We all have seen many community development programs for children that aims to make them better citizens and keep them out of trouble.  Bike Church, run by Ms. Kerri Martin with the support of Holy Spirit Church,  is one such program that makes you go “wow”.  Martin, 37, offers two programs that teach Asbury Park youths job skills such as bicycle mechanics, the value of volunteerism and work ethics. It is a youth earn-a-bike program operating in the community of Asbury Park, New Jersey. The organization website notes that every Monday, between 4pm-7pm,children in middle school and younger come to The Bike Church to learn how to fix bikes, to practice riding, and to learn about safetyissues related to bicycles.

Martin’s idea for the bike church came from a previous job. While living in Brooklyn prior to her move in 2003 to the Shore, Martin worked for Recycle-a-Bicycle in New York City. The program teaches youths bicycle mechanics and offers job and environmental training.

When Martin, a.k.a. the Bike Lady for some in  Asbury Park,  met the Rev. William McLaughlin in 2006 at Holy Spirit Church, she told him about her idea to salvage bicycles and educate children.   He liked the idea and told her she could use the church’s basement, she said. Martin spent a summer cleaning out the basement, and The Bike Church was founded shortly afterword.

With the growing popularity of the program in the community, Kerri and her team had opened, Second Life Bikes, which is for high school age youth.  At Second Life they also learn bike mechanic skills but in more of a structured bike shop environment. After 15 hours of work, they earn themselves a bicycle.  If you would like to donate your time, your old bicycles, parts, and/or helmets, check out the organization’s Website or email to staff@thebikechurch.org for more information regarding donations.

Thanks to my favorite biking website Copenhagenize.com, now I know how bringing bikes and kids together can make a huge difference in the community.   Here are two wonderful videos about Bike Church:

“I loved the idea of rescuing old bikes from the landfill and just giving them a new life,” says  Martin.  Hey anything that keeps the planet green and the kids off the bad things, I am all for it.  Transportgooru salutes Kerri and her team for this inspiring work.  Keep up the good work, Kerri!

(via Copenhagenize.com & App.com)

This webinar will explore the findings of Transportation Research Board Special Report 298: Driving and the Built Environment:  Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions.  This congressionally mandated study examines the relationship between land development patterns and vehicle miles traveled (VMT) in the United States to assess whether petroleum use, and by extension greenhouse gas (GHG) emissions, could be reduced by changes in the design of development patterns.   The study estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals.

Commissioned papers used by the committee to help develop Special Report 298 are available online.  A four page summary of and a press release on the report is also available online.

Image Courtesy: TRB - Click the image to access the report

The committee chair, José A. Gómez-Ibáñez, Derek C. Bok Professor of Urban Planning and Public Policy of Harvard University, will present the study findings.   The report estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals.

Questions from the audience will be addressed by Dr. Gómez-Ibáñez and two committee members who also contributed to the report:

• Dr. Marlon Boarnet, University of California, Irvine
• Mr. Andrew Cotugno, Portland METRO

Questions may be posed any time during the webinar, and will be answered at the end of the session.
Registration:  There is no fee to join this webinar. Space is limited, so we encourage participants to register 24 hours prior to the start of the webinar.

For questions about using this software, including webinar audio or visual complications, please contact Reggie Gillum at rgillum@nas.edu or 202-334-2382.

Prepared by the Office of Planning, Environment and Realty, Federal Highway Administration(FHWA)

Recent Events

DOT’s National Highway Traffic Safety Administration (NHTSA) and the U.S. Environmental Protection Agency (EPA) Propose Landmark Joint Regulations to Establish Light-Duty Vehicle Greenhouse Gas (GHG) Emission Standards and Corporate Average Fuel Economy Standards (CAFE). The proposed regulations, published in the Federal Register on September 28, 2009, have two goals: reduce GHG emissions and improve fuel economy. The proposal follows from the National Fuel Efficiency Policy announced by President Obama on May 19, 2009, responding to the country’s critical need to address global climate change and to reduce oil consumption. EPA is proposing the first-ever GHG emissions standards under the Clean Air Act; NHTSA is proposing CAFE standards under the Energy Policy and Conservation Act. These standards apply to passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2012 through 2016 and would result in an overall fleet fuel economy of 35.5 mpg. Comments must be received on or before November 27, 2009. To read the proposed rulemaking and find out how to submit comments, go to http://edocket.access.gpo.gov/2009/E9-22516.htm. (See related article on trends in fuel economy from 1923-2006)

Climate Change Bill Introduced in the Senate. On September 30, Senators Kerry and Boxer introduced the Clean Energy Jobs and American Power Act “to create clean energy jobs, promote energy independence, reduce global warming pollution, and transition to a clean energy economy.” The bill would add two new sections (Titles VII and VIII) to the Clean Air Act, which would set declining limits on GHG emissions and establish a Pollution Reduction Investment (PRI) program, also known as cap-and-trade. The Act would require EPA to establish 1) GHG emission standards for new heavy-duty vehicles and engines, and for nonroad vehicles and engines and 2) to standardized emission models and related methodologies for States and MPOs. It would create an emissions reduction program, allowing DOT to provide grants to States and MPOs to help them reduce GHG emissions from the transportation sector. It would establish goals to reduce GHG emissions from the nation’s largest stationary sources-initially around 7,500 facilities that account for nearly three-quarters of U.S. carbon pollution-to 97% of 2005 levels by 2012, 80% by 2020, 58% by 2030, and 17% by 2050 (versus a reduction to 20% of 2005 GHG emissions by 2050 called for in the House bill, the American Security and Clean Energy Act, introduced by Congressmen Waxman and Markey, which passed the House on June 26, 2009). The Boxer-Kerry bill also would establish a National Climate Change Adaptation Program and require EPA to distribute formula-based funding to States for projects and activities that address impacts on coastal watersheds.

EPA Finalizes Nation’s First GHG Emissions’ Reporting System/Monitoring to Begin in 2010. On January 1, 2010, EPA will, for the first time, require large, stationary-source emitters of GHGs to begin collecting data under a new reporting system, which will cover approximately 85 percent of the nation’s GHG emissions and apply to roughly 10,000 facilities. The reporting system will provide a better understanding of where GHGs are coming from and will guide development of policies and programs to reduce emissions. The data will also allow businesses to track their emissions, compare them with those of similar facilities, and provide assistance in identifying cost-effective ways to reduce emissions in the future. Fossil fuel and industrial GHG suppliers, motor vehicle and engine manufacturers, and facilities that emit 25,000 metric tons or more of carbon dioxide equivalent (CO2e) per year will be required to report GHG emissions data to EPA annually. More information on the new reporting system and reporting requirements is available at:http://epa.gov/climatechange/emissions/ghgrulemaking.html. State and local officials interested in additional information about developing and implementing cost-effective climate and energy strategies that help further environmental goals and achieve public health and economic benefits may visit: http://epa.gov/cleanenergy/energy-programs/state-and-local/index.html.

U.S. Climate Envoy Elaborates on President Obama’s Speech at United Nations Climate Summit Regarding Climate Change and December U.N. Conference of Parties (COP15). Speaking at a White House press briefing after the President’s climate change speech at the U.N., Todd Stern, the U.S. climate envoy, said that the U.S. would still have a solid bargaining position in Copenhagen even if the Administration fails to push its own GHG legislation through Congress before the intergovernmental conference. “We would like to see the maximum possible progress… on our domestic legislation,” Stern said. “In the event that there’s not domestic legislation done by the time of Copenhagen, we will negotiate with that in mind. But certainly the most progress we can get would be helpful.” At the U.N., the President said that the major developing countries, where virtually all of the growth in emissions over the next 30 years is going to occur, also have to take actions. Elaborating on that Stern said “[The major developing countries] have to stand behind those actions to the same degree that the US and other developed countries do. The President is making that very clear. And that has not traditionally been the way that the climate change negotiations and the whole climate change international debate have gone on.” (See related “FYI” article.)

Driving and the Built Environment: The Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions (TRB Special Report 298) Published. This recently-released report examines the relationship between land development patterns and vehicle miles traveled (VMT) in the United States to assess whether petroleum use, and by extension GHG emissions, could be reduced by changes in the design of development patterns. The report estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals. Increasing population and employment density in metropolitan areas could reduce vehicle travel, energy use, and CO2 emissions from less than 1 percent up to 11 percent by 2050 compared to a base case for household vehicle usage, depending on the assumptions used. Commissioned papers used by the committee to help develop Special Report 298 are available online. A four page summary of and a press release onthe report is also downloadable at http://books.nap.edu/catalog.php?record_id=12747&utm_medium=etmail&utm_source=National%20Academies%20Press&utm_campaign=NAP+mail+new+09.8.09&utm_content=Downloader&utm_term=. On Wednesday, October 21, TRB will be hosting a webinar to explore the findings of this congressionally-mandated study. Space is limited. To reserve a “seat,” go to https://www1.gotomeeting.com/register/606169224.

NSF Awards NCSE $1.67M Climate Change Education Grant. The National Council for Science and the Environment (NCSE) has been awarded a three-year grant of $1,666,820 by the National Science Foundation to create a nationwide cyber-enabled learning community for solutions to climate change to be known as CAMEL (Climate, Adaptation, and Mitigation e-Learning). CAMEL will engage experts in science, policy and decision-making, education, and assessment in the production of a virtual toolbox of curricular resources designed for teaching climate change causes, consequences, and solutions.The project was developed by theCouncil of Environmental Deans and Directors (CEDD), which is managed by NCSE. More information on CAMEL, including a PowerPoint presentation by principal investigator David Hassenzahl and a video thereof, can be found at the CEDD website (http://ncseonline.org/Updates/cms.cfm?id=3274).

U.S. Energy Information Administration (EIA) Releases Its Annual Energy Review (AER).The AER is EIA’s primary report of historical annual energy statistics. For many series, data begin with the year 1949. Included are data on total energy production, consumption, and trade; overviews of petroleum, natural gas, coal, electricity, nuclear energy, renewable energy, international energy, as well as financial and environmental indicators; and data unit conversion tables. Two especially interesting graphics are for Primary Energy Consumption by Source and Sector, 2008 (the most recent year for which data is available) and the Petroleum Overview, 1949-2008, which shows how closely petroleum consumption in the U.S. tracks with petroleum imports (see below).

Publications released by University of Michigan Transportation Research Institute, Ann Arbor, Michigan:

Effect of “Cash for Clunkers” Program on Overall Fuel Economy of Purchased New Vehicles. September 2009. Conclusions: Based on data from October 2007 through June 2009 and using unemployment rate and price of gasoline as predictors of the fuel economy, the program improved the average fuel economy of all vehicles purchased by 0.6 mpg in July 2009 and 0.7 mpg in August 2009.
Economic Indicators as Predictors of Number and Fuel Economy of Purchased New Vehicles. July 2009. Conclusions: During October 2007 through June 2009, average fuel economy of purchased light-duty vehicles improved by a substantial amount-1.1 mpg-as a result of unemployment and price of gasoline; however, significantly fewer vehicles were purchased as a result of unemployment. The price of gasoline did not reduce the number of vehicles purchased.
Recent Reductions in Carbon Dioxide Emissions from New Vehicles. July 2009. Conclusions: Improved fuel economy of purchased new vehicles and decrease in distances driven, resulted in lower CO2 emissions per driver from purchased new vehicles were lower in November 2007 through April 2009, when compared to October 2007. The greatest reduction in emissions-12%-occurred in July 2008. The reduction in April 2009 (the latest month examined) was 8%.
Mechanisms involved in recent large reductions in U.S. road fatalities. Injury Prevention, June 2009. Conclusion: One factor in the large reductions in U.S. road fatalities was the decrease in leisure driving related to the price of gasoline.
Fuel efficiency of vehicles on U.S. roads: 1923-2006. Energy Policy, 2009. Conclusions: Overall fleet fuel efficiency decreased from 14 mpg in 1923 to 11.9 mpg in 1973. Starting in 1974, efficiency increased rapidly to 16.9 mpg in 1991. Thereafter, improvements have been small, with efficiency reaching 17.2 mpg in 2006.

State and Local News

Delaware Valley Regional Planning Commission (DVRPC) Releases Regional GHG Emissions Inventory Available for Download at No Charge. This inventory will help regional policy makers and citizens understand the sources of GHG emissions so they can make well-informed decisions for regional and local policies to reduce them. In addition, the inventory has been allocated to the municipal level, supporting local action in cities, boroughs, and townships across the region. The U.S. EPA is actively engaged with this work as a pilot for developing a standard national protocol for carrying out GHG emissions inventories at the metropolitan level.

U.S. EPA Offers Free, Downloadable Webinars: Greenhouse Gas Inventory 101 for Local, Regional, and State Governments covering:
Creating an Inventory. Topics include understanding the purpose and scope of a GHG inventory, inventories vs. registries, setting a boundary, setting a baseline, quantification approaches, certification and reporting protocols, comparability, and level of effort.
Translating Inventory Results into Action. Topics include describing the various uses of GHG inventories, including benchmarking, tracking emissions and progress over time, setting emission reduction goals, policy options for meeting goals, evaluating policy options, and processes for setting goals and policies.
State Inventory Tool (SIT) Training. Topics include background information on the development of the SIT modules and a live demonstration of the CO2 from Fossil Fuel Combustion Module, Natural Gas and Oil Module, Synthesis Module, and Projection Tool.

Announcements

Association of Metropolitan Planning Organizations’ 2009 Annual Conference to be held October 28-30, 2009 in Savannah, GA. There will be sessions on Critical Issues Related to Land Use Planning in Transportation and Livability, plus a pre-conference workshop on Practical Examples of Integrating Land Use Planning with Transportation Planning. Three sessions will be devoted to climate change:
Strategies to Reduce GHG Emissions with presentations on Moving Cooler by David Jackson from Cambridge Systematics; TRB Special Report on Land Use, VMT, and GHG by Professor Jose Gomez-Ibanez, Harvard Kennedy School; and Global Climate Change: A “Top 10” List for MPOs by Cindy Burbank, Parsons Brinckerhoff.
GHG Emissions and Air Quality Standards with presentations on Alternative Regulatory and Incentive-Based Approaches to Reducing GHG Emissions: Potential Implications for MPOs by Michael Grant and Janet D’Ignazio, ICF International, and Implementing AQ Standards in the Context of New Planning Changes by Tracy Clymer, Cambridge Systematics. The session will be moderated by Sarah Siwek, Sarah Siwek & Associates.
Climate Change: Adaptation with presentations on Adapting to Climate Change Impacts by Michael Culp and Rob Ritter, FHWA, and Adaptation in Response to Global Climate Change: International Best Practices in Long Range Planning by Michael Flood and Chris Dorney, Parsons Brinckerhoff.

National Association of Development Organizations (NADO) Holds National Rural Transportation Conference in coordination with the AMPO conference. A climate change session on October 29 will cover strategies for beginning to incorporate climate change into regional transportation planning in rural and small metro areas. FHWA will make a presentation and Stephen Lawe, RSG Inc., will talk about a new GHG emissions model that may be useful for RPOs and small MPOs that don’t have their own modeling capabilities.

FYI

What are the United Nations Climate Change Conference in Copenhagen, Denmark and COP15 that I’ve been hearing about? The 15th annual Conference of the Parties (COP 15), which will be held from December 7-18, 2009 in Copenhagen, Denmark, is the culmination of a series of meetings among the 192 parties to the United Nations Framework Convention on Climate Change (UNFCCC). The COP adopt decisions and resolutions related to reducing GHG emissions, which make up a detailed set of rules for implementation of the Convention. Concurrently with the COP, there is a Conference of the Parties to the Kyoto Protocol, which was adopted in 1997 and came into force in 2005 after a sufficient number of countries had ratified it. Together the Conferences are called the United Nations Climate Change Conference.

Next month: What is the United Nations Framework Convention on Climate Change (UNFCCC)?

Previous Newsletters

• August 2009
• July 2009
• June 2009
• May 2009
• April 2009
• March 2009
• February 2009
• January 2009
• December 2008
• November 2008
• October 2008
• September 2008

If you have any suggestions for inclusion in future issues of Transportation and Climate Change News, or if someone forwarded this newsletter to you and you would like to receive it directly in the future, please send your suggestions or request to Kathy Daniel at Kathy.Daniel@dot.gov.

(Source: Autoblog)

Earlier this week, Brammo’s director of product development Brian Wismann along with Dave Schiff of Crispin Porter Bugosky, began a ten-day journey meant to take them from Ann Arbor, Michigan to Washington, DC. The 520 mile trip, which is being chronicled on the site shockingbarack.com, is intended to raise awareness of the company’s new electric motorcycle, the Enertia, and electric vehicles in general.

The trek began at Zingerman’s deli in downtown Ann Arbor, MI, which just happens to be a a few blocks from this blogger’s office. Brian and Dave swung by the office for a visit to show off the bike – which they prefer to call a powercycle – and chat about what it can do. Along the route to the capital, they’ll be making plenty of similar stops, partly to demonstrate the bike but mostly out of necessity. While the Enertia is undoubtedly a neat ride, it underscores two of the major problems with EVs. They are expensive ($11,995 for the Enertia) and have limited range. This bike only has a 42-mile range and then takes four hours to charge. That means plenty of short hops to cover the 520-mile distance to DC.

The Brammo team has built a nice website that has a plenty of brilliant ideas to get the community involved (not just transportation geeks and gear heads with greasy finger nails). Here are some ways you can help the  Brammo team achieve their goals:

• Share an Outlet (to charge their battery packs)
• Spare a Couch (The team says: “If you live along the route and we can crash on your couch or floor let us know. We’d be genuinely happy to meet and hang out with you, and we’d be considerate guests in your home. You can email us or use or use couchsurfing.com.”)
• Help them meet Barack (The team says: “If you know Barack Obama, or you know someone who knows him, or you’re friends with someone who knows someone who knows him, please contact us. We’d be grateful for any help you can give us in meeting him.”)

So, are you ready ShockBarack (Oh man, won’t the republicans would die for that chance?)? If yes, just visit the team’s website to follow their progress. As we speak, the Google Map shows they are somewhere near Aurora, OH.   The team’s video logs of the journey are quite interesting and it is nice to see what all they endure as they make their way to Washington, DC battling some really nasty weather.  At least they will have a great story to tell their grand children someday, if not to Barack.

NOTE: Guys, Transportgooru would love to have a cup of coffee with  you when you arrive here in DC .  That is what you will be craving for before you even shake hands with Barack after driving in this damp & cold miserable weather (Tweet me @transportgooru).

(Sources: Washington Post, Fuel Cell Today & Huliq News)

The hydrogen car may have legions of fervent fans, but Energy Secretary Steven Chu apparently is not among them. Earlier this year, the Nobel prize-winning scientist essentially zeroed government funding for the clean vehicles and came close to mocking their potential, saying the technology needs four “miracles” before it can become widely adopted.

“Saints only need three,” he cracked in a magazine interview.

But the hydrogen car is back. On Thursday, the Senate agreed to restore nearly all the money for hydrogen car research that the administration had proposed to cut.

The measure, part of an appropriations bill previously approved by the House, is expected to be signed by President Obama.

“It’s the right set of priorities,” said Sen. Byron L. Dorgan (D-N.D.), a leader in the effort to fund the technology. “If you discontinue the research, you shortchange the future.”

This year’s revival of government funding is unlikely to end the broader dispute over hydrogen cars, however. Before the cars can become much more than an experiment on American roads — it is estimated that there are fewer than 200 operating in the United States — the industry may need as much as $55 billion more in government support over the next 15 years, according to industry sources and a National Research Council report last year. That money would pay for more research and subsidies to build fueling stations.

By comparison, the amount appropriated Thursday is meager: $187 million. But even that level of government support has critics, who say the possibilities and benefits of the technology have been wildly exaggerated. In a press release published on the Fuel Cell Today, the USFCC said ” The bill approved by Congress is a significant win for fuel cells overall. The Obama administration requested $68 million for the EERE program. Under the final Congressional compromise, funding for fuel cells and hydrogen will receive $174 million, or $106 million higher than the Obama administration’s request.”

Funding for research into production of the hydrogen car is highly controversial. There are currently less than 200 of these cars operating in the United States.

The issue is the additional funding that will be required to establish fueling stations across the country to support these vehicles. It is currently estimated that an additional $55 billion of government support could be required to make that a reality.

Nevertheless, hydrogen cars might represent the future for automobiles in this country. These cars are fueled with hydrogen gas which combines with oxygen in the air. The only byproduct of this fuel is water vapor. This means that hydrogen fuel cell cars may provide the best means of reaching the goal of emission-free vehicles.

The reality of hydrogen powered vehicles is really not such a stretch. In Iceland, the first country to begin making a truly concerted effort to break free from the constraints and costs of fossil fuel, hydrogen powered cars and ships are already a reality. Iceland has been working on this technology for years, and does have an advantage over many other countries in the world because so much of the energy sources in Iceland are from renewable sources, such as geo-thermal and hydro-electric power.

The governments of Norway, Japan and Germany also are investing hundreds of millions in the technology, with the Germans aiming to build 1,000 stations by 2015, according to auto industry sources.

Here are some articles on the investments around the world:

• Europe’s love affair with hyrdogen technology continues; Germany Launches H2 Mobility Initiative to Expand Infrastructure for Refueling Hydrogen Vehicles
• Norway leaps ahead with its love for Hydrogen fuel – Dedicates 580 kilometer hydrogen highway

Click here to read more.

One of my favorite websites for all things Social Media, Mashable.com, got my attention today with their blog post about the Blog Action Day.  Today (October 15, 2009) is the third annual Blog Action Day, a yearly event in which thousands of blogs around the web pledge to write about a single global issue in an effort to focus global attention.

Two years ago, the inaugural Blog Action Day tackled the environment, last year blogs across the world wrote about poverty, and this year over 8,800 blogs from 148 countries are uniting today to write about an issue of global importance: climate change.

You may ask what difference does it make by simply dropping a blog post on Climate Change? The possibilities are endless..Your one post can inspire someone else to write about this issue..The more people write about, the more people will get to read, and thus we create an awareness about the on going problem.. In the cacophony of today’s world, too many people have no time to even stop and think about this very important issue that threatens our very existence on this planet.  If your blog can divert the attention of someone – a friend on Facebook, or a random reader from Timbuktu who has subscribed to your blog’s RSS – even for a moment and make them think how they have contributed to this generations effort to save the planet, you have done your bit.  Trust me — that’s how we all make a difference in this world – in our own little ways.

For me there is a bit more close to heart on this issue.  Being a transportation engineer/nerd/nut/practitioner/wonk, etc, etc, I’ve first hand knowledge about the impact of fossil fuels on our planet.  In 2006, the world used 3.9 billion tons of oil. Fossil fuel usage in 2005 produced 7.6 billion tons of carbon emissions, and atmospheric concentrations of carbon dioxide reached 380 parts per million.  These numbers have continued to rise over the years and is expected to grow rapidly unless we curb the use of fossil fuels.

So what have I done personally towards mitigating this growing threat of Climate Change?

• First, I made some lifestyle choices that have immensely reduced my carbon footprint.  It all started with moving to a house that’s closer to a train station.  Now I take transit (trains and buses) to work and walk a lot when I don’t have these options.
• These days I drive a maximum of 20 miles in a whole week (primarily for groceries & other routine errands  that I need to do on weekends).  Just by doing that, I not only reduced my fuel consumption (which directly contributes to the reduction in Green House Gases which other wise may have come from my driving) but also saved a bunch of money on car insurance.  Now seriously thinking about going the “ZipCar” way, which means no insurance charges at all.
• I started making it a habit to car pool if I know I am going to be in a place with some of my friends.
• Starting to schedule my networking events (Happy Hours, Meetings, etc) at locations that are closer to the Metro rail stations.  (Hey, that way I can have an extra drink without having to worry about getting a DUI or DWI).
• I encourage people in my network to think about leaving their darned cars at home at least for a day at work.
• I recycle like crazy these days.
• Stopped buying bottled water. PERIOD.
• Stopped using plastic spoons, knives and forks as much as I can.
• Buying products that are environmentally friendly (biodegradable).   I’m very determined to not buy products from companies that are not supportive of environmental initiatives (Here I must applaud Apple & Nike for sticking to their stands on the going green initiatives and walking away from the US Chamber of Commerce).
• Hmmm..What else? Ah,   I encourage myself to publish more articles that talk about the various environmental initiatives related to transportation here on Transportgooru.com.

I already hear some of you growling that all these are possible because I live in an urban area or because I have a choice to do so due to my socio-economic status.  I agree with you – only to a degree.  Location matters only on issues such as transportation.  For the rest of the stuff to happen, I have to personally feel the need to do them.  I feel the urgency to act NOW and not tomorrow or the day after.  We already have a lot of  grim news about how fast we are spiraling downwards into a horrible environmental mess, thanks to the mainstream media and the  awesome social media networks.  For example, today there was a report on the possibility of no ice cover in the Arctic region by 2030.

Every generation had its challenge and they stood up to address them issues when they were called into action (World Wars, Pandemic Diseases, Natural Disasters, etc).  For our generation, I consider the Climate Change as the biggest challenge and truly believe that we will stand together and fight this battle to save this planet.  Someday in the future I do not want to hear the children and grandchildren tell us “Your generation screwed us royally by plundering the earth and ignored all the warning signs”.  Here I am doing my little bit, trying to make a difference and I hope you will join me in this fight to preserve the Earth that we all call HOME.   Now, you can go blog about your little bit if you already have a blog or a website.  If you don’t have one, I encourage you to start one and start talking about how you want to save this planet.  If you can’t do that, at least go change your light bulbs to something that is more energy efficient or recycle that trash that you have piled up in the corner of your basement.  Oh, if you are a US citizen, write to your congressman/congresswoman/Sentor telling them how you want the US to contribute towards the Climate Change efforts during the upcoming UN Climate Change Conference in Copenhagen (December 2009) . Just do your little bit, that’s all.

Click here to read more and Click here to Take Action.

As the U.S. looks to improve passenger transportation, join us for a live Webinar where industry experts will share experiences, examine challenges and present various approaches of successful high-speed rail projects.

Panelists include:
•Rick Harnish, Executive Director of the Midwest High Speed Rail Association
•Peter Gertler, Vice President of HNTB
•Chuck Pineda, Rail Division Manager – US for OHL
•Antonio Pérez, CEO of TALGO America
•Susana Mate, Assistant Director of Industry and Technology for the Trade Commission of Spain in Chicago

The panel will discuss the elements of a high-speed rail system, as well as the similarities and differences of projects in Spain, the U.S. and around the world; from how they are planned and engineered to how they are built and operated.

Hosted by the Trade Commission of Spain in Chicago, www.spaintechnology/rail.

Register at: www.masstransitmag.com/hi-speedrail

(Source: Wired; Bikeportland)

Image Courtesy: Hopworksfiets by Elly Blue @ Flickr

The Hopworksfiets party bike was built in, where else, bike- and beer-mad Portland, Oregon, by the bike builders Metrofiets. All you really need to know in order to fall in love with this bike is that it carries not one, but two beer kegs along with a pair of taps to serve the suds.

The mobile bar, a custom build for Portland-based Hopworks Urban Brewery, is a long-wheelbase cargo bike with the load bed up front, which we guess means that pedestrians can’t sneak a quick pint when you’re stopped at the lights. There’s a “sound pannier” at the back, containing an amp and a speaker, and the rear rack is just the right size to carry a stack of pizza boxes.

This party is entirely human-powered, with the help of nine gears — any more would allow a rider to go faster than would be entirely wise, explained Ross. Sturdy looking disc brakes and chunky tires with full fenders adorn both wheels.

Image Courtesy: Hopworksfeit @ Flickr

When fully loaded with pizza, beer, and ice, the bike should just about meet Metrofiets’ 400lb weight limit. Still, Ross is recommending that the bike be transported with pony kegs, and refilled with full-sized kegs on the scene.

The bike is a group effort. Ross and Nichols designed and built the bike. Damon Eckhoff inspired the sound system and did much of the wiring. Metropolis Cycles (2249 N Williams) built the wheels and provided general bike shop support. Michael Moscarelli of local brewing supply company F.H. Steinbarts did the beer plumbing; local high school biology teacher, homebrewer, and woodworker Gregg Heppner created the bar top and sound system shell. The bike’s components (including the tap handles) were donated by Chris King Components and Shimano.

Click here to read more and here to see the slideshow of the bike in action.

Glenn N. Havinoviski is Associate Vice President for Transportation Systems with Iteris, Inc. in Sterling.  He was President of ITS Virginia from 2006 to 2007 and has been a columnist for the ITSVA Journal since 2002.

————————————————————————————————————————-

Imagine, if you can…

Intelligent transportation systems are on their last legs in Virginia.  There is no political support for congestion reduction measures that require any kind of budgetary investment.  There is no popular desire for new measures to provide more travel choices, like express buses, rapid rail, or HOT lanes.  No one really cares to see travel time information along the road or any information about accidents or closures.  We’d rather spend more time in traffic so we can talk and text and Tweet on our cellphones, thus causing more accidents.

And hey, now they’ve got iPhone apps for traffic information, which give you nice green, orange and red lines over Google Maps!  COOL!  Who needs those electronic signs and cameras and service patrols and control centers that are run by the Marxists anyway?

Hey!  Let’s get rid of VDOT!   And how about that big Federal bureaucracy which doesn’t do anything!  We Virginians are resourceful.  The roads might crumble but we can all buy big American SUV’s again and go off-roading and impress each other at church on Sundays!  And they can tow boats too, for when all the bridges fall down. Look at all the American jobs this creates! We can take our kids to our private schools in the woods that don’t require state funding, which is fine since we also want to get rid of those so-called public schools anyway!  All kids need to learn is the Bible and the Constitution, except for those last 15 amendments!

And who needs to worry about oil?  We’ll just drill here, drill now, on the shores of the Potomac!  Heck, let’s drill off Virginia Beach!  We all go to the Outer Banks and Hilton Head anyway!  We can deport all the immigrants, and suddenly it won’t  be so crowded on the roads!  No more smelly buses either! Let the French have their trains! We won’t need any more Statist engineers and planners to tell us what to do! Problems solved!  “Carry me back to old Virgininny….”

Scary, huh? What about this scenario instead?

(Approved Press Release) The USDOT Office of Public Benefit, as directed by the President upon his signature of the Omnibus Reauthorization Welcoming Enhanced Life and Liberty in 2010 (ORWELL 2010),  has suspended all transportation projects funded in part or entirely by private sector entities, except for those providing rail-based transit services to corridors of population density less than 50 persons per square mile. In all cases, maximum fares and rate of return for shall be unilaterally set by the President’s Private Sector Compensation Czar.

Under the provisions of ORWELL 2010, all road tolling in the United States shall be ceased as of March 12, 2011, at which time all state departments of transportation and public, semi-public and private transportation authorities and their assets will become subject to USDOT jurisdiction.

All traffic signals, cameras, sensors and other electronic infrastructure commonly associated with so-called “Intelligent Transportation Systems” that are not powered by recyclable farm organisms shall be removed from public right-of-way by January 1, 2011.

ORWELL 2010 has decreed that all limited-access highways which have not otherwise bio-degraded or collapsed onto themselves shall be redesignated as Advanced Non-Individual Managed Access Lanes (ANIMAL) facilities.  An ANIMAL shall not permit access to individually-driven vehicles, via tolls or otherwise,  but will permit properly-licensed buses, bicycles, solar powered vehicles, Harley-Davidsons, and Toyota Priuses.

Henceforth, on all non-ANIMAL facilities, all travel containing less than four passengers in (or on) a motorized vehicle will be permitted between the hours of 10 pm and 5 am Monday through Friday, and for six non-contiguous hours on Saturday and Sunday to be individually approved by someone in USDOT.

ORWELL 2010 has mandated that all residents of a State, US territory, or possession, shall reside in an urban center of 50,000 population or more unless they can demonstrate they are excluded or protected entities including organic dairy farmers, custodians of wind farms, Native Americans, Members of Congress, or mammals.

All fuel taxes will be increased to a nominal rate of $25 per gallon also effective January 1, 2011, the proceeds of which will be used to build passenger rail lines on urban streets and also to demolish any housing more than 10 miles from an urban center of more than 50,000.  All families will be given 6 months to acquire dwellings within government-designated smart-growth areas,  with dwelling sizes not to exceed 150 square feet per human, or 250 square feet per dog, up to a maximum of 826 square feet.

All cats shall be permitted to roam freely within the smart growth zone (please refer to ORWELL 2010’s companion legislation, “Pelosi-McCain Feline Freedom Act”).

All broadcast, satellite and cable television and radio stations along with electronic and material mailings which present viewpoints which are contrary to the regulations and mandates stipulated in ORWELL 2010 shall be reported within 4 hours to the Office of Public Benefit, under penalty of prosecution.

“Kumbaya….”

How far are we from either of these?  Really!

After all, we are in a battle for hearts and minds,  not to mention money.  ITS and congestion management seems to be lost in the shuffle here.  Take a look at what is really happening.

For example, Arlington County has recently sued the Feds and the Commonwealth over the proposed project on I-95/395 to expanding and convert the existing HOV lanes to High-Occupancy Toll lanes, demanding the overturning of the project’s environmental Categorical Exclusion and suspending the project until their objections (notably not enough emphasis on transit, potential harm to air quality, concern about congested interchanges and local roads as a result of the project) were satisfied.

And, although years ago families saw that Arlington had run out of room and housing stock and had no choice but to move farther out, the County said “the project actually encourages additional sprawl, further exacerbating traffic congestion and harmful air emissions.”  Chickens or eggs first?

(I can’t help but think back to that California Air Resources Board study in the 1990’s which effectively said that congestion was good because fewer cars can use the road and people travel slower.  Guess we can’t win now.)

On the other hand, several freedom fighters from the “additional sprawl” in Prince William County have complained that HOT Lanes would endanger their sluglines, as people who picked up riders for their trips to the Pentagon would now selfishly pay tolls and drive by themselves, while the jilted slugs had to make do with taking the lowly bus instead.

Never mind all this counterpunching flies in the face of the HOT lane successes (from both a revenue and a congestion reduction perspective) in California, Utah, Colorado, Texas, Washington and Minnesota,  a coalition of red and blue states if I’ve ever seen one.  And the I-495 HOT lanes construction, which has a much larger impact on the surrounding communities than 95/395 would, is surging forward.

But then again, we shouldn’t worry.  After all, we all know that ITS and congestion management are a significant means of reducing greenhouse gases and improving our environment, right?  It must be true, because we’ve been saying so for years.

Well, witness the big brouhaha over the “Moving Cooler” study for Urban Land Institute with support from USDOT, the Environmental Defense Fund, EPA, ITS America, and others, which was to provide some ammunition on projected benefits of various transportation and land use strategies in curbing greenhouse gases.  The study,  to many, has left more questions than answers.

The estimates for ITS, and operations benefits were said to be a cumulative 0.3 to 0.6% reduction over 50 years for all such systems deployed together, which angered many experts, including AASHTO.  But the other individual benefits for road pricing,  transit  and land use changes did not exceed 4.4% each, and for the most part averaged 1 to 2%.

So how, when the four areas are combined, was there a cumulative 18% to 24% reduction in GHG?  And how much will individual activities cost, especially when cumulative investment would be $50 to $80 billion per year for 40 years?!  The benefits, including “reduced travel and reduced fuel consumption” did not get contrasted with any opportunity costs (e.g., relocations, additional percentage of income devoted to taxes, job shifts or losses, etc) associated with redefining our life styles. So the actual personal costs may add to the already substantial investment, either by or mandated from government.

Considering Virginia legislators haven’t been willing to make the investment in even a rudimentary transportation improvement program in the state,  this would mean we’re headed toward a giant Federal involvement in our society with all the attendant issues that brings, like constitutionality.

I attended the “Moving Cooler” media and political event in Washington in late July, presided over by several legislators (notably Rep. Oberstar-MN, Rep. Blumenauer-OR, and Sen. Menendez-NJ).  I was also surrounded by many people in small bow ties and luminescent plastic bicycle medallions on their lapels, so we do know that land use, bicycles and transit were a big deal, and we were repeatedly told that the Dutch and the Danes do over 30% of travel by bicycle, and that the Spanish and Chinese had exemplary national rail investment programs.  And we all need to be just like Portland, Oregon,  OK.

So do we only have a choice between “spend no money, everyone on their own, God Bless America”  and  “shame on you, greedy and slothful suburbanite, come live in our dense community, ride your bikes and take the trolley powered by electricity produced by some coal plant far enough away it doesn’t impact us”?    In reality,  we are faced with both situations happening, depending on what state or community you live in.  There may be a choice between these two.  But if we are not careful, there may not be any choices in between.

This combination of willful abandonment of a public sector role in our infrastructure (right wing) and direct control of our private lives and wealth (left wing) are a scary combination, and one we have to address with reasonableness, pragmatism, and the best that technology can offer.  As always, we need to push some simple facts about ITS and clear-headed transportation management strategies, which I think more than other can provide tools that keep us from descending into an abyss we cannot control.  In other words, Virginia (and other states) must step up, or get stepped on.

The key words we must use are CHOICES,  QUALITY, SAFETY and MOBILITY.   ITS enables all of these things.

ITS provides the information so travelers can make choices on when, where and how to travel, and can achieve them through alternatives that are priced based on relative convenience and utility.

ITS improves the quality of transportation services by providing timely information about their operational status, as well as actively managing the operation of the freeway, the arterial (including the bike lane or bike path) or transit service through messaging, signals, vehicle monitoring, dynamic road pricing, etc. to reduce delays.

ITS improves safety by improving information by advising of the otherwise unexpected (incidents, delays,  speed reductions needed because of weather/pavement/operational conditions, and if IntelliDrive becomes reality, various warnings of conflicts at intersections).

And finally,  all of this facilitates the ability for individuals to travel when and where they want or need to, enhancing personal mobility. It also enhances interstate commerce, which is an integral purpose of our Federal government.  It says so in our Constitution.

To me, mobility is an essential part of freedom, whether you are red or blue.

Some places may choose to barely maintain their overworked, underfed transportation networks and not invest. Some others may be willing to make enormous investments which may impact the public significantly, and force them to make lifestyle changes which may or may not be in their own self-interest.  Either way, we have to balance self-interest and the common good.  And ITS should be a part of the overall solution.

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Disclaimer: All opinions expressed are those of the author.  TransportGooru is proud to invite anyone and everyone who wishes to use this platform to engage the community in a social dialogue, there by creating a healthy debate on some of the pressing transportation issues that affect our quality of life.   Please register your comments below for the author so that he can hear the community’s voice on the issues he has addressed in the above paragraphs.

(Source: GAO)

Why GAO Did this Study

The federal government has increasingly focused on linking affordable housing to transit oriented developments—compact, walkable, mixed-use neighborhoods located near transit—through the Department of Housing and Urban Development’s (HUD) housing programs and the Department of Transportation’s (DOT) Federal Transit Administration’s (FTA) transit programs. GAO was asked to review (1) what is known about how transit-oriented developments affect the availability of affordable housing; (2) how local, state, and federal agencies have worked to ensure that affordable housing is available in transit-oriented developments; and (3) the extent to which HUD and FTA have worked together to ensure that transportation and affordable housing objectives are integrated in transit-oriented developments. To address these issues, GAO reviewed relevant literature, conducted site visits, and interviewed agency officials.

What GAO Found

Characteristics of transit-oriented developments can increase nearby land and housing values, however determining transit-oriented development’s effects on the availability of affordable housing in these developments are complicated by a lack of direct research and data. Specifically, the presence of transit stations, retail, and other desirable amenities such as schools and parks generally increases land and housing values nearby. However, the extent to which land and housing values increase—or in the rare case, decrease—near a transit station depends on a number of characteristics, some of which are commonly found in transit-oriented developments. According to transit and housing stakeholders GAO spoke with, higher land and housing values have the potential to limit the availability of affordable housing near transit, but other factors—such as transit routing decisions and local commitment to affordable housing—can also affect availability.

Few local, state, and federal programs are targeted to assisting local housing and transit providers develop affordable housing in transit-oriented developments. The few targeted programs that exist primarily focus on financial incentives that state and local agencies provide to developers if affordable housing is included in residential developments in transit-oriented developments. However, GAO found that housing developers who develop affordable housing in transit-oriented developments generally rely on local and state programs and policies that have incentives for developing affordable housing in any location. HUD and FTA programs allow local and state agencies to promote affordable housing near transit, but rarely provide direct incentives to target affordable housing in transit-oriented developments.

Since 2005, HUD and FTA, and more recently DOT, have collaborated on three interagency efforts to promote affordable housing in transit-oriented developments including (1) an interagency agreement, (2) a HUD-FTA action plan, and (3) a new DOT-HUD partnership. While these interagency efforts have produced numerous strategies, local housing and transit officials told GAO that these strategies had little impact, in part, because they have yet to be implemented. However, the agencies have not yet developed a comprehensive, integrated plan to implement all efforts, and without such a plan, the agencies risk losing momentum. GAO has previously identified key practices that could enhance and sustain collaboration among federal agencies; when compared to these practices, GAO found that HUD, FTA, and DOT have taken some actions consistent with some of these practices—such as defining a common outcome. However, weaknesses in agency housing data and analytical transportation planning methods will limit these agencies’ ability to effectively monitor, evaluate, and report results—another key collaboration practice. GAO found that other collaboration practices, such as establishing compatible policies and procedures, could be taken to strengthen collaboration. Finally, without a more formalized approach to collaboration, including establishment of memorandum of agreements, these agencies may not effectively leverage their unique strengths.

What GAO Recommends

GAO is recommending that DOT and HUD develop a plan for implementing interagency efforts to promote affordable housing in transit-oriented developments, ensure they collect sufficient data to assess the results of these efforts, and formalize key collaboration practices. DOT and HUD agreed to consider the report’s recommendations.