photo courtesy of Mark Setchell@flickr

When Vermont’s Governor Shumlin announced last year that the outdated, expensive and ill-conceived Circ Highway would not be built as planned, it opened the door for lower cost and less polluting solutions that would actually help folks get around and not just pave over farmland, forests, and wetlands.

In the first round a number of good solutions are advancing, including the Crescent Connector in Essex Junction which transforms a small downtown with thoughtful design, making it easier and more pleasant to walk, shop, get around and not simply drive in traffic.

Unfortunately, for the next phase, some officials still seem stuck in the dark ages.

When presented with an evaluation by the County’s transportation planning officials that building portions of the old highway would be expensive, have the same environmental problems and opposition as the Circ, and fail to solve congestion problems in the area, town officials still decided to advance this project for further consideration.

The sad part is that being stuck with these outdated non-solutions, keeps real solutions at bay. Any trapeze artist will tell you that you have to let go of one trapeze before you can grab the next one and move forward. If you just keep hanging on to the first trapeze all you will do is swing back and forth in place.

It is time to let go of the old Circ trapeze and move forward with real solutions like fixing the existing roadways and improving transit so everyone can get around more easily and not simply suffer through more traffic and more sprawl.

An urban garden -- precisely what we need more of. Photo courtesy of Tony Fischer Photography @ flickr.

It began with our tomatoes. As I’ve written before, my wife and I are avid gardeners and have grown tomatoes many times before but these – these tomatoes were proving difficult to grow. This was not due to the plants, but due to me and to the setting in which we were growing them: the rooftop of our apartment building in the city of Somerville, MA.

My wife and I had decided to grow tomatoes in containers on our roof for the same reasons many do: we wanted to continue our hobby after moving to the city, and we wanted fresh vegetables we had grown our selves. Much like catching a trout on a fly you yourself have tied, there is something immensely gratifying about this sort of self-reliance. The tomatoes just taste better.

But they did prove difficult. Growing tomatoes in plastic buckets on a black roof under the summer sun requires mastering the art of properly irrigating your plants. First we watered them too much. Then we watered them too little. I remember at one point standing over my plants, wondering at what I had done wrong, and looking enviously at the elaborate, automatic watering system my engineering neighbor had constructed and perfected for her tomatoes. Finally, we got it right.

Adapting to growing a garden on an urban roof, not a field in Vermont, proved to be a challenge. And I learned some lessons that help me to understand some of CLF’s work better.

We need to grow food in areas we don’t think of as farmland. As I hear more about urban agriculture growing in our cities, the more I am convinced that our cities are fertile ground for growing food. Cities are not only sites of consumption, but also of production, and are essential to a strong regional food system. Just as we support traditional New England farms, so too should we support community gardens, rooftop gardens, porch and patios plantings, and other urban horticulture. To eat in the city, we need to grow in the city.

As I look around, I see plenty of evidence that we’re on the way to making this happen.

Many of the staff at CLF are growing their own food: a few have plots in community gardens, one works for a CSA in Concord, MA, many have gardens, one raises goats, another a slew of barn animals, while plenty others have small porch or window plantings at their apartments and homes.

I know we’re not alone, either. Young people are turning to farming not just as avocation but as vocation. They’re tilling rural soil, certainly, but also planting new beds amongst our city streets. It’s a new generation, in more ways than one.

I also see more CSAs now than I ever noticed before. My wife and I have been members of several CSAs for a number of years, in Burlington, VT, and Boston, MA. Now, I see more access, in more areas, to the kinds of food provided by these CSAs than ever before.

We participate in food systems whether we choose to or not, by virtue of the fact that we all eat. And, as the old saying goes, you are what you eat. Phrased slightly differently, food is at the heart of many of our problems: our thirst for fossil fuels, our polluting farm infrastructure, economic inequity and the obesity epidemic. If we fix our food problem, we make it easier to fix some of these other problems as well.

In the current issue of Conservation Matters, there is an article about how CLF and CLF Ventures are working to improve our regional food system. As I said in my president’s letter, “sustainable agriculture, when applied to cities, makes them more resilient, economically vibrant and livable.”

Standing on my rooftop, viewing my tomatoes, this struck me as true: we need to grow more food in areas we don’t think of as farmland. We will be more vibrant as a region, stronger as communities, and healthier as individuals.

The Boston Globe yesterday reported on the fact that Silver Line buses between the Airport and South Station will be free starting tomorrow for a period of at least ninety days. You are probably wondering how the MBTA can afford giving away rides. Isn’t the T still staring a $161 million operating budget deficit for FY13 in the eye? Isn’t the MBTA planning to raise fares 23% on July 1st, if the Legislature comes through with some additional help? Won’t it have to cut significant service, if the Legislature does not?

The answer is yes to all of these questions but the idea is simple: Massport has agreed to pay for the lost revenue, since the airport benefits from the congestion relief associated with this bus. Free rides equal more riders to the airport, not only because people like to pay nothing, but also because freeing bus drivers of the logistics of collecting fares will speed up the bus line. While this pilot project does not raise any additional revenue for the MBTA, it does give MassDOT and Massport a chance to assess the feasibility of shifting more responsibility to Massport, i.e., to pay for more of the infrastructure that directly benefits Logan Airport. In particular, it will be important to gain a more complete understanding how airport parking fees would be affected.

As former Transportation Secretary Fred Salvucci recently pointed out in a Boston Globe op-ed, Massport is the biggest single beneficiary of the Big Dig. Approximately half of the $15 billion Big Dig cost paid for the Seaport access road and Ted Williams Tunnel (primarily to access Massport facilities). The Logan parking garages are the largest non-airfield revenue streams for Massport, and they function only because of the access provided by MassDOT. The House members of the Joint Transportation Committee have also recently picked up on this idea, and have included Massport payments to the MBTA and purchases of MBTA property in its legislation to help bridge the T’s funding gap for next year.

Photo Credit: Barbara Krawcowicz @ flickr

They say that passing legislation is like making sausages. That may be true, but sometimes it is more like waiting for the bus.

Almost two months ago, the board of the Massachusetts Bay Transportation Authority (MBTA) approved a balanced operating budget for the coming fiscal year, which includes revenue sources that still need legislative approval. Today, the Boston Globe reported about the continuing lack of a resolution.  How much progress has been made?

Well, if you look closely at your “Where is my bus?” app, you can see that we are slowly getting somewhere.  The house members of the Joint Committee on Transportation succeeded at locating the MBTA operating budget related measures in the Governor’s bill among the long list of corrective changes to the structure of MassDOT, stripped the legislation of all of its non-pressing parts, set aside $6.5 million for the state’s fifteen regional transit authorities (RTAs), which are also cash-strapped, changed some of the revenue sources, added enough funds to make sure the MBTA’s FY13 operating budget is still balanced, and reported the bill out of committee. According to the House Chair of the Joint Committee on Transportation, the full House is likely to vote on the package in the next two weeks.  After that, of course, we still have a good distance to go before the MBTA’s budget is truly balanced. This process cannot take too long, however, since the fare increases and service cuts are supposed to take effect on July 1.

Missing from this timeline, however, despite a number of protests, is a discussion on Beacon Hill on how to protect the MBTA’s most transit-dependent riders from the impending fare increase. The budget assumes a fare increase of 23%, even with the legislature’s help. CLF has proposed a reduced or discounted fare for low-income passengers.  This could help the MBTA ensure that a fare increase is equitable. The MBTA would be following a growing trend in the country. The Chicago Transit Authority, for example, in September of 2011, launched free fare cards for low-income seniors, paired with reduced fares for all seniors. Sun Tran in Tuscan, Arizona all Pima County residents over the age of five who meet low-income requirements are eligible for a reduced fare. C-TRAN in Vancouver, Washington, also has a similar program for low-income residents, as do Iowa City Transit in Iowa City, Iowa and Kitsap Transit in Kitsap County, Washington. We are still waiting for this concept to be added to the legislation.

When can we expect progress on this front? I don’t know, but maybe the MBTA has an app for that.

I received that message this week. It came in two parts. The first part was delivered by a polite and efficient Somerville, MA police officer, in the form of the below ticket. I had blown right through a red light.

The second part was the irony that hit me as his blue lights were flashing: Just last week I posted this blog post, about how far we’ve come in Boston toward a safe and respectful bike commuting environment, in part because cyclists tend to follow the rules far more regularly than they did in the past.

I am guilty. No question about it. It doesn’t matter that the move I made was safe – to me and others – and likely promoted efficiency because I got out of the way of traffic before the waiting cars started moving through the intersection. I violated the rules that we have developed to govern our competing demands on a shared resource: our roadways.

I am blowing the whistle on myself for a few reasons, but principally to make a simple argument: the rule of law is not only necessary, but immensely helpful. We should respect it. Now, to those reasons.

First, the experience gave me the opportunity to reflect on how subjective we all get when using the roads. I bike, and I drive. When biking, I am often amazed at how quickly I fall into the mindset that all drivers are the problem, and when driving how quick I am to note the bad moves of the cyclists on the road.  You may know what I mean.

Test yourself: are you, or is any one, really capable of innately respecting the rights of all users of a shared resource when we are users ourselves?

Which leads to the second point: this is why we have laws. They govern situations that humans are not entirely capable of governing in the absence of law. The rule of law is, in my view, one of the greatest human inventions yet. It is the fundamental underpinning of so much of a civil society, including the rational sharing of scarce, common resources subject to multiple demands, for the greater good of all.

Resources like clean water. Like marine fisheries. Like clean air for all who breathe. Like a healthy economy for the welfare of all. Like justice. And like safe streets and other public investments in transportation.

If we don’t like the rules we should not flaunt them, we should work to change them. Some innovations worth watching are now in the works.  France, for example, appears to be experimenting with new rules that would allow cyclists to go through red lights in some situations, where clearing the intersection of cyclists before cars start up might actually make for safer conditions.

I don’t know if that’s right or wrong. But I do know it was wrong for me to adopt that rule for myself. Civil society, operating under the rule of law, can’t work that way. Open respectful debate, and thoughtful engagement in our democracy and participation in the governing process – that’s how we develop the rules we use to promote the general good of the body politic.

We at CLF are engaged in that sort of work in every one of our states, to promote what we and our members (and many more) believe is the general good of society, and we’re proud to do it. Especially in the election season that is now upon us, we invite all to join in the process on whatever issue excites you. It’s good for all of us, and necessary if we’re going to address the challenges we face effectively, and together. And that’s how it has to be done.

Whether its baseball or transit, Boston hates being behind NYC in anything. Unfortunately, the MBTA has yet to crush its debt. Here, Ortiz demonstrates how.

Bostonians hate being behind New York in any standings — a fact I was reminded of when Boston was ranked third, behind our East Coast nemesis and San Francisco, in the Walk Score ranking of public transit access. (This was covered by The Atlantic here.) However, this particular ranking is appalling to most residents of the area in a different way.

Ask anyone who has ever been stuck waiting in the rain for a bus that never arrives, in the snow for the commuter rail, or under a beautiful blue sky for the Red Line and they will tell you that Boston’s third place ranking is a joke.

The problem (beyond the limits of the methodology of the study) is that public transportation in the United States is not world class. Unlike baseball, we are not one of the world leaders in this important category. So Boston’s third place finish is less exciting when we consider the competition.

The MBTA, however, is still leading in debt burden, with 25 percent of its annual operating budget going to debt service. It has been much publicized, but it bears repeating: prior to the fare increases and service cuts, for FY2013 the MBTA was facing an operating budget deficit of $161 million. As it stands, the MBTA budget here still relies on an infusion of $60 million from the legislature which has not been approved yet, or even moved beyond the Joint Transportation Committee. Even if the 23 percent fare increase and planned service cuts go through, they are at best only a temporary fix for a much larger problem. Let’s review:

• The MBTA has estimated that the operating budgets for FY14-FY16 will be $40 million, almost $90 million, and almost $170 million respectively larger than the FY13 funding gap of $161 million.
• The increased fares will not relieve the MBTA of any of its debt burden.
• Likewise, the FY13 budget does not attempt to address the MBTA’s state of good repair problem. The MBTA is currently spending about $580 million per year to prevent its long list of maintenance needs, estimated at $4.5 billion, from growing. However, about $750 million are needed annually to fix the system and buy new equipment.

The MBTA’s assets are deteriorating; old infrastructure is in need of repair and vehicles are long beyond their useful life. For example, all 120 Orange Line subway cars are well past their intended lifespan. Manufacturers build subway cars to last twenty five years, provided they receive a mid-life overhaul to refurbish or replace major elements such as propulsion systems, brakes, lighting, and ventilation. None of the now over thirty-year-old Orange Line cars has been overhauled. A similar problem exists with one third of the Red Line cars, which as the Boston Globe reported “were pressed into service during Richard Nixon’s first term, and have not been overhauled for a quarter century.”

These aging subway cars are challenging the MBTA’s ability to run a full set of trains each day, causing longer waits on platforms and more frequent service interruptions, as well as at least one breakdown that stranded passengers for hours in a tunnel.

A truly well-functioning transit system, promotes a healthy economy and environment and is a crucial investment. If we want a transit system that meets our needs, the state will have to raise sufficient revenue going forward. Once we do so, we can stop watching New York in the rankings, at least when it comes to public transportation.

Does this look like fun? Vermonters are spending more time driving than ever before. We need clean, efficient alternatives. Credit: Little Miss Sunshine.

Are you tired of traffic, taxes and time pollution? I don’t know about you, but spending quality time with my family is not spending it either driving kids around from place to place or being stuck somewhere in a traffic jam.  And it is no surprise to me that others have found that long commutes are harmful to your health and happiness.

With $4 per gallon gasoline and transportation being the biggest source of global warming pollution in Vermont, we need better solutions, solutions that save our environment, our health and our pocketbooks.

With the cancellation of the Circ Highway – an expensive, ill-conceived, outdated and polluting new roadway around Burlington, Vermont – there are good opportunities to invest in better ways to get around:  ways that won’t cause more Moms and Dads to spend more useless hours in a car driving kids from place to place. Progress so far looks promising.

Cancelling the Circ has freed up funds for other, more worthy projects.  In place of the Circ, communities and transportation officials are now moving forward projects like the Crescent Connector in Essex Junction.  This $3,000,000 project near Five Corners will provide the same amount of traffic relief to this area as the Circ at a fraction (one-twentieth) of the cost.

• Nearer to Burlington, a transit hub is being considered that will allow motorists to park nearer the city and the switch to bikes or busses to get into and around the city.
• The Circ Alternative Task Force is considering longer term solutions as well that will likely include improving existing roadways, building new bikeways and transit centers and keeping our transportation dollars closer to our daily activities.

This is all good news for our sanity and for bolstering economic development. Real estate values increase in areas where daily activities are within walking distance.

In place of traffic jams, people have more opportunities to get around and get what they need without using their cars. Waiting for someone or something can include a visit to a restaurant or gym or picking up the groceries or dry cleaning. It’s no longer Mom or Dad sitting solo in the car waiting for the dance lesson to end. It’s reducing air pollution, time pollution, while saving money, our health and our sanity.

More small-scale farms, in more local communities, growing a greater diversity of food in sustainable and humane ways, are key ingredients in CLF’s recipe for a healthy, thriving New England for generations to come.

Let’s face it, with gas prices topping $4 per gallon and global warming causing deepening droughts across many of the world’s most productive agricultural areas, we just can’t continue to count on being able to get produce, meats, and dairy products shipped to our local supermarkets from factory farms that may be thousands of miles away.

Extended-share CSAs and other community financing tools can be a valuable way to help smaller farms--like the one where these goats live--flourish

Even in Vermont, where agriculture is a key component of our state’s economy and character, there are challenges to realizing an agricultural renaissance.  One of the biggest challenges involves connecting existing and would-be farmers with the financing they need to flourish. With recovery from the credit crunch still slow, banks and other traditional sources of capital may be reluctant to take risks on smaller-scale farming operations (and with so many stories of banks behaving badly, local farmers may also be reluctant to work with banks).

Increasingly, Vermont farmers are turning to friends and neighbors in the communities where they live to raise smaller amounts of capital in unconventional ways.  That’s why I was so excited to participate in a collaboration with farmers, attorneys, accountants, and investment professionals that is aimed at helping publicize and demystify the various community-financing tools that farmers can utilize as they seek to start up and/or grow their farms.

The effort was led by University of Vermont’s Center for Sustainable Agriculture, which recently published the “Guide to Financing the Community-Supported Farm: Ways for Farms to Acquire Capital Within Communities” (you can download a free copy by clicking here). Among the many community financing tools discussed in the guide are:

• owner-financed sales and land contracts (chapter authored by yours truly)
• cohousing and cooperative land ownership
• equity financing
• extended Community Supported Agriculture (CSA) shares
• revenue-based financing
• vendor financing
• pre-buys

Though written by Vermonters for a primarily Vermont audience, much of the analysis and many of the case studies in the Guide will be useful to farmers and community food financiers all across New England. Check it out!

CLF and CLF Ventures are proud to again co-sponsor the third annual Massachusetts Sustainable Economy Conference (SEC), April 30 at the Federal Reserve in Boston. I invite you to please come to the panel discussion I will moderate on the opportunities and barriers involved in cultivating Boston’s and the region’s urban agricultural sector, with some of the area’s leading entrepreneurs.

The brainchild of CLF Ventures Board Member Crystal Johnson, the Sustainable Economy Conference is an unparalleled opportunity to build bridges within and across Massachusetts’ government, business, academic, nonprofit, and community sectors to foster sustainable communities and a viable 21^st century economy. CLF and CLF Ventures are working to address barriers to the growth of urban and regional sustainable agriculture from market and policy perspectives. At CLF, we view sustainable agriculture in our cities and our region as a key component of a more carbon-resilient future for our region in the face of unprecedented climate change and its threats to our economy and way of life. We’ve met many compatriots at past Sustainable Economy Conferences and look forward to a great conversation about urban agriculture with panelists:

• Newly sworn in Agricultural Commissioner Greg Watson
• Head of Boston’s food initiative Edith Murnane
• Marketing coordinator of Holyoke’s Neustras Raices
• Entrepreneur Glynn Lloyd of City Growers

As a founding board member of the national Stewardship Action Council, I was fortunate to also participate in last week’s 25^th anniversary celebration of the Toxics Release Inventory and Environmental Conditions in Communities Conference, a gathering of national public and private leaders in sustainability. Before my panel discussion about building collaborative partnerships among state, non-governmental, and industry partners within the Stewardship Action Council, four members discussed how they interact with communities:

• Mike Wendt of 3M explained that “a crisis is a bad time to make new friends,” so at his Menomonie, Wisconsin facility, community engagement is embedded in the culture.
• Annette Russo of Johnson & Johnson described their new Procurement Sustainability Initiative to ensure their entire supply chain is focused on sustainable solutions for ingredients and packaging.
• West Liberty Foods HR Director Tara Lindsey linked that organization’s renovation of a neglected church into a day care facility as an initiative that both fostered employee retention within the company and benefited the community.

Stewardship Action Council members also had an opportunity to weigh in on EPA’s role in promoting sustainability leadership with Deputy Assistant Administrator in the Office of Policy Vicki Corman. It’s a sign of the changing times that industry, at least those leading organizations participating in SAC, are ahead of EPA in adopting measurement and reporting initiatives. EPA can provide national leadership and guidance to advance the practice of environmental stewardship, but would only confuse the marketplace if they were to develop their own standards in the already crowded voluntary sustainability standard realm. In our development of measurements for “Level 4” membership in the Stewardship Action Council, we identified over 200 “standards” under the umbrella of sustainability reporting.

The demand for sustainable solutions will be drivers for the 21^st century economy. The third annual Sustainable Economy Conference is designed to:

• Provide a platform to discuss new collaborations and partnerships for sustainable solutions within and across sectors
• Serve as a resource on cutting edge “sustainable thinking” through experiences, case studies, and showcases
• Promote diversity and inclusion to improve business performance in Massachusetts
• Provide effective tools and approaches for meeting the challenges of the changing global market and encouraging businesses to meet the new market expectations
• Promote an equitable and ecologically sustainable economy

I look forward to meeting you there.