunt seals. No sea ice means no food for the bears:


“They will wait at a breathing hole for a seal and wait until the seal comes up
and then catch the seal. They’re not effective at hunting seals in open
water, seals have the severe advantage of being able to outpace the polar bears in that environment.”


In areas with receding ice, polar bears are already hurting. Scientists
see the world’s polar bear population shrinking by a third in the next
50 years.


Back at the Pittsburgh zoo, the polar bears are a big hit with
visitors. They helped the zoo break an attendance record last year.
Curator Henry Kacprzyk hopes visitors tie their own behavior with the
plight of the arctic:


“It’s sometimes little things, as a general family, for instance, what you
can do is conservation of fuel and energy, keeping your lights off,
maybe living closer to work is a great idea. By choosing conservation
you can make a difference.”


The bears are popular with Cindy Jagielski, who’s visiting the zoo with
her small grandchild. Jagielski’s worried the bears will one day become
extinct but she admits she doesn’t know much about global warming:


“Maybe it’s just the Earth’s changing. I don’t know that industry has
anything to do with the melting of the ice there. Maybe it’s just a
natural occurrence.”


Despite some lingering doubts over what causes global warming,
polar bears are a popular cause. The Fish and Wildlife Service has
already received 40,000 emailed comments since it proposed protecting
the species. The Service will make its final decision on protecting
polar bears by next January.


For the Environment Report, this is Reid Frazier.

Related Links

Promoting a New Biofuel Crop

Most efforts to reduce dependence on foreign oil have been focused on alternative energy sources like solar, wind, or corn-based ethanol, but some conservationists have another crop in mind: grass. Brad Linder reports:

Transcript

Most efforts to reduce dependence on foreign oil have been focused on alternative energy sources like solar, wind, or corn-based ethanol. But some conservationists have another crop in mind: grass. Brad Linder reports:


Scott Singer is on a mission to promote switchgrass as an alternative to fossil fuels. Singer’s a wildlife biologist with the US Department of Agriculture. He says the tall grass grows in most parts of the US, even in harsh conditions such as when there’s a drought.


Most importantly, Singer says switchgrass can easily be converted to fuel that’s cleaner to burn than coal. He says it’s a good crop to grow, because it takes less time to plant and harvest.


“You also reduce energy use for farmers out there, saving them money and basically saving energy which is generally fossil fuel driven in the field.”


Singer’s working on a pilot project to demonstrate the technology. He says fuel pellets made from switchgrass can be used in stoves that usually burn wood or power plants that usually burn coal.


For the Environment Report, I’m Brad Linder.

Related Links

Part 2: Upgrading Electric Hybrids

  • A concept car powered by a lithium-ion battery. (Photo courtesy of hybridcars.com)

Hybrid cars have become almost a symbol of environmentalism on the road. Powered by a gas-electric hybrid motor, these cars get up to 60 miles per gallon or better. Those gas savings come largely thanks to a battery. Now, people in the auto industry are looking at the next generation of battery that could push the gas savings even higher. Dustin Dwyer has this look at how batteries are cutting down on the need for oil:

Transcript

Hybrid cars have become almost a symbol of environmentalism on the road. Powered by a gas-electric hybrid motor, these cars get up to 60 miles per gallon of gas or better. Those gas savings come largely thanks to a battery. Now, people in the auto industry are looking at the next generation of battery that could push the gas savings even higher. Dustin Dwyer has this look at how batteries are cutting down the need for oil:


For about a hundred years now, the auto industry in the United States has been associated with a certain kind of vehicle – a vehicle that’s big, powerful and chugs a lot of gas. It’s all been based on the internal combustion engine.


Now, that model is being challenged. It involves a number of technologies, but the first to really break through has been the hybrid. Hybrid cars and trucks still have an internal combustion engine under the hood, but the engine is paired with a battery. Of course, it’s not just a battery like the batteries that have always been in cars. The batteries in hybrids are called nickel metal hydride batteries (NiMH).


One company that makes them is Cobasys. On a factory floor a little less than an hour north of Detroit, Cobasys engineer Scott Lindholm explains what makes these batteries different.


“Basically the big advantage of nickel metal hydride in a hybrid vehicle environment is it can do millions of charge and discharge cycles. Where, if you buy a battery for your flashlight or your radio, you really just charge it once as your primary battery. This will accept charge and give you power multiple times.”


That ability to be recharged, and emit energy from a battery that weighs less than in previous generations has made all current hybrid vehicles possible. For hybrid owners, that’s meant better gas mileage, and lower emissions.


The battery itself isn’t exactly new; the technology was first introduced in the early 1980s. It’s taken almost until now for car companies to realize the full potential of nickel metal hydrides, but this isn’t the final step. Bradley Berman is editor of hybridcars.com. He says the next wave of batteries is coming from the world of iPods and laptops.


“It’s already out there in small electronic devices, and the big question is can it scale up for an automotive application? And the race is on to make that happen.”


Many say these lithium-ion batteries have the potential to be cheaper, lighter and more powerful than today’s nickel metal hydride batteries. The problem with them right now is safety. You might remember hearing something recently about batteries in laptop computers exploding. Well, those were lithium-ion batteries, and bigger, more powerful batteries in cars could mean a higher chance of catching fire for lithium-ion batteries.


Berman is confident that problem can be overcome, and he says we could see these kind of batteries in cars within 4-8 years. And that could mean big changes in gas mileage for hybrid owners. Berman says while the current generation Prius gets 60 miles per gallon in the city, lithium-ion batteries could get the next generation up to 80 miles per gallon. And the next step, a new plug-in car.


“If one of these carmakers comes through with some limited capacity for plugging in, which means you could charge more of it up, and you could use more of the battery on a regular basis, you’re starting to approach maybe triple digits.”


Some argue that plugging in just moves the environmental harm elsewhere. Instead of using gas to power your car, you’d generally be using coal or nuclear power from your local energy company. But supporters say that still leads to lower overall emissions.


Also, hybrid technology for cars doesn’t come in a vacuum. It can be combined with new biofuels, or eventually hydrogen. That could mean significantly cleaner cars – even cars with zero emissions. But just like the development of the nickel-metal hydride battery, these technologies could take a number of years before they’re ready.


For the Environment Report, I’m Dustin Dwyer.

Related Links

China Exporting Dangerous Metal

US environmental groups and regulators are concerned about lead in products imported from China. Lead is commonly used in Chinese manufacturing because it’s cheap and flexible. Rebecca Williams reports:

Transcript

US environmental groups and regulators are concerned about lead in products imported from China.

Lead is commonly used in Chinese manufacturing because it’s cheap and flexible. Rebecca

Williams reports:


Earlier this year, a Minneapolis boy died from lead poisoning after swallowing a toy charm sold with a

pair of Reebok shoes. The charm was found to be 99% lead.


Scott Wolfson is a spokesperson for the US Consumer Product Safety Commission. He says the

commission’s especially concerned about imported toy jewelry made with lead.


“We are an agency responsible for recalling over 160 million pieces of children’s jewelry over the past

three years. Much of it has actually come from China.”


Wolfson says the commission is pressuring Chinese government officials and manufacturers to

switch to alternate metals.


The Sierra Club is suing the US government to stop the sale of toy jewelry made with lead.


For the Environment Report, I’m Rebecca Williams.

Related Links

Saving Farmland From Sprawl

  • DeKalb County, close to Chicago in Illinois, is facing rapid urban sprawl. (Photo by Lester Graham)

Some counties near big cities are trying to save farmland from being developed into sprawling suburbs. Lester Graham reports the problem is finding money to fund programs that would preserve the rural character of an area:

Transcript

Some counties near big cities are trying to save farmland from being developed into
sprawling suburbs. Lester Graham reports the problem is finding money to fund
programs that would preserve the rural character of an area:


The real value of land as farmland is a lot less than what a developer will pay for the land
to use it to build strip malls, big box retail stores, or subdivisions of wallboard mansions.
Farmers are tempted to sell when it means they’d make more money off the land selling it
to developers than they would farming for the rest of their lives, but many feel they’re forced into the situation. They don’t really want to give up life on
the farm. They just feel they’d be foolish to keep farming when they could make so much
money selling to a developer.


Some counties that want to preserve the rural character of their area are putting together a program
that helps farmers by paying them some of that difference between farmland value and
development value. It’s called the purchase of development rights.


Usually, local governments, sometimes state, pay farmers to waive that right to develop
the land forever. No one can build on it. The land has to be kept as open space.


There are lots of reasons state, county and city and township governments might want to
do that. Some politicians want to make sure their communities continue to be surrounded
by scenic green space. Some want to preserve the rural character of their community.
Some want to make sure they have a source for locally grown food.


Scott Everett is with the American Farmland Trust. He says it can come down to simple
economics. Some politicians like purchase of development rights for lower taxes:


“Because we won’t have to add public services. Cows don’t go to school. Chickens don’t
dial 9-1-1. Corn, wheat and soybeans need a lot less fire and police protection than
residential development.”


Everett says purchase of development rights is a long term plan and if a county sees its
farmland might be threatened in the future, it better get busy now:


“In an urban-influenced county, you know, there’s a county next door to a big
metropolitan area maybe like Chicago, one of the things that really ought to be happening
to counties that are next to that county is some planning needs to take place. It
takes a very long time for a purchase of development rights program to take ahold.”


We found a place that fits that description exactly. DeKalb County is on the fringes of
the Chicago metropolitan area. The counties between it and the city are seeing incredible
development pressures. Farmland is being gobbled up at a rate almost unparalleled in the
nation. DeKalb County is trying to draw a line that would stop urban sprawl and allow only
carefully planned growth.


Pat Vary is a DeKalb County board member. She’s watched as counties closer to
Chicago have gone from farmland to urban sprawl in almost no time. She doesn’t want that to happen to
DeKalb County and she says most of the towns don’t want that:


“Most of the municipalities have said, ‘We want to grow this far, but we want to keep
green space around us and we don’t want to go much further than that.’ There’s lots of
pressure from developers right now.”


Vary, who’s also a biologist, says as the population grows and farmland is lost, she sees a
moment in the future where land that produces food is going to be a lot more valuable
than it is today:


“I really think that in about thirty years, forty years from now, that an acre of farmland in
DeKalb County will be worth more than an acre of downtown Chicago. You can’t eat
buildings. You can’t eat pavement. People are going to need to eat. I really believe it’s
critical, it’s vital to do something fairly fast.”


But, as we heard earlier, it takes a while to get a purchase of development rights program
rolling. It has to be funded, usually from several levels of government, and then you
have to persuade farmers that dedicating their land to only growing crops is the right
thing to do.


Scott Everett with American Farmland Trust says successful purchase of
development rights start out slowly, but gain popularity after everyone sees how it works:


“It’s one of these programs where once one farmer does it, the other farmers next door
and the neighboring farmers really start taking a look at it and saying to themselves ‘You
know, if they’re going to make the commitment, I will, too.'”


But Everett warns, if your county is one of those urban-influenced counties, if a
purchase of development rights program isn’t put in place and funded soon, your
farmland will be gobbled up by gridlock, strip malls, and dotted with residential suburbs
that often cost the government more in infrastructure and additional services than the new
real estate taxes will ever pay for.


For the Environment Report, this is Lester Graham.

Related Links

Utilities React to Air Pollution Case

A group of electric utilities hopes the EPA appeals a recent ruling in a major air pollution case. Coal-burning power plants, refineries and older factories are watching the case closely. The GLRC’s Chuck Quirmbach reports:

Transcript

A group of electric utilities hopes the EPA appeals a recent ruling in a major air
pollution case. Coal-burning power plants, refineries and older factories
are watching the case closely. The GLRC’s Chuck Quirmbach reports:


A court in Washington D.C. recently ruled against the EPA’s plan to
make changes in the new source review portion of the federal Clean Air
Act. The Bush Administration had wanted to make it easier for utilities to
make major upgrades at power plants without having to install expensive
pollution controls. But fourteen states worried the plants would just get
bigger and pollute more…so they had sued the EPA.


The Electric Reliability Coordinating Council represents some power
companies across the U.S. Council Director Scott Segal says the federal
agency ought to appeal the new source ruling.


“Because they would not want this court case to stand as a principled
statement of environmental law.”


Environmentalists have cheered the recent court decision on new source
review, but said they expected it would be a while before utilities and the
EPA would accept the decision.


For the GLRC, I’m Chuck Quirmbach.

Related Links

Supreme Court to Hear Landmark Wetlands Case

  • The U.S. Supreme Court is hearing a case that will determine how much power the federal government has over isolated wetlands - wetlands that aren't adjacent to lakes or streams. (Photo by Lester Graham)

On Tuesday, the U.S. Supreme Court will hear arguments that could decide which wetlands the federal government can regulate. The case before the court involves a couple of construction projects in the state of Michigan, but it’s being followed closely throughout the country. The Great Lakes Radio Consortium’s Michael Leland has more:

Transcript

On Tuesday, the U.S. Supreme Court will hear arguments that could
decide which wetlands the federal government can regulate. The case
before the court involves a couple of construction projects in the state of
Michigan, but it’s being followed closely throughout the country. The
Great Lakes Radio Consortium’s Michael Leland has more:


The federal Clean Water Act is supposed to stop people from polluting
streams, wetlands and other waterways that are connected to the
country’s major lakes, rivers and coastal areas, but what if the wetland in
question is located 20-miles from the nearest major waterway? Is it
covered by the Clean Water Act? That’s the question the court will
consider.


In the 1980’s John Rapanos started moving sand from one part of
property he owned in Michigan to another, to fill in some wetlands. He
wanted to sell the land to a shopping mall developer. Trouble is, he
didn’t get permits from the Army Corps of Engineers to fill in the
wetlands. The government says he should have.


“The property has a drainage ditch that runs through it…”


Robin Rivett is a lawyer for the Pacific Legal Foundation. It’s a
property-rights group that is representing Rapanos.


“And because of the movement of the sand on the property, which is
characterized as wetlands, the government came in and has prosecuted
him for actually discharging fill material into the navigable waters.”


Rapanos was charged with violating the Clean Water Act. Washington is
demanding 13-million dollars in fines and fees, and wants him to set
aside about 80-acres as wetlands.


In another case, that’s been combined with the Rapanos matter,
developers in Southeast Michigan were denied permits to fill in wetlands
so they could build a condominium complex. That site is about two
miles from Lake St. Clair, which lies between lakes Huron and Erie.


In both cases, the federal government says the sites fall under the Clean
Water Act because they’re located near navigable waters. Actually, that
term – navigable waters – has evolved over the years and come to mean
“interstate or intrastate waters,” along with their wetlands and tributaries.


The plaintiffs, their attorneys and supporters say the land should be
governed by state environmental regulations, rather than the federal
Clean Water Act, but on the side of the government in this case is 35
state governments, along with many environmental and conservation
groups.


Jim Murphy is a lawyer for the National Wildlife Federation. His group
has filed briefs on behalf of more than a dozen organizations that support
the federal position.


“What is at stake here is the ability of the act to protect the vast number
of tributaries that flow into navigable waters and the wetlands that
surround and feed into those tributaries. If those tributaries and wetlands
aren’t protected under the federal Clean Water Act, it becomes difficult if not
impossible under the Clean Water Act to achieve its goal to protect water
quality.”


Murphy says if the Supreme Court rules that Congress did not intend to
protect wetlands like the ones in this case, then about half the wetlands in
the country could lose their federal protection. Murphy and others on his
side worry that wetlands could begin disappearing more quickly than
they already do today.


Scott Yaich directs conservation programs for Ducks Unlimited – a
wetlands protection group.


“The landowners who have those wetlands would no longer be subject to
getting the Corps of Engineers to review, so essentially they could do
anything they wanted.”


The lawyers for the landowners don’t see it that way. The Pacific Legal
Foundation’s Robin Rivett says individual states would have something
to say.


“I believe there are 47 states that have their own clean water programs.
If it is clear that the federal government doesn’t have jurisdiction over
local waters, the states will step in to protect those waters.”


Maybe they will; maybe they won’t, say environmental groups. They
fear a patchwork of water protection laws. They say it could mean
polluted water from a state with weaker laws could flow into a state with
stronger water protection laws.


Jim Murphy of the National Wildlife Federation.


“The Clean Water Act provides a floor. It provides comprehensive
protection, a floor beyond which states must maintain that level of
protection.”


Those who support the property owners in this case say it’s about more
than clean water – it’s also about land use. They say if the court rules
that waterways and wetlands are interconnected and all deserving of
protection under the Clean Water Act, then what could be left out?


Duane Desiderio is with the National Association of Home Builders,
which has filed briefs supporting the property owners.


“All water flows somewhere. Every drop of water in the United States,
when it goes down the Continental Divide, is going to drain into the
Atlantic Ocean, the Pacific Ocean, or the Gulf of Mexico. Pretty much.”


Both sides are hoping the Supreme Court provides a clear definition of
which wetlands and tributaries Congress intended to protect when it
passed the Clean Water Act. A decision is expected this summer.


For the GLRC, I’m Michael Leland.

Related Links

Car Sharing Gets Profitable

  • Through car sharing programs, users rent cars on an hourly basis. (Photo courtesy of Zipcar)

There’s nothing unusual about renting a car by the day.
It’s commonplace at airports nationwide, but for most Americans,
renting a car by the hour is a strange notion. Renting a car by the hour
is often called “car sharing.” Car sharing is good for the environment
because its users only get the car when they need the car. They usually
take buses and bikes to get around. Car sharing has caught on in a few big
cities on the east and west coasts. That’s largely due to the efforts of a pair
of private companies, Zipcar and Flexcar. Now those firms are poised to
expand their operations. The Great Lakes Radio Consortium’s Todd Melby
has this report:

Transcript

There’s nothing unusual about renting a car by the day. It’s
commonplace at airports nationwide, but for most Americans, renting a
car by the hour is a strange notion. Renting a car by the hour is often
called “car sharing.” Car sharing is good for the environment because its
users only get the car when they need the car. They usually take buses
and bikes to get around. Car sharing has caught on in a few big cities on
the east and west coasts. That’s largely due to the efforts of a pair of
private companies, Zipcar and Flexcar. Now, those firms are poised to
expand their operations. The Great Lakes Radio Consortium’s Todd
Melby has this report:


For the past six months, a nonprofit called the Neighborhood Energy
Consortium has had the Minneapolis/St. Paul car sharing market to itself.
The non-profit group has raised about $450,000 to buy 12 cars. Those
energy-efficient hybrids have attracted about 140 people to join the
HourCar program. That’s Hour with an “H.”


(Sound of bus stop and rumble of passing truck)


On this Saturday morning, Mary Solac is shivering at a bus stop, waiting
for a ride to go pick up her HourCar. Despite the obvious inconvenience,
she says it’s worth it.


“You don’t have to worry about insurance. You don’t have to worry
about gas. It’s like okay, I’m paying what I’m paying and I don’t have to
worry about fixing the blasted car either.”


After a short bus ride, Solac does have to worry about more mundane car
concerns… such as scraping the ice and snow off the window.


(Sound of ice/snow scraping on the windshield)


To date, Solac’s only choice for renting a car by the hour has been
HourCar. That’s about to change.


The nation’s largest car sharing company — Zipcar of Boston — is
invading HourCar’s Minneapolis turf. Nearly 50,000 people now take
turns driving about 500 Zipcars, mostly in Boston, New York and
Washington, D.C.


Scott Griffith is the CEO of Zipcar.


“Over the last several years, we’ve really focused on those cities and getting
them past profitability, past the break even point, to prove that at the
metro market level, that we can make money in this business.”


That track record enticed a venture capital firm to invest $10 million in
Zipcar.


Another big new company is also getting an influx of cash. The nation’s
second-largest car sharing company — Flexcar of Seattle — is about half
as big as Zipcar. It too has a new investor: AOL Founder Stephen Case.
He rented a Flexcar, liked it and bought the company.


In Chicago, Flexcar has paired with a local nonprofit to put 47 cars on
the street.


Zipcar, meanwhile, is also trying to get into Chicago. It wants
government agencies in the Windy City to commit to using its cars
before entering the market. The company hopes that happens sometime
this year.


Business professor Alfred Marcus at the University of Minnesota says it’s
not unusual for emerging businesses to seek government help like this.


“To get this sector going, to stimulate it, it makes sense for their to be
some public involvement, but you would hope this could take off on its
own. I think this is transitional – these public and private partnerships,
and that’s very typical when industries start.”


In Minneapolis/St. Paul, the University of Minnesota is guaranteeing
Zipcar a $1,500 per month per vehicle subsidy, but once Zipcar meets the
$1,500 minimum, that subsidy goes away. Zipcar says it expects to do
just that in three months.


At the moment, Zipcar is growing fast. It had revenues of about $15
million in 2005. CEO Griffith says it expects to double that this year, but
Alfred Marcus with the University of Minnesota says over the long-term,
Zipcar faces big hurdles.


Zipcar has only had success in large, densely-populated cities. Its target
market is young people without cars who are highly price sensitive, and
then there’s the question of where to keep the cars. They have to be
conveniently located to the people who might want to use them.


Marcus says that if these start-ups continue to grow, someday they might
be gobbled up by bigger companies.


“The ultimate aim of Flexcars or Zipcars may be to build up a fringe
business, get it going and have a rental car company buy them or have even
have a conventional automobile company by them.”


But the car-sharing company owners say they have other plans. Zipcar
boss Scott Griffith says he’s working on a 10-year plan to make Zipcar an
international company. Flexcar owner Stephen Case says he bought that
firm “to build it” and not to “flip it.”


For the GLRC, I’m Todd Melby.

Related Links