Posts about Energy

It's a new take on the argument, and it forces us to think somewhat differently about the debate.

Normally, we talk about reducing the number of things that pollute (or reducing the amount that each pollutes). And while most people agree that a cleaner Earth is a better Earth, not everyone agrees that the cost is worth it.

But if we were suddenly faced with a world where everything had a tailpipe, we might feel differently.

Of course, the point of this ad is actually to make us wonder what would happen if everything didn't run on gas. (And also to sell their new electric car.)

Preparing will mean that we're ready to transition into an economy not utterly dependent on finite fossil fuel deposits. Not preparing will mean a bleak future as the economy is disrupted by empty gas tanks and dead power plants.

"One way or the other, we're in for the ride of a lifetime."

One of our biggest victories in recent years came when we saved Metro rail and bus service. Working with hundreds of you, we emailed and petitioned Metro's decision makers and our elected officials on behalf of Metro.

The District saw several pedestrian safety victories, and DC and Arlington launched Capital Bikeshare, the new (yet already wildly popular) bikesharing service. If you'd like to read more about what happened last year, take a look at our Top five Smart Growth moments of 2010.

Photo by Jon Reaves.

Today, our region is at a crossroads. There are several directions our region could take as we envision our future. But there is one path we simply can't afford to take: the direction toward more traffic and mounting infrastructure bills. For too long the government and private sectors have made decisions that snarl our commutes and cost us billions.

Highlighted in the Washington Post story Five things that keep Stewart Schwartz up at night, these decisions include where we're choosing to put our jobs—decisions like BRAC and Science City, hospitals and museums locations, and corporate headquarters.

We're not the first to say it, but it's time for fundamental change, and there's never been a better time for it. We live in our nation's capital, and it's time we become an example of innovation, problem solving, fiscal and environmental sustainability and prosperity for the rest of the country.

With limited available funds, we can't afford a continued business-as-usual approach where tax dollars are spread around like peanut butter. Throwing money at transportation without focus, whether it's through massive borrowing and debt in Virginia or a gas tax increase in Maryland, is inefficient and irresponsible.

Instead, we must target our infrastructure investments and prioritize a fix-it-first policy that will repair and replace aging bridges, pavement, and transit. We need to tie our investments to supporting transit-oriented, mixed-use walkable/bikeable communities, which can mean more money spent on local "complete streets" networks as well as transit, pedestrian and bicycle facilities. We can also invest in operational improvements, such as better traffic incident response and coordination, expanded HOV, and bus priority lanes.

Looking ahead, there are five key opportunities we must take advantage of in order to secure a sustainable, competitive future for our communities. We call on our region's residents, decision makers, and our elected officials to join us as we move our region forward:

1. Metro: The fight for Metro is not over, but we've won every battle so far. This year, we can and should find the means to fully fund Metro's operating and capital investment needs in order to avoid further fare increases and service cuts. Increased ridership over the past several years proves that investment in this critical transportation system is well worth it, especially in bus priority services that improve on-time service and carry more passengers at less cost.

2. Transit-oriented development: 2010 was the year for great TOD plan approvals, but there's more work to be done. Prince George's County has 15 Metro stations that are ripe for development, and Montgomery's eastern stations and Shady Grove have all the right ingredients for successful TOD communities. Now we have to get the details right on plans that have already been approved, and work with elected officials to get started on areas that don't yet have plans in place.

3. Mixed-use commercial corridors: Demand is visibly increasing for revitalizing our commercial corridors throughout the region, including Route 1 in Fairfax County, Route 234 and 28 in Manassas, Rockville Pike in Montgomery County, and the Central Avenue Corridor in Prince George's County. Let's channel this demand by working with elected officials and communities to help suburbs focus their growth and reduce traffic through more interconnected, mixed-use communities.

4. Housing options: A wide variety of housing options is essential for healthy, balanced communities, access to jobs, and reduced traffic. In 2011, we must ensure every community throughout the region has a full range of affordable housing choices through mixed-use revitalization, housing trust funds, affordable housing preservation strategies, and inclusionary zoning policies. There are even tools like the Housing + Transportation Cost Calculator and Walk Score to help find and create more convenient and affordable communities.

5. Transportation: One-sided proposals for transportation that throw money at the problems don't make sense. It's time for a summit of civic, conservation, housing, business, and government leaders to come together and work on a more sustainable transportation (and land use!) plan and appropriate funding strategies that benefit everyone.

Photo from NBC Washington.

The problems in the Washington region are no different than those across the country. Aging infrastructure, huge federal debt, climate change, energy inefficiency, oil dependency, and severe strains on household budgets are all challenges that we must face in 2011, no matter where we live. Smart growth solutions will help us address these challenges.

1. Aging infrastructure: Aging infrastructure makes us less efficient and less safe. Right now, we're facing the task of fixing exploding 50-year-old water mains, $3.5 billion in structurally deficient bridges in Virginia, old schools, and a 35-year old Metrorail system.

   Before we make new investments, we must remember our old ones and use a fix-it-first policy to improve infrastructure.

2. Federal febt: Federal debt means less money available for infrastructure. In fact, many would agree that our nation is broke. Therefore, we cannot afford to subsidize inefficient sprawling development with new infrastructure while trying to maintain the old. We must instead make redevelopment and revitalization in existing communities a top priority, allowing public and private sectors to share the cost of replacing and upgrading old infrastructure.

   By focusing public resources for water and sewer, transportation, housing, stormwater and other infrastructure on redevelopment and economic development incentive programs in a coordinated way, our tax dollars will be used more efficiently.

3. Energy consumption: The US comprises just 5% of the world's population but consumes 25% of the world's oil and generates the largest share of CO2 emissions from automobiles. 65% of our oil is imported.

   Reducing our energy consumption seems like a daunting task, but already communities across the country are reducing their emissions by creating green, mixed-use, mixed-income, walkable/bikeable and transit-oriented communities. Part of that is making investment in transit, intercity rail, and local street networks a top national, state, and regional priority.

4. Strained household budgets: Household budgets are strained and the combined high cost of housing and transportation is a top contributing factor.

   Like reducing energy consumption, we can reduce our budget burdens by creating walkable, mixed-income, mixed-use, transit accessible communities that offer the opportunity for shorter commutes, fewer daily car trips, less traffic, and greater energy efficiency. In Washington specifically, we must continue to address the east-west jobs/housing divide, create more housing options closer to jobs, and make residential and commercial building energy efficiency a top priority.

Let's lead!

We can't say it enough: 2010 was a great smart growth year. But as we begin to choose our path for 2011, let's take what didn't work last year and create new opportunities.

Adopting a range of smart growth policies—from transit-oriented development to a range of housing options—will set us firmly on a course to become the most energy efficient, and environmentally and fiscally sustainable region in the nation. In the process we will help address some of the great challenges we face nationally and become a model for the rest of the country.

Laura DeSantis is the Online Advocacy and Outreach Specialist for the Coalition for Smarter Growth.

The park's story, is still being written. It serves as a reminder of the tremendous impact that can be achieved by, in anthropologist Margaret Mead's words, "a small group of thoughtful, committed citizens."

Nestled in the alleyway behind the rowhouses bounded by North Capitol Street on the east, 1st Street NW on the west, U Street on the south and V Street on the north, the park is both a source of neighborhood pride and one of the city's best-kept secrets. It provides hope that so many similar spaces in our city can be similarly beautified.

Addressing our society's disconnectedness, as well as our ever-present energy and environmental challenges, will require making cities (and compact suburban and rural villages) more attractive places to live than sprawling outer-ring subdivisions. A key aspect of this is demonstrating that living in an urban environment doesn't mean giving up access to the kinds of safe, welcoming green spaces that suburbanites take for granted.

In addition, research is beginning to demonstrate a link between the presence of greenery and reduced levels of violent crime.

A 2008 aerial view of the park. Image from Google Maps via Facebook.

Some complain that creating such spaces only hastens gentrification. But the amount of common green space available for all to enjoy shouldn't be dictated by a neighborhood's median income level.

Many of the Bloomingdale residents who worked to create Crispus Attucks Park were not wealthy newcomers wanting to change the neighborhood's character; they were middle-class residents who knew they had just as much right to quality greenspace as people in leafier areas. People with limited time and means, by pooling their resources, can accomplish a lot, and by creating places for neighbors to socialize, may help to bridge the class divide that plagues the city.

The neighbor-run nonprofit that owns and manages the park is planning significant improvements.

The organization will soon present a grant proposal to the TKF Foundation to fund improvements. The grant would fund the installation of solar-paneled arbors (i.e. gazebos) in the park, and would also create additional lawn space at the eastern end. An earlier grant from TKF funded the creation of the Memory Garden in the park.

Funding from the DC government and other foundations and individuals is also being sought. Eventually, the nonprofit hopes the solar panels will power landscape lighting, an irrigation system, and a fountain while providing power back to the grid. The solar project could become a great way to educate the community about renewable energy.

As we continue to advocate policy-driven improvements to make our region a better place to live, we can't forget the smaller parcels which can have such a large impact. It is important that we find ways to build the spaces that bring people together and allow people to find respite from life's bustle within blocks of home.

For, as John Muir put it, "[Humanity] needs beauty as well as bread, places to play in and pray in where nature can heal and cheer and give strength to body and soul alike."

2. On your website, you endorse using more solar power as part of our strategy to become energy independent and carbon-neutral. How would such a Goldberg Plan work?

We would use a part of Maryland's rainy day fund as collateral at Maryland banks to borrow money at low interest rates for Maryland businesses to install panels on the roofs of state buildings. The funds would be extended to all Maryland counties and Baltimore to install solar panels on county (and Baltimore City) buildings.

County buildings include schools, which use less energy when students are on summer break. In the long run, Maryland will make money from selling the energy from the solar panels back to the grid.

I am also against drilling for oil off the east coast of the United States. I like Old Bay on my [Maryland Blue] crabs, not crude oil. I want future generations to enjoy the bounty of the Chesapeake Bay.

3. Recently, the Washington Post took note that Maryland's smart growth laws have been "toothless." As a delegate, what steps would you take to encourage other Maryland jurisdictions to enjoy the successes of Bethesda rather than the current car-dependent gridlock in neighboring Fairfax County, Virginia?

The Maryland House of Delegates has the state's purse strings. We should use the power of the purse to encourage Maryland jurisdictions to engage in Smart Growth planning.

For example, Prince George's County wants the state to help funding their hospital system. If Maryland contributes funding to the county, they should look for something in return. The state should require Prince George's County to plan new sustainable, traditional human-scale towns around their Metro stations. Maryland spent billions in previous decades and also pays the yearly WMATA operating and capital subsidy. The state should get more return for the investments.

We have learned that car-dependent sprawl doesn't work here in Montgomery County because the road construction and maintenance costs are threatening to be more than we can afford. We know that Maryland won't be able to afford lots of new road projects to create more car-dependent sprawl 25 years from now. Investing in our existing traditional towns and transit-oriented infill is far more cost-effective in the long term, as our experience with Bethesda has shown.

Disclosure: I reside in District 18.

As we look at WMATA's FY2011 operating budget, the bus service changes that I found reasonable would mean WMATA needs 12 fewer buses for a total of $7.2 million. Another project that I found reasonable to postpone is the purchase of additional farecard machines at a cost of $6.5 million.

These two projects could free up $13.7 million that could be used for preventive maintenance currently paid for out of the operating budget. That's almost enough to offset either the bus or rail service reductions proposed by former General Manager John Catoe.

Here's how much major transit systems use federal dollars to pay for preventive maintenance in the operating budget:

As critics of using capital money for operating budgets quickly point out, "That's fine for this year, but what do you do in subsequent years?"

A solution may lie in WMATA's bus replacement program. WMATA spends about $600,000 per bus purchasing diesel electric hybrids. They do this instead of purchasing compressed natural gas (CNG) buses mainly because the cost of retro-fitting its aging garages make it more cost effective to purchase the more expensive hybrids. A similar CNG bus would cost about $450,000.

WMATA is now in various stages of moving ahead to replace its aging bus garages. Royal Street garage in Alexandria will be replaced with a new facility on Cinder Bed Road in Fairfax. Proposals are moving forward to replace the old Southeastern garage with a new facility at the DC Village site and the current Southern Avenue garage with a new garage on-site. Discussions are underway about the possibility of replacing the Northern garage on 14th St. NW with a new bus barn at Walter Reed.

This provides the opportunity to design these facilities with a CNG refueling facility built in—substantially lowering the cost and making it only marginally more expensive than diesel storage tanks. Doing so would save approximately $15 million per year in bus replacement costs instead of purchasing the more expensive diesel electric hybrids.

Operating costs of CNG buses are on average less expensive than diesel electric hybrids and building fueling stations into the design of new garages will eliminate the cost of depot modification (see table). For an apples to apples comparison in the table, the cost of installing a diesel storage tank in a new garage would also have to be added.

The distance between failures for both types of vehicles at WMATA track fairly closely with neither having any real advantage over the other. In examining the greenhouse gas issue, diesel hybrid is superior in most categories, although the difference is not a vast one. Both types of buses outperform standard or "clean" diesel buses.

A move toward budgeting for CNG buses instead of diesel hybrids could free up significant funds in future years without endangering WMATA's bus replacement program. Such a move could offset the use of $13.7 million in capital funds for preventive maintenance in the FY11 budget and help to avert drastic service reductions.