Showing posts with label washington post. Show all posts
Showing posts with label washington post. Show all posts

WaPo letter writer is all wrong

On November 14, the Washington Post published this letter to the editor from Hays Browning of Washington, DC
With more bicyclists on the District’s streets, the D.C. Council should review the rules governing their behavior. The prohibition of bicycles on sidewalks should be extended from the downtown core to busy areas such as Georgetown, Dupont Circle, Cleveland Park and Glover Park. Sidewalks are supposed to be safe for pedestrians, but bicyclists are acting as if they have the right of way.
The Metropolitan Police Department should enforce the law against bikes running red lights and stop signs. If bicyclists obeyed basic rules, they might find less aggressive driving by motorists. Bicyclists also should not ride in the wrong direction on one-way streets unless there is a designated bike lane. Bicyclists should make sure drivers can see them, especially after dark. In any collision with a motor vehicle, right or wrong, the bicyclist is most likely to come out second-best.
Maybe Capital Bikeshare could remind its customers of proper bicycle behavior and courtesy. If that behavior doesn’t improve, perhaps we will head in the direction of countries where bicyclists are required to be licensed.
Hays Browning, Washington
It's disappointing that the Post would publish this.  Although it is the opinion of a letter writer, it perpetuates misconceptions and does little if anything to advance the needs of anyone: driver, cyclist or pedestrian.

First, why are cyclists on the sidewalk in the first place?  Because they like scaring little old ladies walking there?  No.  They ride on the sidewalk, because they do not feel safe and comfortable riding in the street.  If Mr. Browning would like the cyclists to get off the sidewalk, he should advocate for better bicycle facilities.  Cyclists rarely if ever bike on the sidewalk along 15th St. NW, because they have a safe, comfortable place to ride designed for them - the 15th St. cycletrack.

Likewise, cyclists will not ride on the sidewalks in these other locations either, if provided with safe and comfortable options.

If bicyclists obeyed basic rules, they might find less aggressive driving by motorists.

Who is Mr. Browning referring to?  Does he have insight into anyone else's driving behavior besides his own?  How can he make this assertion?  I might ask him if he would somehow alter his driving habits if he perceived all the cyclists behaving the way he would like.  Does he currently drive aggressively around cyclists on purpose?  If not, then who does he claim does, and how does he know they will change their behavior?  Or is he just making this up?

If that behavior doesn’t improve, perhaps we will head in the direction of countries where bicyclists are required to be licensed. 

Like where?  I just spent 10 minutes on Google and could not find a single example.  If Mr. Browning knows of a place that has bicycle licensing that results in greater safety for all road users, I'd love to hear about it.

Washington Post misses another prime opportunity to report on climate change

The July 21 Washington Post contained an article written by reporter Martin Weil called Record nightly warmth followed last week's daily heat.  It was a pretty long article that discussed how the daily highs in the 90's each day were made more unbearable by the fact that the nights did not cool off below 80 degrees for several nights in a row.
"There’s a way of coping with day after day of temperatures in the 90s, besides staying in the shade, wearing loose clothing and drinking lots of water. It is to go home, let the sun set and feel the swelter subside.
But that traditional method of riding out a heat wave has not been particularly effective in recent days for those living close to the Washington area’s urban core near Reagan National Airport, where the National Weather Service takes the city’s temperature.
It has been hot during the day, yes. Saturday, with a high of 94, was the sixth consecutive day on which Washington’s official temperature was well above 90. But even beyond each day’s heat and humidity, Washington’s weather woes were made all the worse by how warm it remained at night."
This was the perfect set up to discuss how increased greenhouse gases increase the moisture content of the air, both of which serve to keep it warmer at night (and in winters).  But nothing.  Not a single word.

One would hope that this clear connection of dots between local weather conditions and the consistency of those conditions with anthropogenic global warming would be a key point made in an article like this.  Seems almost like negligence.

Robert Samuelson redefines "reassuring," downplays seriousness of climate change

In a short op-ed piece today in the Washington Post (January 26, 2012), Robert Samuelson invokes a strange reality on our future.
"A week after President Obama denied the application for the Keystone XL pipeline — which would carry oil from Canada’s tar sands deposits in Alberta to U.S. refineries along the Gulf of Mexico — it’s time for an energy reality check. What does the future hold? It may be better than you think."
That's how he starts the article.  Not that he supports the canceling of the KXL pipeline.  No, he's optimistic because we will continue to burn fossil fuels on into the interminable future no matter what.  That's the "better than you think" line.

How Capital Bikeshare is making D.C. a better place

5371236165_f0fb865098[1]
Photo by M. V. Jantzen
 The Washington Post ran a Local Opinions piece last Saturday (How those red public bikes are changing D.C.) by D.C.-area blogger and founder of the Greater Greater Washington blog, David Alpert.  The article laid out all the great reasons Capital Bikeshare is doing well and should be supported and expanded.
Here's an excerpt:
Building roads or trains is expensive, while growing CaBi (usually pronounced “cabbie”) is one of the cheapest ways we have to quickly improve mobility. Consider this: Simply rebuilding the Gainesville Interstate 66 interchange will cost about 18 times as much as setting up the whole CaBi system.

Farragut "Virtual Tunnel" close to reality (after only 3 years!)

The Washington Post reported today that Richard Sarles has included in his first 6-month report as full-time Director of Metro, that the "Virtual Tunnel" between the Farragut stations will be functional this fall.

I first promulgated this idea almost three years ago on the CommuterPage blog and have followed up numerous times since (More of the Invisible Tunnel, Testing the Invisible Tunnel, Now Even More Invisible?, Metro's response). Here's what the Post said today:  "In his first six-month report since being hired as Metro’s permanent chief, Sarles also said the agency will create a 'virtual tunnel' between Farragut North on the Red Line and Farragut West on the Orange and Blue lines, allowing riders to go from one station to the other without paying a new fare."

Why it took this long is a bit of a mystery.  Metro has been tying this service to changes in the SmarTrip card, which are finally just now being completed.  However, I learned way back in 2008 that the capability has always existed--even with paper farecards--to implement this service.

It will be interesting to see how popular the tunnel is once the ridership is educated about it.

Washington Post is shortsighted in its dismissal of high-speed rail: Post 2

From Fred Dawson on Flickr
Recently the Washington Post printed an editorial dismissing the need to build high speed rail in the United States (A Lost Cause: The high-speed rail race).  My first post responding to this op-ed, in which I argue that transportation diversity is an important consideration may be found here.  I also responded to an op-ed by Robert J. Samuelson back in November with a 4-part blog series (1, 2, 3, 4) that addressed the issues raised in this op-ed plus some others.

The other problem I have with this opinion article, and that I find with many assertions about how to invest money, is that it is presented in a vacuum.  In this case the author is criticizing Obama's proposal to spend $53 billion on high-speed rail projects.  The implication is that we could choose to just not spend that money and save $53 billion.  The problem is there is no comparison with what the costs are if that investment is not made.

In the US, both our air transport systems and our highways are becoming overwhelmed.  Many billions of dollars will need to be spent just keeping these limping along.  Intelligent investment in high speed rail could offset enormous costs in our air transport system.  For instance, in a previous blog I argued that a well-designed Midwest system could potentially eliminate the need to build a third Chicago airport, which might cost as much as $20 billion.

Without comparing the investment in high-speed rail with what would need to be spent in its absence, the assertion that we could save all this money is worthless.  One cannot say the $53 billion will just be saved, because other transportation will be taken, and costs will be incurred for that instead.

Are those other costs higher than the rail costs?  I don't know for certain, but they are most certainly very high.  Given all the other reasons for investing in rail: environmental, diversification, reduced need for imported oil, reliability, technological advancement, etc., it sure seems like a great investment to me.

Washington Post is shortsighted in its dismissal of high-speed rail: Post 1

from scoutjacobus on flickr
Last week the Washington Post printed an editorial dismissing the need to build high speed rail in the United States (A Lost Cause: The high-speed rail race).  You may recall that I traveled on Spain's impressive high-speed rail system this last summer, which I reported here.  I also responded to an op-ed by Robert J. Samuelson back in November with a 4-part blog series (1, 2, 3, 4) that addressed the issues raised in this op-ed plus some others.

However, I'd like to make even one more point that I think speaks to our need to move aggressively on high speed rail in appropriate corridors.  (I will point out that I do not agree that we should bring high speed rail to 80% of the population of the country, as President Obama has stated.  Rather than set up an arbitrary number like that, we should focus our energies in areas where we can most effectively offset regional air travel.)

from ykanzawa1999 on flickr
A key reason we need to invest in rail is for diversification.  Diversification is an indispensable strategy when it comes to investment portfolios, but for some reason, op-ed writers seem to overlook this important consideration when opining on rail systems.  For decades we have invested in transportation systems that are virtually 100% dependent on petroleum availability to function.  High speed electric rail is not.  Powering trains with electricity allows for fuel flexibility--the energy can come from any source that can generate electric power: coal, solar, wind, nuclear, hydro or whatever.  It is not bound to the price and availability of oil.

Oil is certain to become more expensive and may also become scarcer over the next decade or two, making our existing investments in highways and air travel look like the dot-com boom of the late 90's.  Better to diversify our investments now, since it takes time to get them built and operating--time that we don't really have enough of.

A follow up post addressing another key flaw in their argument will be forthcoming shortly.

Bjorn Lomborg Both On- and Off-Target on Climate Change

(from Wikipedia)
The Washington Post published an op-ed by Bjorn Lomborg, the controversial climate change author.  In this op-ed, he argues that humans are capable of adapting to climate change, and can easily do so.

"The process is called adaptation, and it's something we humans are very good at. That isn't surprising, since we've been doing it for millennia. As climate economist Richard Tol notes, our ability to adapt to widely varying climates explains how people live happily at both the equator and the poles. In the debate over global warming, in which some have argued that civilization as we know it is at stake, this is an important point. Humankind is not completely at the mercy of nature. To the contrary, when it comes to dealing with the impact of climate change, we've compiled a pretty impressive track record. While this doesn't mean we can afford to ignore climate change, it provides a powerful reason not to panic about it either."

Millennia he says.  Not really.  Although humans have been around for hundreds of thousands of years, civilization has only been around for about 10,000 years--a time period during which climate has been remarkably stable.  Replacing "humans" with "civilizations" makes his statements false.  Civilizations are not good at adapting to changes in climates.  It's true that we have different civilizations in radically different climates, but they don't move from one to another.  Read Jared Diamond's Collapse for a perspective on how making environmental changes can effect civilizations.  (hint: they don't adapt well.) 

He cites the example of Tokyo, which has subsided up to 15 feet in places, as an example of how we humans can adapt to rising sea levels.  Also the Netherlands.  Both of those countries, of course, are highly developed and wealthy.  A counterexample of Vienna--from another developed country, to boot--might be brought forward as a likely lost cause, a place that will be unable to effectively adapt. 

(photo from Oxfam)
More to the point, how about New Orleans?  How about Pakistan floods?  How about Russian heat waves?  How about the 2003 European heat wave that caused tens of thousands of deaths?  We did not do a very good job of adapting to those, did we?  From my viewpoint, we humans are pretty piss-poor at this adaptation thing, so cavalierly stating that we'll be able to adapt is irresponsible.  And, to emphasize a previous point, who is going to pay for all the adaptation in developing countries if we can't even do it well in the developed world?

"One of the most pernicious impacts of global warming is the extent to which it exacerbates the phenomenon known as the urban "heat island effect."
Hashem Akbari, a senior scientist at Lawrence Berkeley National Laboratory who specializes in cost-effective methods of combating the effects of climate change in urban areas, has shown that by painting roofs white, covering asphalt roadways with concrete-colored surfaces and planting shade trees, local temperatures could be reduced by as much as 5 degrees Fahrenheit.
Painting streets and rooftops white may sound impractical, if not silly, but it's a realistic strategy - which is to say, it's effective and affordable."

Agreed.  I might point out that this is not news.  The idea of reducing the urban heat island effect has been around for at least a couple of decades.  It's highly effective.  It even helps with mitigation (.e. reducing greenhouse gases).  We haven't done it.  When does he suggest we start?
Also, it's local.  Yes, it might be possible to reduce temperatures in LA or Beirut, but the Arctic is still going to warm just as much.

He ends with this statement:
"Obviously, whether it involves dikes or buckets of white paint, adaptation is not a long-term solution to global warming. Rather, it will enable us to get by while we figure out the best way to address the root causes of man-made climate change. This may not seem like much, but at a time when fears of a supposedly imminent apocalypse threaten to swamp rational debate about climate policy, it's worth noting that coping with climate change is something we know how to do."

We also know how to reduce greenhouse gases.  We already have strategies that can address half or more of the "root causes" of man-made climate change.  In many cases it's even easier and cheaper than adaptation. But every day we delay mitigation means even more adaptation.  I agree that we need to adapt; we'll be forced to, since we're not acting fast enough on climate anyway.  But starting yesterday, we really, really need to reduce.

I think Mr. Lomborg performs a disservice with this op-ed.  By emphasizing the (false) "ease" with which we humans can adapt, he de-emphasizes the need for much more rapid and serious action on reducing greenhouse gases.  In fact, he almost recommends further delay.  Also, his contention that we still need to figure out the "best way to address the root causes" is just silly.  We need to pursue ALL the ways to address the causes--not waste our time trying to find a silver bullet "best way."

Counterpoint: High-Speed Rail Can Be a Good Investment - Post 4: Density, Cost

Last Monday, Robert J. Samuelson published an op-ed in the Washington Post suggesting the high-speed rail is nothing but pork.  At one point he says:

"Only in places with greater population densities, such as Europe and Asia, is high-speed rail potentially attractive. Even there, most of the existing high-speed trains don't earn 'enough revenue to cover both their construction and operating costs,' the Congressional Research Service report said. The major exceptions seem to be the Tokyo-Osaka and Paris-Lyon lines."

(from Wikimedia Commons)
As I mentioned in a previous post, I traveled on the AVE trains in Spain this summer.  Spain has a population density of about 210 people per square mile.  There are 12 US states with greater densities than this, as follows:
  • New Jersey            1,174
  • Rhode Island          1,008
  • Massacusetts             841
  • Connecticut               726
    • UK                 656
    • Germany         593
  • Maryland                  583
  • Delaware                  453
  • New York                414
  • Florida                      344
    • France            310
  • Ohio                         282
  • Pennsylvania             281
  • E. Coast (MA-FL)   276
  • California                  237
  • Illinois                       232
    • Spain              210
  • Hawaii                      202
Even more to the point, the whole East Coast, from Massachusetts to Florida, is almost as densely populated as France, which is highly regarded for its excellent high-speed rail system.  So this oft-repeated canard that the US just isn't dense enough to accommodate high-speed rail is patently untrue.

Now the second point: "high-speed trains don't earn 'enough revenue to cover both their construction and operating costs."  Neither do highways.  In fact most highways earn no revenues at all.  Zero.  So what's his point?  Highways don't earn enough revenues to cover EITHER their construction or operating costs.  Virtually all transportation systems are subsidized.  So the decision is not whether a system can pay for itself--none do--but rather which systems make the most sense for long-term growth, environmental impact, competitiveness, value, flexibility, etc.  The very fact that some high-speed rail lines actually DO pay for themselves, as he points out, makes a strong argument for choosing them over highways, which never do.

Counterpoint: High-Speed Rail Can Be a Good Investment - Post 3: Greenhouse Gases

Last Monday, Robert J. Samuelson published an op-ed in the Washington Post suggesting the high-speed rail is nothing but pork.  At one point he says:

"What would we get for this huge investment? Not much. Here's what we wouldn't get: any meaningful reduction in traffic congestion, greenhouse gas emissions, air travel, oil consumption or imports."

I think he is wrong on all counts.  I addressed commuting and air travel.  Today I address greenhouse gas emissions.

Yesterday I made the point that intelligently designed and built high-speed rail can reduce air traffic.  And it has in countries with good networks, like France, Spain and Japan.  Every plane trip that is eliminated is going to save thousands of gallons of fuel.  Every gallon of fuel contributes about 25 pounds of CO2 to our atmosphere.  In yesterday's post I pointed out that the trains from Madrid to Barcelona had the capacity of as much as sixty flights per day between those two cities (in reality, since not every train is full, they are not currently offsetting that many flights--but they could).  That's theoretically over 2000 tons of CO2 per day that could be saved.  Less, of course, than whatever greenhouse gases are emitted from running the train.

As I pointed out yesterday, however, as our production of electricity gets cleaner, so will the emissions associated with running the train.  So let's say 1/2 of that for now: 1000 tons per day.  365,000 tons per year.  For one corridor.  I would disagree with Mr. Samuelson's contention of no "meaningful reduction in greenhouse gases."  Maybe that's not much to him, but I think it's meaningful.

Monday What's on the Web: Bracken Hendricks

Every Monday I highlight other bloggers or web contributors who are making important or interesting contributions to climate, sustainability, transportation or market transformation. Check back each week for another installment.
----------------------------
Bracken Hendricks is a Senior Fellow at the Center for American Progress.  Mr. Hendricks has been a long-time promoter of policies and ideas to reduce the risk of climate change and is well versed in strategies that engage the private sector in this pursuit also.  You can read his contributions to the Climate Progress blog here.  And you can read his various contributions at CAP here.

 Just yesterday, the Washington Post ran a very cogent op-ed by Mr. Hendricks laying out the foundation for why addressing climate change is as much a conservative issue as a liberal/progressive issue.  In fact, for those of you who read this blog, you will know that I believe there is a strong confluence between business success and environmental protection, and so I am on the same page with Mr. Hendricks.

Keep an eye on Mr. Hendricks's contributions.  He is intelligent and practical and brings strong and pragmatic views in the ongoing challenges presented by climate change.

Counterpoint: High-Speed Rail Can Be a Good Investment - Post 2: Air Travel

Last Monday, Robert J. Samuelson published an op-ed in the Washington Post suggesting the high-speed rail is nothing but pork.  At one point he says:

"What would we get for this huge investment? Not much. Here's what we wouldn't get: any meaningful reduction in traffic congestion, greenhouse gas emissions, air travel, oil consumption or imports."

I think he is wrong on all counts.  Yesterday I addressed commuting.  Today I address air travel.

Here's his point:
"In a report on high-speed rail, the nonpartisan Congressional Research Service examined the 12 corridors of 500 miles or fewer with the most daily air traffic in 2007. Los Angeles to San Francisco led the list with 13,838 passengers; altogether, daily air passengers in these 12 corridors totaled 52,934. If all of them switched to trains, the total number of daily airline passengers, about 2 million, would drop only 2.5 percent."


Hmm.  Amtrak's Northeast corridor by itself carried more than 50% of the passenger load he quotes above.  There's something wrong with that number.  I suspect that they did not include intermediate passengers. Since a train can make a few stops (not too many, or it degrades the service), a single corridor actually serves several markets.  Just like the Washington-New York trains serve Baltimore and Philadelphia as well as DC and New York.  I suspect that would increase that number substantially.

When I was in Spain this summer, I took the AVE train from Madrid to Barcelona--386 miles (2 hours, 38 minutes!) (see my post: High-Speed Rail in Spain).  Almost every single train on Friday afternoon was completely sold out, and they run 24 trains between 5:50 AM and 11:30 PM.  Each of those trains can carry 1.5-2 times the number of passengers on a plane, unless you're talking a widebody aircraft.  That's a lot of flights being replaced.

More importantly, however, is that our air traffic system is overburdened.  It will take billions and billions of dollars to upgrade air traffic control and increase capacity of that system.  Take a look at my blog post from last year describing how strategic use of effective rail might eliminate the need to build a $20 billion third Chicago airport.

This op-ed suffers from one of the most common logical errors.  It compares the costs of high-speed rail with, well, nothing.  It assumes that whatever would happen instead wouldn't cost anything at all.  But not only would the costs of trying to increase air capacity be enormous, but the environmental costs would be higher as well.  What kind of analysis is that?  And that doesn't even take into account that trains can be more flexibly fueled (electricity can come from renewables, nuclear or other sources).  For now, planes are pretty much reliant on petroleum, which is getting more and more precious.

More soon.

Counterpoint: High-Speed Rail Can Be a Good Investment - Post 1: Commuting (??!)

Last Monday, Robert J. Samuelson published an op-ed in the Washington Post suggesting the high-speed rail is nothing but pork.  At one point he says:

"What would we get for this huge investment? Not much. Here's what we wouldn't get: any meaningful reduction in traffic congestion, greenhouse gas emissions, air travel, oil consumption or imports."

I think he is wrong on all counts, and I'll deal with each one-at-a-time over the next few days.

First: traffic congestion.  Another quote: "Even assuming 250,000 high-speed rail passengers, there would be no visible effect on routine commuting."

 Well, duh!  High-speed rail has nothing whatsoever to do with commuting.  Setting up this irrelevant strawman that he can then knock over is a waste of ink and damages his credibility on the other points.  It's as stupid as saying, "Building a third Chicago airport will have no visible effect on routine commuting."

I'm certain Mr. Samuelson is smarter than this, so why does he spend two paragraphs trying to make a point that high-speed rail is going to have some sort of effect on traffic.  I don't know.  Some of the commenters to the article suggested it was a paid oil-company promotional op-ed.  I'm not quite that cynical.

Michael MacCracken's letter in the Washington Post

The following letter to the editor appeared in today's Washington Post.  It was written by Michael MacCracken, who is the chief scientist for climate-change programs at the Climate Institute.  I am in total agreement with Mr. MacCracken.  In particular, to get maximum results, BOTH carbon taxes and market-based trading programs must be developed.

With so little being done politically on climate change, Dana Milbank ["Plan B on climate change," op-ed, Oct. 17] noted that scientists want to research additional measures, often called geoengineering or, better, climate engineering. Removing carbon dioxide from the atmosphere will be essential, but it will have a significant effect only with sharp emissions reductions. Reducing warming by interfering with incoming solar radiation appears possible but is likely to have unintended side effects and involves difficult governance issues.
Climate engineering thus makes sense as a strategy only after making commitments to limit emissions. The United States needs to take the lead and demonstrate the technical ingenuity to show that a modern economy can prosper with low greenhouse gas emissions, and Congress needs to enact incentives for this to happen. 

Ending dithering requires both a well-designed cap-and-trade program to provide incentives for industry to move aggressively and cost-effectively, and a carbon tax with per capita rebates to provide incentives for families and individuals to adopt green technologies. Because mitigation and adaptation will require time and effort, climate engineering may well be needed to moderate the worst effects. 

Efficiency is Stalled; Money is Sitting

The Washington Post reported yesterday that only 8% of the stimulus money that was targeted at energy efficiency has been distributed.  This is at least 18 months after the money was made available, so it really hasn't performed its function of "stimulating."  What's worse, though, is that this stimulus money was a really good idea.  It is supposed to:
  • Support local jobs and economies (energy efficiency jobs are always local)
  • Improve the efficiency of existing building stock
  • Reduce operating costs and utility bills, so that homeowners and building owners will have that money to use elsewhere in the economy
  • Provide the environmental benefit of burning less fossil fuels.
All of these great outcomes are being missed--mainly because of bureaucracy.  One of the biggest problems is that no one wants to send out money that might later be determined to have been misused.  I'm sure the Washington Post would have a big story if 80% of the money had gone out, but 5% of it had been fraudulently used.  It makes it virtually impossible to have these federal programs work.  The controls that are put in place keep the money from going bad, but they also keep a lot of the good money from getting out, too.


The other problem is that the money was layered.  DOE targeted the money to states and localities, who were supposed to develop plans for how to use it.  Many of those states and localities then hired consulting firms to help them develop plans.  Given the procurement process to get those contracts in place, time kept passing by--and it still is.

Also, a lot of the money was targeted in small amounts to small places, which seems nice and egalitarian.  Unfortunately, in small amounts, much of the money would end up getting pissed away just getting these places up to speed or putting in place the staffing or contractors who would be capable of doing the work.  I'll post another blog on this topic shortly.

So here we are--92% of the money is still lying around.  Used fairly intelligently it could make a huge difference.  Even if 5% got wasted, it's still worth getting out there.

Blue Line Reroute - Deja Vu 30 Months Later

Brownline[1]


(Since I posted this, a better solution with more comments has appeared on Greater Greater Washington.  Check it out.)

Dr. Gridlock in the Washington Post, discussed today the potential rerouting of some metro trains across the Yellow Line bridge over the Potomac rather than through the Rosslyn tunnel.  Old news.  Virtually the same article was written by Lena Sun in February 2008.  Same question: should they make a new color?  Yes, of course, as I blogged here over two years ago .  (For more on how we name routes, check out my blog post on that here.)

There appears to be a pattern.  The same problems just keep plaguing Metro.  I've been reading about the escalator problems (and experiencing them personally) for more than a decade--along with this passenger who writes in today's post. Robert Thompson (Dr. Gridlock) replied thus:

"The current generation at the transit authority includes some pretty smart people. The consequences of the escalator design have been widely known and discussed since the 1990s. Is it not reasonable to
expect that these smart people would be well on their way to solving the problems they inherited?  Instead, the transit authority remains far better at articulating the problems than at solving them
."

Likewise with the invisible tunnel.

If the rerouting of the trains across the Potomac instead of under it is a good idea, then quit talking about it and do it.  Yes, deciding what to call it is an issue, but surely that is not what is keeping it from being implemented.


(cross posted on CommuterPage)

Arlington's Army Navy Country Club Shows Support for Bike Connection

Today's Washington Post printed a letter from Edward A. Urben, the General Manager and CEO of the Army Navy Country Club in South Arlington.  This letter shows support for the County's request to obtain an easement that will allow bike/ped access from Arlington View neighborhood, under I-395, to Pentagon City.  This is a long-sought connection.  Please also see this related post from a few weeks ago, urging cyclists and others to support this connection.

View Hoffman Boston I-395 bike/ped connector in a larger map

Freight Rail Is a Transformative Solution, But Not Necessarily a Job Creator

Today's Washington Post contained an op-ed penned by the Governors of five states in the Mid-Atlantic and the South. In it, they recommend investing in a 2,500 mile rail corridor termed the Crescent Corridor that will replace much of the truck traffic between the South and the Northeast. This is a great idea, and it has already received some stimulus funding. As pointed out in the article, as much as 40% of the traffic on I-81 is truck traffic. There is not much room to expand road capacity, and even if there were, the space required to move the same amount of freight via rail will be much, much smaller.

In addition, shipping freight by rail is far more environmentally sustainable, with reductions in fuel consumption of 2/3rds or more to transport the same amount of goods. "It's an idea that will not only create jobs but also reduce highway congestion, improve safety and take more than 1 million long-haul trucks off the road each year," the article states.

Transforming our transportation systems is an imperative objective as we continue to move into a world of rapidly changing climate, unsustainable land-use patterns and increasing traffic congestion. Shifting significant portions of our freight transportation from truck to rail is a no brainer, even taking into account the significant infrastructure costs involved.

So I am totally on board with these governors and the overall idea of shifting freight to rail. My only quibble is that they are throwing out the job creation rubric as a key reason for doing this. You can see the contradiction in their statement above: removing 1 million trucks from the road will also remove the truck drivers and the support systems for those trucks. That's part of the reason it's so efficient--you only need one really big vehicle with a staff of two or three people to move the goods that would have taken hundreds. Yes, some jobs will be created in the construction part of the initiative, but in the long run, shifting to rail will be much less labor intensive than trucking.

So, yes, let's invest in rail (passenger rail, too, for that matter) Let's transform our transportation systems to more sustainable models. But let's not couch it in false terms of job creation.

Coal for South Africa Now? No.

March 22nd's Washington Post contained an op-ed article by South Africa's Finance Minister, Pravin Gordhan. In it, he argues that South Africa needs World Bank funding to build 4800 Megawatts of coal-powered electricity generation to serve the development needs of the country and surrounding countries.

The article is a plea to the World Bank to support a $3.75 billion loan to help them make large capital investments in energy projects. He states that most of the money will fund the coal powered generation with about $750 million going to fund renewables and efficiency. Although the exact values are not stated in the article, it appears that well over 90% of the new generation that would be built from this money will be coal-fired. And any coal-fired plant is likely to remain in operation for decades--even as the climate continues to destabilize.

From the article: "A strong body of opinion holds that multilateral development banks should be discouraged from funding coal-burning power projects with carbon dioxide emissions that contribute to climate change. We share this concern but, after careful consideration, have concluded that the course we have chosen is the only responsible way forward. "

The World Bank should not acquiesce to this plea for several reasons:

1) Why does Minister Gordhan believe that South Africa is somehow more entitled to stray from the goal of eliminating coal-fired generation--or at least not fund it with international development funds--than any other country. One would doubt that he would suggest that the same exception be made for any country that could state, "If there were any other way to meet our power needs as quickly or as affordably as our present circumstances demand, or on the required scale, we would obviously prefer technologies -- wind, solar, hydropower, nuclear -- that leave little or no carbon footprint." "Affordably" being the key word. Coal is cheap almost everywhere, so any country could claim the same point of view as South Africa, and the developing world would just continue down an unsustainable path. I would ask Minister Gordhan which countries should be denied the type of funding he is requesting if they were to make a similar argument.

2) There is nothing in this opinion article that might be argued in another just like it ten years from now. If now is the wrong time for South Africa to start moving in a different direction, what assurance is there that a few years from now similar economic or energy-related pressures will not create an identical op-ed? If weaning off of fossil fuels is the right thing to do, then now is the time to start--not some undefined point in the future.

In February, the Minister gave his budget speech, in which he said, "Climate change and concerns over global energy supply present both challenges and opportunities for South Africa. Industries must be helped to manage scarce resources more efficiently and to reduce greenhouse gas emissions through appropriate pricing of energy. This is necessary to enable investment in sustainable technologies. Green economy initiatives will create new opportunities for enterprise development, job creation and the renewal of commercial and residential environments. This must play a part in our new growth path."

This op-ed seemingly ignores that sentiment, pleading that the World Bank fund this project, in which over 90% of the energy resulting from the project is devoted not just to fossil fuels, but the dirtiest fossil fuel of all--coal.

"(We) have concluded that the course we have chosen is the only responsible way forward. " he writes in today's op-ed. He is wrong. In fact, the only responsible way forward is to embrace the low carbon future instead of relying on the unsustainable technologies of the past.

Carbon Offsets Not a Mirage, But an Important Tool

On Halloween, the Washington Post published an op-ed article by Laurie Williams and Allan Zabel entitled Cap-and-Trade Mirage. Williams and Zabel are EPA employees, as I once was, too. The article made a couple of assertions about strategies for addressing climate change that are, in my opinion, wrong. The major point they attempt to make is that our cap-and-trade legislation is doomed to failure because it includes carbon offsets. Tomorrow I will counter their assertions about offsets, but today I will address an earlier point they make in their article.

Here's a quote:
"Confidence in the certainty of declining caps is based on the mistaken assumption that cap-and trade was proven in the EPA's acid rain program. In fact, addressing acid rain required relatively minor modifications to coal-fired power plants... In contrast, the issues presented by climate change cannot be solved by tweaks to facilities; it requires an energy revolution through investments in building clean-energy facilities. The biggest obstacle to this revolution is that uncontrolled fossil fuel energy remains much cheaper than clean energy.

Cap-and-trade alone will not create confidence that clean energy will become profitable within a known time frame and so will not ignite the huge shift in investment needed to begin
the clean-energy revolution."

The energy revolution they claim is needed is required--eventually (and, I would agree, the sooner the better). But right now we already possess the tools and technologies to reduce our carbon emissions by up to 40%--and at a profit. It's called energy efficiency. Steven Chu, Secretary of Energy, has reduced the energy use in his house by almost 50% with relatively small effort (as he blogged on Huffpost). Similarly, with a lesser effort than he, I have reduced the energy use in my house by an estimated 20-30% with relatively minor investments. And there's lots more I can and should do. Most buildings can reduce their energy use by 30% or more at a net-zero cost. Buildings alone account for 40% of our greenhouse gas emissions, so we can get 12% reductions in total emissions without doing anything else than profitably improving efficiency in buildings. California has held emissions per person constant for almost 30 years while it's rising everywhere else in the US.

The United States emits about double the greenhouse gases per dollar of GDP as Japan. That's not because Japan is a generation ahead of us in clean energy generation. It's because they are a generation ahead of us in using the currently existing energy efficiency opportunities that are right in front of us. Because energy is more expensive there, they have learned to be more judicious and smarter with it.

Cap and trade will make energy more expensive here--although probably not by as much as Williams and Zabel (and I for that matter) would like it to be to force a truly rapid revolution. However, the cap will compel companies to find ways to reduce their emissions. It's true that if the cap were declining rapidly and the only solution were renewable energy, that the concept might fail, but that's not the case; renewable energy is not the only solution. We can easily meet the emissions targets in Waxman-Markey or Kerry-Boxer with technologies and practices that are already widely available. At the same time, these bills contain additional incentives to help push investment towards the development of more renewable energy above and beyond what the cap-and-trade component of the bills might drive by themselves.

So Williams and Zabel are wrong that we cannot take the lessons from Acid Rain and apply it to carbon emissions. In fact, at the time the Acid Rain Program was put in place, many industry studies assumed that it would require very expensive scrubber technology to meet the emissions targets required. The power plant owners discovered that, in many cases, they could meet those targets more economically by switching to a different fuel, or shutting down the dirtiest plants. The costs, it turned out, were much lower than even the most optimistic predictions of environmentalists and only 10% the costs that the industry had predicted. Not only that, but for much of the history of the program, the utilities have actually emitted far less than the cap required, because they were able to find other ways to do so that were cheap.

Williams and Zabel are similarly assuming that there is only one solution and that solution is untenable. The beauty of using cap and trade is that other solutions will also be found, in many cases ones we may not have thought of. In this case, we don't even have to be surprised, though, because the most obvious and cheapest solution is already staring us in the face. Put the cap and trade in place so we can unleash the energy efficiency revolution.