A new report released today indicates that a proposed Clean Fuels Standard could significantly strengthen the economy and boost energy self-sufficiency in the Northeast and mid-Atlantic by saving Americans billions in personal disposable income, bringing in billions more for participating states, and creating up to 50,000 jobs per year.

The analysis, conducted by the Northeast States for Coordinated Air Use Management (NESCAUM) on behalf of 11 northeast and mid-Atlantic states, shows that creating a Clean Fuels Standard would help strengthen the region’s economy while reducing America’s reliance on oil and our exposure to volatile oil prices by supporting a clean energy economy here at home.

It enumerates multiple economic and environmental benefits the standard could deliver in the next 10 years, including:

• Creating up to 50,000 jobs annually
• Increasing personal disposable income in the region by up to $3.2 billion
• Growing our state economies by up to nearly $30 billion dollars
• Reducing our region’s dependence on oil by as much as 29 percent
• Reducing harmful air pollution that causes climate change up to 9 percent

Under a Clean Fuels Standard being considered, oil companies would make their fuels 10 percent cleaner on average when it comes to carbon pollution, allowing them to do this any way they choose (such as boosting sales of electricity for electric vehicles, advanced biofuels or natural gas). This means billions of dollars would be reinvested in the states to develop clean, local alternatives to gasoline and diesel – rather than sending them overseas.

CLF is encouraged by the report’s positive findings. Sue Reid, director of CLF Massachusetts, said, “The status quo of continuing to burn billions of gallons of gasoline and diesel fuels year after year is unsustainable on every level. With gas prices a dollar higher than this time last year, our region should seize on this good news that cleaner alternatives present real economic opportunity for the region. A Clean Fuels Standard provides a viable path to meeting our greenhouse gas reduction targets, and a way off of the fossil fuel roller coaster.”

Read reaction from other leading environmental and science organizations who support the Clean Fuels Standard here.

Salem News columnist Brian Watson presents a powerful case for moving forward with development of a wind turbine on Winter Island in Salem Harbor.   We can only hope that the good citizens of Salem, who are looking at a major transition as the coal fired power plant in their midst retires, will pay attention to his words and follow the leadership of Mayor Kim Driscoll, who has identified this project as (among other things) an important source of revenue for the City.  As the Mayor notes on Facebook regarding Watson’s column on the subject:

. . . While Brian doesn’t mention this in his piece, revenues from the proposed turbine will also directly help reduce the City’s +$1m annual electric bill, cutting those costs nearly in half and saving taxpayers substantial $.

Thursday, Massachusetts Senator Scott Brown sent a letter to Governor Patrick criticizing  the Governor’s mention of a potential state gas tax increase as one of the ways to provide additional revenue for the state’s dangerously underfunded transportation system. Yesterday, in response, 23 individuals and organizations throughout the State, including CLF, sent letters to Senator Brown and Governor Patrick and Lieutenant Governor Murray to urge an open and frank dialogue about what it will take to build and maintain the safe, reliable and affordable 21^st century transportation system Massachusetts needs. The letters also pointed out that, contrary to Senator’s Brown’s statement that “Massachusetts motorists already pay a higher gas tax than the national average,” Massachusetts drivers actually pay 41.9 cents per gallon in combined local, state and federal taxes—about 15 percent lower than the national average of 48.1 cents per gallon.

Getting to the heart of the matter, let’s do the math.  In FY11, the State raised about $2.2 billion for transportation. Those funds came from registry fees ($500 million), motor fuel taxes ($662 million), and the general state sales tax ($1.1 billion). Another $313 million in tolls was collected and more than $451 million in transit fares. Local governments contributed about $150-200 million as local assessments supporting transit (low compared to the national average). Massachusetts qualified for $294 million n federal transit funds and about $600 million in federal highway funds in FY11.

Yet, highway capital needs for the next five years ($6.16 billion) are more than twice the available resources ($2.5 billion). The 2009 D’Alessandro report, requested by Governor Patrick, estimated that the MBTA state of good repair backlog is $3 billion and will require an annual expenditure of nearly $700 million simply to prevent system deterioration. And, we all know when we put off needed repairs, things only get more expensive to fix later on down the road.  The MBTA carries a debt of $5.5 billion (not including interest), and debt service—interest payments—constitute nearly 22% of the MBTA’s FY12 budget—the agency’s second single largest expense. The bottom line? Massachusetts’ transportation system is broke—and that’s about to get worse, as Washington is poised to cut dramatically transportation funding to states.

What do the numbers add up to? A threat to the State’s—and the region’s—economic competitiveness, quality of life, and environment. It’s a lose-lose-lose situation, and the obvious answer is that we need to increase transportation funding for roads, bridges, transit and pedestrian and bike ways. But that’s not enough. We’ve also got to get much smarter about how we spent those funds.

The people of Massachusetts need better ways to get around, including options that will help reduce global warming pollution, consistent with the States’ own Global Warming Solutions Act mandate. CLF is working to find a solution. Yesterday, CLF joined with more than 20 other organizations throughout the State to formally launch Transportation for Massachusetts (T4MA), a coalition dedicated to advocating for alternative financing and improved accountability in building a modern transportation system that works for Massachusetts. T4MA brings together a broad cross-section of groups, from transportation and regional planning interests to affordable housing, public health, environmental justice and smart growth organizations, that all have a stake in reforming transportation in Massachusetts. Learn more about T4MA here.

The Massachusetts Bay Transportation Authority’s (“MBTA”) spider-map has been praised and replicated in countries around the world, but it only takes one short look at the transit map to realize one obvious missing link: the Red Line and the Blue Line are the only two of Boston’s rapid transit lines that do not intersect. Six governors, over more than two decades, have legally committed the Commonwealth to fix this obvious problem. Earlier this week, however, the Patrick Administration decided to buck this trend by seeking permission to permanently and completely remove the legal obligation to finish the final design of the Red/Blue Line Connector, without proposing to substitute any other project for it.

The Red/Blue Line Connector was originally supposed to be completed by December 31 of this year. Less than five years ago, the Commonwealth had reaffirmed that it would at least design the connector by the same date. Part way through the design, the Commonwealth is throwing in the towel, stating that it is unrealistic to expect that construction of this project will be funded, although it has never really asked the state legislature or the federal government to fund this critical transit project and has not considered any more affordable options to accomplish the same goal. This is a symptom of the chronic underfunding of our transportation system. Instead of pushing forward and advocating for increased revenue, the State is now entering a dangerous trajectory of just giving up on beneficial projects.

As a result of this missing link, transit riders traveling from points along the Blue Line to the Red Line, or the other way round, must transfer twice by using either the Green or Orange Line, reducing ridership and unnecessarily increasing congestion at downtown Boston stations including Government Center, Park Street, State and Downtown Crossing. The need to transfer twice restricts access to jobs, such as those at the academic and medical institutions along the Red Line, particularly for residents of East Boston, Revere, Winthrop and Lynn, for whom the Blue Line is the only accessible subway route. The Massachusetts Department of Transportation (MassDOT) projected that the Red/Blue Line Connector would more than double daily boardings, from 10,050 to 22,390, at the Charles/MGH Station alone.

The absence of a direct connection between the Red and Blue Lines makes travel far more difficult than necessary and often discourages the use of public transit. For example, coming home from Cambridge, an East Boston resident has to wait on three different platforms for three trains. This can take particularly long for people who work at night, as many do, since the MBTA Rapid Transit lines’ arrival and departure times at Park Street, Government Center, Downtown Crossing and State Street are not coordinated and the trains are frequently delayed.  Even if on schedule, at 9:00 p.m. on a weekday, a trip from Harvard Square to Maverick Station involves 28 minutes of waiting time alone. By contrast, the route can be driven in only 16 minutes, resulting in a clear disincentive to use public transportation and contravening the State’s policy, articulated in the Global Warming Solutions Act and elsewhere, to reduce greenhouse gas emissions from the transportation sector.

Many people, however, do not have the choice between driving and taking public transportation. The Blue Line, more than any other MBTA rapid transit line, serves almost exclusively communities where a large percentage of residents depend on mass transit. At the same time, residents of these communities are also in need of greater access to jobs. Likewise, many Massachusetts General Hospital (MGH) patients need to travel from Revere, where MGH has a satellite clinic, to the hospital’s main campus in Boston’s West End. Taking public transportation under the current circumstances is not a simple trek for the infirm.

The Department of Environmental Protection now gets to decide whether the Commonwealth can proceed to request a revision of the State Implementation Plan under the Clean Air Act from the federal Environmental Protection Agency. Let’s hope that someone in the process that lies ahead has the vision to create not only a praiseworthy map but a good underlying public transportation system.

The Union Square area in Somerville is one of the communities that would be served by the Greenline Extension. (Photo credit: dales1, flickr)

Residents of Somerville and Medford, MA, were crushed and angry when on Monday transportation officials announced that the already-delayed Green Line Extension project would most likely not be completed before 2018. The project would extend the MBTA’s Green Line through parts of these two cities just north of Boston, where right now there is no subway service of any kind, but plenty of pollution from I-93 and diesel commuter trains.

The critical project has already suffered several setbacks, and after years of broken promises, the community has had enough. Over 1500 residents, including many who stayed in Somerville or Medford because of the Green Line Extension, signed this petition demanding that the state follow through on the project and that they release a definitive plan to the public on how it intends to do so.

Stand with the residents of Somerville and Medford in support of government accountability and better transportation options for communities that need them. Sign the petition today.

Cynthia Liebman is a staff attorney at CLF Massachusetts. (Photo credit: Leslie Boudreau)

The most expensive stormwater runoff problem to fix is the one that’s not addressed. That’s the first point CLF Massachusetts Staff Attorney Cynthia Liebman makes in this smart letter to the editor published yesterday in the MetroWest Daily News. The letter is in response to the paper’s July 26 article stating that officials in the town of Milford, MA are considering suing EPA over the costs of EPA’s proposed regulations to clean up toxic stormwater runoff.

“Toxic algae blooms and other symptoms of pollution from paved areas undermine the clean water and recreational opportunities that make our towns desirable places to live, visit, and do business,” she writes. “EPA’s new pollution control program in the communities that discharge into the Charles River and its feeder streams provides more equitable cost sharing than the status quo.” More >

Photo credit: Stephanie Chappe

As budget woes continue to strain the Commonwealth’s ability to maintain its aging transportation system and constrain its vision for the system’s future, more than twenty Bay State organizations have formed Transportation for Massachusetts (T4MA) to advocate for alternative financing and improved accountability in pursuit of a modern transportation system that works for Massachusetts. T4MA brings together a broad cross-section of historically disconnected organizations in the areas of transportation, regional planning, affordable housing development, public health, environmental advocacy, environmental justice and smart growth that will use their diverse experience and collective influence to bring about a safe, convenient, reliable and affordable transportation system for the people of Massachusetts.

John Walkey, field organizer of T4MA, explained, “On behalf T4MA, we thank Mr. Mullan for his dedicated service and welcome Mr. Davey to his new position. We look forward to working with him to ensure that the Commonwealth will create and maintain a 21^st century transportation system that is at the heart of a thriving economy. The jobs and economic prosperity the State hopes to sustain cannot be built on top of an underfinanced and crumbling transportation system.” More >

Comedian Will Rogers once joked, “Even if you’re on the right track, you’ll get run over if you just sit there.” He might have been advising the Commonwealth about the cost of inaction on the state’s much-needed public transportation projects. The Commonwealth announced yesterday that the Green Line Extension will be delayed yet again. MassDOT now is projecting that the earliest the Green Line Extension will go into service is in the Fall of 2018, but the moment the residents of Somerville and Medford have been waiting for could be as far away as 2020. That would be six years after the federally mandated deadline and fourteen years since the Big Dig was completed—a long delay considering that the extension of the Green Line was a firm commitment made to counter the air pollution from the Central Artery Project. The year 2020 happens to also be a benchmark year for the Commonwealth’s greenhouse gas reductions goal (25 percent of 1990 levels), which will be hard to reach without the help of transit projects like the Green Line Extension.

Sadly, less than five years after it reaffirmed the promise, MassDOT yesterday also announced that it is seeking permission from the Department of Environmental Protection to abandon its obligation to design another highly beneficial transit project, the connector of the Red Line and Blue Line, citing its increased cost estimate. Part of the reason the costs of the Red/Blue Connector have increased, however, is the Commonwealth’s own repeated delay of this important transit project. Construction projects get more expensive over time.  Likewise, the cost of the Green Line Extension can only be expected to increase as a result of the delay.

Fortunately, the Commonwealth will be required to put in place interim offset projects or measures to achieve the same air quality benefits the Green Line Extension would have during the time period of the delay starting on December 31, 2014. We hope those projects will be located in the areas the Green Line Extension is intended to serve. Although MassDOT has known for more than a year that the Green Line Extension will be delayed, we still do not know what these projects will be. We do know that they will not be free. That points to the fact that it would be a lot cheaper to build the extension than to keep delaying it. And that’s no laughing matter, especially these days.

Many good people have spent decades working to build a great place place on the waterfront across the Fort Port Channel from Downtown Boston and to make Boston a city that celebrates and embraces all modes of transportation, especially the sort that doesn’t emit greenhouse gas emissions.  That includes many past and present CLF staffers.

All those warriors for a better Boston should note that in the first weekend of operation of the new Hubway bicycle sharing program that the system map for the Hubway has shown the “station” in the Seaport has been in heavy use all day – with very few of the 15 bikes that were placed there at the launch of the program still in residence.