Dr. Tanya Berry says the thing that most often kept people from walking was the feeling that there are too many cars on the street. (Photo courtesy of Nathan Johnson, iWalk)
Researchers tell us one way to stay trim is to walk more often. But that’s hard in some neighborhoods – maybe sidewalks are bad or there’re no stores to walk to. Shawn Allee found one researcher who thinks what really stops us … is actually in our heads.
Transcript
Researchers tell us one way to stay trim is to walk more often.
But that’s hard in some neighborhoods – maybe sidewalks are bad or there are no stores to walk to.
Shawn Allee found one researcher who thinks what really stops us … is actually in our heads.
Dr. Tanya Berry researches physical activity, and she surveyed people living in Edmonton, Canada.
She calculated how trim or fat they were, then she logged details about their neighborhoods, things like how many stores are nearby and how many cars pass through the area.
Berry says the thing that mattered most, and kept people from walking was a subjective feeling that there are too many cars on the street.
“There was too much traffic in their neighborhoods, it made it difficult to walk, so they chose to jump in their cars and contribute to the traffic problem.”
Berry says her research team will look at how buildings and streets can be designed to make pedestrians feel there’s less traffic than there actually is, and maybe feel more comfortable walking down the street.
Foraging for fruit from people’s yards is one thing. Foraging for fruit in people’s alleys, another. Woody Sandberg says he avoids foraging in alleys where people conduct business. (Photo by Louise Baker)
The foragers don’t stop with fruit. They forage and dumpster dive and scavenge so habitually that during the short mapping ride they also found (and took) a clipboard, a pair of gloves, and a bread pan laying on the side of the road. (Photo by Louise Baker)
Woody Sandberg stares into a tree with fruit he does not recognize. He sampled the fruit and still wasn’t sure, so he took a picture of the tree, then rode off. (Photo by Louise Baker)
Woody Sandberg squeezes a foraged lemon into his water bottle. (Photo by Louise Baker)
With everybody looking for ways to save money, free food has never looked better. Devin Browne followed around a group of people who forage for fruit in the city. They look for fruit trees on private and public property to see what they can grab:
Transcript
With everybody looking for ways to save money, free food has never looked better. Devin Browne followed around a group of people who forage for fruit in the city. They look for fruit trees on private and public property to see what they can grab:
It’s perfectly legal here in Los Angeles to pick fruit from trees that are planted on private property as long as the fruit drops into a public space — like a sidewalk or an alley.
There are rules, though, to proper, legal urban foraging and the group Fallen Fruit knows them well. Woody Sandberg is with the group.
“You’re not allowed to reach across someone’s fence. You’re not allowed to reach into someone’s yard. You’re not allowed to crawl up people’s fences or lean ladders on their fences.”
Most of the people in Fallen Fruit ride bikes, sometimes mopeds. A lot of them carry fruit pickers on their back like you might carry a bow and arrow. There’s something almost primal in the way they all look together, fanning out into the street like a band of hunter/gatherers in search of fresh food.
(sound of street and birds)
“We’re looking for trees or any thing that produces food that hangs over the fence so we can pick it and eat it.”
Sandberg’s not actually picking fruit today – he’s just finding the best places to forage.
Later, they’ll go on a harvest ride. Then they’ll make jam and juice and beer with the fruit they’ve found. Today, the mission is just to make maps of where the trees are.
“Over here we got nopalitos and a lime and some nasturiums.”
People sitting on their porches seem not to mind at all when the group stops outside their house. No one in Fallen Fruit can remember a time when a fruit tree owner yelled or screamed or tried to kick ‘em off the sidewalk.
(sound of foragers giving directions to each other)
Which none of the foragers seem surprised by. Fallen Fruit is highly convinced of their mission. Part of this sense of legitimacy comes from the fact that the group originally conceived of itself in biblical terms.
The name Fallen Fruit even comes from a verse in Leviticus: “You shall not pick your vineyard bare or gather the fallen fruit of your vineyard. You shall leave them for the poor and the stranger.”
The founders also thought that cities should start planting fruit trees in public spaces, instead of thirsty, frivolous plants.
But fruit trees are oddly political. And city officials say there are reasons why they do not and will not plant them in public space.
The first reason LA’s Chief Forrester, George Gonzalez, gave had to do with people tripping and falling on fruit & then suing the city.
“One of the main reasons is a potential liability from fruit—fruit drop.”
He also said that trends in tree-planting have changed and they like to plant hearty , drought-resistant trees now.
“Also, fruit trees require more water.”
And then, there are the rats.
“Rodents love fruit trees… yes.”
Still, the City regularly gives away fruit trees to people who want to plant them in their yards.
It’s part of the mayor’s Million Trees LA pledge. Like Sandberg, Gonzalez sees fruit trees on private space as a way to benefit the public good.
“Cause when they look at a map and see it dotted everywhere with fruit trees hanging over the fence I think its going to blow people’s minds about how much food is out there. Because the current mindset is that food is in the grocery store.”
It’s a mindset not even the most dedicated of fruit foragers can escape.
After the mapping mission, Woody Sandberg left on his bike for the supermarket, because, he says, unfortunately chocolate soymilk doesn’t grow on trees.
In a suburban area of Chicago, kids protested to make the area safer for walking to school (Photo by Shawn Allee)
Kids in big cities often live
close to school, so you’d think walking
to school would be an easy solution to
cutting childhood obesity. But some
parents worry about traffic, abduction,
or gangs so much, they stuff their kids
in the car instead. Shawn Allee met some
groups who want parents to overcome that
fear and let kids burn more calories:
Transcript
Kids in big cities often live
close to school, so you’d think walking
to school would be an easy solution to
cutting childhood obesity. But some
parents worry about traffic, abduction,
or gangs so much, they stuff their kids
in the car instead. Shawn Allee met some
groups who want parents to overcome that
fear and let kids burn more calories:
“I’m going to walk you through what Safe Routes To School is and we’ll talk about
how it works in a place like Chicago.”
This is Melody Geraci.
She’s with the Active Transportation Alliance, a Chicago group that promotes walking and
biking.
For Geraci, there’s plain-jane walking to school where you toss your kid a lunch bucket and
wave goodbye – and there’s organized walking.
In some parts of Chicago and other big cities – parents don’t trust the plain-jane kind.
“When we ask parents, why does your child not walk or bike to school, a lot of
parents will say ‘distance’ – it’s too far. That’s not the case in Chicago. Most kids
live close enough to their neighborhood school to get there by foot, right? But then
they say traffic. People are driving crazy. The streets are hard to cross, not enough
crossing guards, all that stuff.”
Geraci says organized school walking is a remedy: put kids together, and put adults in the
mix.
“There’s this phenomenon called safety in numbers. So if you have fifteen people at
an intersection at a light, they’re much easier to see than just one person trying to
navigate it all by themselves and nobody’s seen what happened.”
Geraci says this safety in numbers idea goes a long way in fighting traffic problems.
It can also work on fear over gangs or abduction.
“When fewer people are outside, walking places, biking places, just being out in
their environment, what happens? Things happen. Crime. There are fewer people
watching.”
Geraci’s message resonates with Carmen Scott-Boria.
Scott-Boria recommends walking to school as a solution to childhood obesity.
But she hesitated at first, because of her experience as a kid.
“The same time that I walked to school, that was also a prime gang-recruiting time
after school, so I definitely was intrigued by the gangs and got involved with gangs
because I walked to school.”
Scott-Boria says she’s not trying to scare parents – she just wants them to know what
they’re up against – and how organized they need to be.
To get an idea of what organized school walking can look like, I head to one of Chicago’s
elementary schools.
Victoria Arredondo and Remedios Salinas are near the school’s back entrance.
They run a walking school bus.
Every day, Arredondo and Salinas walk kids on a fixed route between school and home.
It’s like a bus, with no wheels – and no air pollution.
Arredondo says she gets plenty out of it.
“When I’m walking, I feel famous. People greet me, the neighbors, the businesses,
because they see us with the children and they greet us.”
Arredondo appreciates the recognition – because, every once in a while, it’s clear how
important her volunteer work is.
“We have a problem with gangs. A young lady got caught in the crossfire last year.
Since then the violence has settled down. It’s sad because after the loss, people want
to help.”
Her partner Salinas says that doesn’t last long.
“Sometimes people sign up but they don’t continue after a month, they stop doing
it.”
Salinas and Arredondo say their walking school bus makes everyone feel safer and fewer
cars clog up the street near school.
That translates into cleaner air and more exercise for kids.
That’s a community asset they’re glad to protect – they wish more parents would get on
board.
Parents and students at Monee Elementary take
over the road that leads to the school. They
hope to raise awareness about an unfinished
sidewalk that makes the route to school hazardous
to pedestrians. (Photo by Shawn Allee)
(Photo by Shawn Allee)
As a contrast, here's the same route after
the children have headed into Monee Elementary. (Photo by Shawn Allee)
There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:
Transcript
There’s an ideal image of being young
and being in school. There’re the friends,
the apple for the teacher, and walking to
school. Well, the walking-to-school part is
off-limits to millions of children. Even if
they felt like getting exercise, some suburban
kids are too far from school or the route is
dangerous. Shawn Allee dropped in
one school that wants to change that:
In the small surburban town of Monee, south of Chicago, police and firefighters are not
used to big protests.
But on the morning I visit, they’ve got one on their hands.
(sound of kids whooping it up)
Cops closed the street between a church and the elementary school.
Five hundred kids, dozens of parents and a smattering of teachers fill up the church
parking lot.
They’re ready to take over the street and march to school.
Parent Arnold Harper’s near the head of the line.
Shawn Allee: “What’s the special occasion?”
Arnold Harper: “The special occasion is about the sidewalks so the kids can get
safely to school. If you’re walking to school, you’re going to run into a part just
before the school. There’s no sidewalk and the kids have to walk out in the street.
Or if they’re riding their bikes, they have to ride out in the street for a brief
moment. You don’t want that – you don’t want your kid ever on the street.”
Allee: “So the school discourages kids from walking?”
Harper: “Absolutely.”
Actually, the parents and the school are tired of discouraging kids from walking.
They want someone: the city, the county, the state – anybody, to build sidewalks between
the subdivisions and the school.
So kids want to hit the street and make noise over the sidewalk issue – only they can’t get
started.
No one brought a whistle.
A snickering fireman takes things into his own hands.
(sounds of honking, etc.)
Kids walk past new homes and corn fields.
I find principal Joanne Jones in the crowd.
Shawn Allee: “In this kind of small town suburban environment, people are used to
driving. What’s the big deal that kids can’t walk to school?”
Principle Jones: “As we know, our country is suffering from childhood obesity and
part of the reason is they don’t get enough exercise. And we feel that if kids get an
hour, sixty minutes, of exercise each day, that would help them be more healthy.”
Allee: “You think if more kids were able to walk, they would?”
Jones: “Yes. We’ve had kids ask us before, why can’t we ride our bikes to school,
why can’t we walk to school? We’ve had parents let them ride their bike, while they
drive alongside. They want to do it.”
If Principal Jones wins this fight, she’ll be bucking a trend.
Very few children walk to school anymore.
Research shows in the sixties, about half walked or biked to school.
Now, only fifteen percent of kids do.
Missing sidewalks aren’t always the problem.
In suburbs and small towns, housing developers sometimes forget about pedestrians when
they build homes.
Heidi Gonzalez helped organize the walk-to-school rally.
She says school district rules and laws don’t always help.
Heidi Gonzalez: “You have to have a certain amount of open acreage when new
elementary schools are built. A lot of developed areas are finding it hard to find nine
acres of space to put a school on.”
Shawn Allee: “So there’s a requirement to plop a school down where they’re on the
edge of development instead of where there are a bunch of houses with finished
sidewalks and other infrastructure.”
Gonzalez: “Exactly.”
So, the school’s aren’t connected to their communities.
The kids had been whooping it up, but their enthusiasm dies when they reach the school’s
flag pole.
As for the adults, like me and Heidi Gonzolez?
We’re left behind.
Gonzalez: “Now we have the dangerous walk to go back to our cars.”
Allee: “Because we won’t have the luxury of police and fire protection.”
And it was a kinda scary to dodge traffic from the school to where the march began.
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)
Here's a screen capture of results for the heart of Chicago's Logan
Square neighborhood. FrontSeat derives the walkability score from various
data sources, but the biggest factor is what businesses, parks,amenitites are present within
a mile's walking distance from a particular address. (Photo by Shawn Allee)
Here's a real-life snapshot of the address rated in the previous
slide. Programmers for the Walk Score Web site say the many businesses huddled together in
this Chicago neighborhood give the area a score just shy of a "walker's paradise." (Photo by Shawn Allee)
A walkability activist in Chicago's Logan Square neighborhood says
even a "walkable" neighborhood can have particular patches of street that intimidate
pedestrians. Ben Helphand says walkers who travel past this corner have to compete with
cars that dart in and out of the gas station. (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.
Overuse of salt can cause damage to concrete, steel and the environment. (Photo by Lester Graham)
Liquid salt (brine) works more quickly than road salt and ultimately means less salt in the environment. (Photo by Lester Graham)
Specialized equipment is used to clear sidewalks and roadways better, while using lower-salt solutions to melt ice. (Photo by Lester Graham)
Mountains of salt are dumped on highways. Some road crews are working to use salt more efficiently. (Photo by Lester Graham)
Each year about 118,000 people are hurt and 1,300 people are killed on
the roads during snowy and icy conditions. So, snowplows hit the
roads, scraping snow and ice off the surface… and spreading
incredible amounts of salt on highways, streets and roads to help keep
them clear. Lester Graham reports there’s some concern about the long-
term effects of all that salt:
Transcript
Each year about 118,000 people are hurt and 1,300 people are killed on
the roads during snowy and icy conditions. So, snowplows hit the
roads, scraping snow and ice off the surface… and spreading
incredible amounts of salt on highways, streets and roads to help keep
them clear. Lester Graham reports there’s some concern about the long-
term effects of all that salt:
This dump truck is getting ready for a load of salt for a coming
winter storm. Salt helps make icy roads safer. It helps prevent
people from slipping and falling on sidewalks. And… it’s pretty
cheap. But there are problems with salt. Salt pollutes and salt
corrodes.
Mark Cornwell has spent a good deal of his career trying to convince
highway crews that there are better ways to keep things safe and reduce
how much salt is dumped on roads and sidewalks:
“Salt basically damages just about everything it comes in contact
with. Salt moves through concrete and attacks structural steel,
bridges, roads, parking structures; it eats the mortar out of bricks
and foundations. It damages limestone, you know, just on and on and
on.”
So, even though salt is cheap, the damage it does costs a lot. It’s a
hidden cost that’s seldom calculated. Imagine the cost of having to
replace a bridge five years early because the structure is weakened by
salt. And then there are your direct costs: trying to keep salt
washed off your vehicle, and still seeing rust attack your car.
Cornwell says there are some cities and road commissioners working to
reduce the amount of salt spread on the roads. But in most places, the
political pressure to get the salt trucks out early, and laying it on
thick to keep drivers happy, outweighs any concerns about trying to
reduce the salt:
“I’m sure the public expects full attention to snow and ice. And they
have absolutely no understanding, however, of what it costs to provide
that.”
Nobody thought a lot about the damage salt was causing until the last
couple of decades. In a few places, the people responsible for keeping
the roads and walkways safe have been trying to reduce the amount of
salt they use and still keep public safety tops on the list of
concerns:
“So, this is our shops. The brine-maker is right here.”
Marvin Petway is showing me some of the tools in his arsenal to reduce
how much salt is used and still keep things safe. He works at the
University of Michigan, where there’s a goal to cut the amount of salt
used in winter in half. What they’ve learned is using innovative ways
of putting down salt can actually help melt snow and ice faster. One
way is to mix it with water to get the chemicals in salt working
a little more quickly:
“Why use 5 pounds of rock salt when you can use 2 gallons of liquid
salt? We’re able to get better coverage, quicker, better cost, and
we’re putting the material that is effective in reducing ice build-up
directly to the area where we don’t want ice located.”
The crews trying to reduce salt use computer assisted spreaders to
measure out only the salt needed, they mix in less corrosive chemicals
that make salt brine more effective, and even just wetting the salt in
dump trucks with chemicals all help to melt snow and ice faster and in
the end use a lot less salt.
Nothing is going to replace salt altogether, but those efforts can add
up to a lot less salt. That means less destruction of infrastructure.
But there are more reasons for reducing salt than the damage to
roadways and parking decks. Salt also damages the environment:
Mark Cornwell first noticed the effects of salt because he was a
horticulturalist. He’d work all spring, summer and fall planting
shrubs, make the grass green, tending beds of flowers. Then the winter
would come:
“Unfortunately what we were doing in six months of winter was
undoing everything we did in the other six months of the year.
If you’re going to get ahead, you’ve got to solve the problem
and in my mind, that was misuse of salt.”
Use too much salt and it kills plants. And it turns out the cost of
using all that cheap salt could be even greater than anyone guessed.
For decades, it’s been assumed that rain washed away most of the salt, but
studies in Ontario find that a lot of the salt doesn’t get washed
away.
Instead, a good deal of it is percolating down into shallow aquifers.
Researchers predict that in the future we’ll start find salt is getting
into the groundwater that supplies many of the wells where we get our
drinking water.
For the Environment Report, this is Lester Graham.
The intersection of Devon and Broadway in Chicago, just a few blocks from Lake Michigan. Alderman Patrick O'Connor is concerned that this corner is a bad use of space - not as walkable as the rest of the neighborhood. (Photo by Shawn Allee)
Most of the neighborhood encourages pedestrians and is less car-friendly. (Photo by Shawn Allee)
Cities are always coming up with projects to improve land or even create jobs, and sometimes existing buildings just don’t fit into those plans. Often, owners of such property won’t sell to make way for new development. The U.S. Supreme Court will soon rule on the legality of one tool cities use to force reluctant landowners to sell. The Great Lakes Radio Consortium’s Shawn Allee looks at one politician’s use of this legal power:
Transcript
Cities are always coming up with projects to improve land
or even create jobs, and sometimes existing buildings just don’t fit
into those plans. Often, owners of such property won’t sell to make
way for new development. The U.S. Supreme Court will soon rule on the
legality of one tool cities use to force reluctant landowners to sell. The Great Lakes Radio Consortium’s Shawn Allee looks at one
politician’s use of this legal power:
This big-city neighborhood is the kind of place where shoppers usually park their cars and walk around. Brick store fronts and restaurants are usually just a few feet from the sidewalk.
But there’s a corner that looks different, though. A lot different.
It’s home to three fast-food buildings. The first business is a popular donut shop. Next door, there’s a fried chicken drive-through. And the last building was once a burger joint, but today it’s home to a car title lender.
To hear the alderman, Patrick O’Connor, tell it, the strip looks like a piece of suburbia landed right in his big-city ward.
“There’s no symmetry, no walkability, it’s all car-related and it’s all basically parking lot. There’s more asphalt than there is building in those places.”
He says this corner on Chicago’s North Side is a bad use of space, and he’s hoping to attract new, more pedestrian-friendly businesses or buildings. But what’s to be done about it if these shops are already there and don’t want to sell? One of O’Connor’s options is to have the city force the owners to sell their properties and then redevelop the land.
The power to forcibly buy property is called eminent domain, and O’Connor says the city’s using it to speed redevelopment throughout Chicago. But O’Connor’s concerned time may run out on the use of this power.
Governments have long-used eminent domain for public use. For example, a city or state might condemn a whole neighborhood, buy out the homeowners, and level the buildings to make way for a road or airport.
But the U.S. Supreme Court, in a case called Kelo versus New London, is considering just how far government can go when using eminent domain to bolster private development.
O’Connor hopes the court sides with local governments.
“In our community there’s not too many open spaces. So what we look to do is to enhance what we have to try to utilize space to the maximum effectiveness. That’s really where the court case hinges, you know, Who’s to say one use is better than another?”
And that question – who decides the best use of a property – is the rallying cry of critics who say cities abuse eminent domain powers.
Sam Staley’s with the Reason Foundation, a libertarian think-tank. He says the Supreme Court case is really about fairness.
“Those people that know how to use the system and know the right people in city council really have the ability to compel a neighbor or another property to sell their property whether they want to or not.”
Staley and other property rights advocates are also convinced that cities don’t need eminent domain for economic development. Staley says local economies can improve without government interference.
“The private sector’s just gotten lazy. They no longer want to have to go through the market, so they don’t come up with creative ways of accommodating property rights of the people that own the pieces of land or building that they want to develop.”
Staley says, instead, developers find it easier to have cities use eminent domain.
But most urban planners and some environmentalists say a court decision against this use of eminent domain could threaten redevelopment of both cities and aging suburbs. John Echevarria is with Georgetown University’s Environmental Law and Policy Institute.
“If you don’t have the power of eminent domain, you can’t do effective downtown redevelopment. The inevitable result would be more shopping centers, more development on the outskirts of urban areas, and more sprawl.”
Alderman O’Connor says constituents will always push urban politicians to put scarce land to better use. He says that won’t change if the court strikes down the broadest eminent domain powers; cities will just have to resort to strong-arm tactics instead.
“The alternative is the city then has to become harsher on how they try to enforce laws. They have to try and run sting operations and go after businesses that are breaking the law and then try to close them down and live with empty places until the sellers get tired and they sell.”
The small business community finds this attitude outrageous. They say as long as they improve their businesses and people frequent them, the market should decide whether they stay or go.
On the other hand, urban planners say the market doesn’t always make best use of land. They say local governments need eminent domain powers to control development, and they’re looking to the court to protect those powers.
"Meter cruising" is when people drive repeatedly around the block to find an open curbside parking meter. A new book says that not only is meter cruising a waste of gas, but a symptom of a larger urban planning problem. (Photo by Shawn Allee)
Finding a free parking space on the street is sometimes a big hassle. But cheap parking is beginning to be viewed as an environmental problem. A growing number of city planners say free parking isn’t really free. It just shifts the cost to taxpayers and society at large. In the first of a two-part series, the Great Lakes Radio Consortium’s Shawn Allee has a report on this new view of the ongoing search for a parking space:
Transcript
Finding a free parking space on the street is sometimes a big hassle. But, cheap parking is beginning to be viewed as an environmental problem. A growing number of city planners say free parking isn’t really free. It just shifts the cost to taxpayers and society at large. The Great Lakes Radio Consortium’s Shawn Allee has a report on this new view of the ongoing search for a parking space.
If you’ve ever played the board game Monopoly, you’ve probably crossed your fingers as you approached the spot called “free parking.” If your token lands there, it doesn’t cost you anything.
It’s free.
But a researcher says there’s really no such thing as “free parking,” at least not in the real world. UCLA Professor Donald Shoup has spent 20 years dispelling the myth that free parking is good for everyone.
In his latest book, titled The High Cost of Free Parking, Shoup tries to show that empty cars are taking the public and the environment for a costly ride.
“Bad parking policies are connected to a lot of other problems we have in society, but people haven’t been able to trace them to parking, and I think I’ve tried to do that.”
Take one of the biggest traffic issues facing large cities: meter cruising. That’s when drivers circle a block again and again, waiting for a curb-side meter.
“The average time it took to find a parking space was about three minutes. That doesn’t seem like too much for an individual to spending hunting for a free parking space, but it adds up if everybody else does it.”
Shoup says meter cruising wastes millions of gallons of gas every year. It also creates a lot of traffic congestion and pollution. Meter cruising’s common to downtowns, but even neighborhood shopping areas face the cruising problem.
Here’s an example. Devon Avenue is a bustling commercial strip on Chicago’s far North Side. There are lots of Indo-Pakistani restaurants, Muslim book stores and Jewish bakeries there. On a typical Saturday, the area’s so popular that only a handful of parking meters stay open for more than a few minutes. And it’s no wonder. Parking at the meter only costs 25 cents per hour.
The situation’s made worse by neighborhood parking permits. That’s a policy that keeps nearby residential streets off-limits to shoppers and restaurant-goers. Walking down the sidewalk, Grace is toting several shopping bags that heave with fresh fruit and Indian condiments.
“I went on the side streets and found a place about six blocks away without a need for a permit and took it and walked in. It’s one of the first really beautiful days of spring, so it wasn’t a hardship.”
If it hadn’t been such a nice day, Grace might have been circling the nearby blocks, wasting gas, trying to find a space at a parking meter.
Local shop owners say too many customers don’t like the parking situation. So the store owners complain to the local alderman, Bernard Stone. Seated in his office, Alderman Stone says no politician can afford to ignore demand for cheap parking. So he’s come up with a solution.
Stone: “If you look over your head, you’ll see a drawing of a new garage that’s gonna be built at Devon and Rockwell.”
Allee: “When’s that gonna be up?”
Stone: “Well, it should be started very shortly, I’ve been working at it for ten years.”
Developers for that project promised to create 200 low-rate parking spaces. It’s a deal they’ve struck in exchange for free city-owned land where they want to build. But the expert on parking, Donald Shoup says as politically appealing as that type of solution is, it doesn’t work. It really doesn’t keep cruising in check.
His suggestion?
Well, he takes a page from both the free-marketeers and grassroots activists. First, he says raise the price for metered parking. A lot. He says how much takes a little calculating.
“We could call this the Goldilocks principle of curb parking prices. The price is too high if too many spaces are vacant and too low if no spaces are vacant. If about fifteen percent are vacant, the price is just right.”
Traffic engineers say keeping fifteen percent of spots open stops meter cruising. To save money, people leave their parking spots sooner and everyone can find new spots faster. Next, make higher parking prices politically attractive to shop owners by letting the neighborhoods keep the meter money. Critics say that’s a hard sell because many times, people worry the money will go to city hall instead.
But Shoup says it works. He points to some California towns, where the money goes to repair streets and even hire security guards. Professor Shoup’s supporters say he might be too optimistic about the prospects for change in our impulse to hunt for the closest, most perfect parking space.
Shoup says he wants to be remembered as the first who showed, unless you’re just playing games, there’s no such thing as free parking.
In Chicago, many migrating birds are attracted by the lights on tall buildings. This attraction causes some birds to crash into the buildings, often resulting in death. (Photo by Lester Graham)
Scientists estimate up to a billion birds are killed every year when they collide into building windows in the United States. Now, a group of bird watchers, biologists and architects are working together… hoping to lower the death toll. The Great Lakes Radio Consortium’s Lynette Kalsnes has the story:
Transcript
Scientists estimate up to a billion birds are killed when they collide into building windows in the United States every year. Now a group of bird watchers, biologists and architects are working together, hoping to lower the death toll. The Great Lakes Radio Consortium Lynette Kalsnes has the story:
If you call the group the Chicago Bird Collision Monitors, you’ll hear this message:
“If you have found an injured bird, please place the
bird gently in the bottom of a brown paper sack. A
grocery bag is just fine. Please put the bag with the bird in it in a quiet, dark place that’s warm. Inside, please.”
That’s the voice of the group’s founder and director Robbie Hunsinger. She’s followed those same instructions herself hundreds of times.
During migration season, in a single night, thousands
of birds fly over Chicago. They are attracted to the
lights on tall buildings and crash into the windows.
Hunsinger and other volunteers get up before dawn so
they can rescue the injured birds before the rats and
gulls get them.
After a morning of picking up injured birds, Hunsinger
has filled her car with brown paper bags containing
hurt swallows and cuckoos. Then, she’s driven up to 3
hours round-trip to get the birds to wildlife
rehabilitators.
She’s even cared for some of those birds herself.
Hunsinger has filled her music studio with mesh cages
and used up all her dishes for food and water. She says she decided to do something to help the birds three years ago after she saw 80 dead birds one morning in just a small area downtown.
“It was horrendous. Everywhere we looked, there were
birds, and they kept coming down. They were still
hitting when we were out there. So you’re standing
there, and birds were falling out of the sky.”
Hunsinger says she found the fallen birds clustered on
the sidewalks just as the busy city began to wake.
“It was rather surrealistic. Especially as the sun
started came up, and people started coming to work.
People were stepping over birds everywhere. People in
suits, people in high heels, coming in from the train
stations, going to their jobs in the Loop.”
Hunsinger says something changed in her that day. She
says she could no longer be an armchair
conservationist.
So, she formed a group of volunteers to help her save
the birds.
But rescuing injured birds didn’t seem to be enough.
Now she’s working with biologists, architects and bird-watchers to make buildings safer for birds.
Chicago already asks the managers of its tall
buildings to turn out the lights at night during
migration to avoid attracting the birds. But it’s
become clear that something more has to be done to
prevent so many birds from crashing into the building
windows.
This spring, the city and the Chicago Ornithological
Society will host what’s believed to be the first
conference on bird-friendly design. Those who’ve studied it say the problem is that birds
don’t recognize glass.
“The glass surface will act as a perfect mirror.”
That’s biology professor Daniel Klem Jr. of Muhlenberg College in Pennsylvania. He estimates that collisions with windows kill a billion birds a year in the U.S.
“A bird is not capable of determining that that image
on the glass surface is not a real tree. It attempts
to fly to it. Or it attempts to fly to light seen in
the window, as if it was a passageway to safety. And
the bird gets whacked and dies.”
Klem says installing windows at an angle or using
patterned glass can help. So can shades or
decals. Klem’s also pushing for research to develop special
glass or coatings that would be invisible to humans
but visible to birds.
It’s a new field. Limiting bird crashes isn’t part of
building design. Ellen Grimes is an assistant architecture professor at
the University of Illinois at Chicago. Grimes says
architects think about light, heat, power, water and
human traffic, but not bird traffic.
“When architects have approached sustainable design,
it’s been an engineering question. But there has not been a lot of consideration of
the biological interactions.”
Grimes acknowledges the issue of protecting birds
might be a hard sell because it might mean
compromising other design elements. But she’s hoping bird friendly design becomes as much
a part of green buildings as energy efficiency.
The rescue group’s Robbie Hunsinger says we share the
migrating birds with other nations. We have an
obligation to be good stewards of the birds.
“This can be fixed. These our our buildings. And we
should do it. We, by God, should do it.”
Meanwhile. Hunsinger is among a group of bird
watchers pushing for a center in downtown Chicago to
care for injured birds that collide with the building
windows. She’d like to keep the cages out of her home music
studio so she can actually practice music.
Dr. Tanya Berry says the thing that most often kept people from walking was the feeling that there are too many cars on the street. (Photo courtesy of Nathan Johnson, iWalk)
