On the day after Thanksgiving, an explosion shook the City of Springfield. A natural gas pipeline leak led to the explosion that injured eighteen people and brought down two buildings.  The details behind the cause of this explosion are still being pieced together, but  once again, public confidence has been shaken in the pipeline system that is supposed to transport natural gas safely and reliably to homes, businesses and institutions in communities throughout the nation. Today, CLF is releasing a report on the importance of addressing problems with our aging, leaky natural gas  infrastructure. (You can download a free copy of that report here, and find the press release here.)

In Massachusetts, local distribution companies operate almost 21,000 miles of pipeline—that’s almost enough pipe to encircle the earth. But people seldom give much thought to those pipes that are running beneath their homes, beneath their businesses and beneath their feet.

That has been changing since the explosions that rocked San Bruno, California in 2010 and Allentown, Pennsylvania, in 2011. Shortly afterwards, the Secretary of the Department of Transportation issued a national “Call to Action” to address pipeline safety, but there are still many hurdles to be overcome. One of the toughest obstacles to tackle is the replacement of aging, leak-prone pipelines and the swift repair of leaks on the system. Public safety is the primary driver behind the repair and replacement of aging pipes, but it is also important to recognize the added benefits of reducing greenhouse gas emissions, conserving a valuable resource, and reducing ratepayer costs.

The need for action is particularly acute in Massachusetts where over one-third of the system is considered “leak-prone”—made up of cast iron or unprotected steel pipe. According to the Pipeline and Hazardous Materials Safety Administration, 50% of the cast iron left on the United States distribution system is centered in only four states: Massachusetts, New Jersey, New York and Pennsylvania. Though Massachusetts regulators have been working to find solutions to this problem, there is more to be done.

This infographic underscores the need for additional work in Massachusetts. So significant are the leaks that the gains from efficiency programs put in place by Massachusetts regulators have been overwhelmed by the amount of gas lost through leaky pipes. The costs of those leaks are being borne not by the utilities, or by the regulators, but by consumers. Utilities pass the cost of lost gas onto ratepayers to the tune of $38.8 million a year.

“Fugitive emissions from aging gas pipelines across Massachusetts are polluting our environment – releasing more greenhouse gases than we are saving through all of our energy efficiency efforts,” said D. Michael Langford, national president of the Utility Workers Union of America. “This is problematic for the environment and the economy, but fixing this problem provides an important opportunity. Putting people to work fixing leak-prone pipelines will save Massachusetts ratepayers money by simultaneously modernizing our pipe infrastructure, improving efficiency and helping to protect the environment.”

Fortunately, there are some clear policy options that could be implemented relatively quickly to prevent this valuable resource from endangering the public and vanishing into thin air.  ”The good news is that not only would these policies increase public safety and reduce greenhouse gas emissions, but they also provide an opportunity to create good, local jobs,” according to Cindy Luppi, New England Director of Clean Water Action.  As she points out, “local neighborhoods, as well as first responders, will bear the brunt of impacts if this aging system experiences an explosion.   We hope all public officials will embrace real solutions that value health and safety, ratepayer equity and climate leadership.”

As outlined in our report, Into Thin Air, CLF is advocating for five specific policies to accelerate the replacement of aging pipe and ensure that existing pipeline is properly examined and repaired:

1)    Establishing Leak Classification and Repair Timelines that provide a uniform system for classifying leaks according to level of hazard and require repair within a specified time;

2)    Limiting or Ending Cost Recovery for Lost and Unaccounted for Gas so that companies have an incentive to identify the causes of lost gas and prevent them;

3)    Expanding existing replacement programs and adding performance benchmarks;

4)    Changing Service Quality Standards to include requirements for reducing leaks on the system;

5)    Enhancing monitoring and reporting requirements to give the public and regulators more information.

Over the coming months, we’ll be working with our allies at Clean Water Action and the BlueGreen Alliance to raise public awareness about the need to tackle this issue. We’ll also work with communities to make sure they know how to identify and report gas leaks and talk with them about the benefits of policies that make for a safer, cleaner natural gas system. If you’re interested in joining us, please contact me at scleveland@clf.org.

Wikipedia describes the Standells’ 1965 classic “Dirty Water” as “a mock paean to the city of Boston and its then-famously polluted Boston Harbor and Charles River.” Though fans of local sports teams have embraced the song that plays so often over stadium loud speakers, most people would agree that they’d rather not have their capitol city mockingly identified with “famously-polluted” waters. That’s especially true in these hot summer months when you want to be able to swim at a City beach, fish from an urban jetty, or paddle a local river without fear of contacting raw sewage and toxic algae scums.

Nearly thirty years ago, CLF embarked on a clean water campaign to end Boston’s “Dirty Water” era. CLF lawsuits spurred significant public investments in cleanup of the Boston Harbor and have paid huge dividends as evidenced by all the restaurants and bars that have popped up along the Seaport District waterfront as the Harbor became cleaner. This past weekend, Boston even hosted the Red Bull Cliff Diving championships with divers plunging straight into the Harbor wearing nothing but speedos–something that would have been unthinkable in the years when the Harbor was essentially an open sewer.

CLF works for water that is safe for fishing, even in urban environments. Photo by Chris Devers @ Flickr Creative Commons

We’ve made great progress, but there is still work to be done. The Clean Water Act, which turns 40 this year, promises water that is safe for swimming and fishing regardless of whether local waterways lie in a major tourist district or are situated in a neighborhood where industrial activity and working waterfronts are still part of the urban landscape. Securing Clean Water Act compliance is as much about protecting the health and quality of life of Bostonians in every city neighborhood as it is about making the Hub a desirable place for tourists and the businesses that cater to them. The good news, as reported on the front page of the Boston Globe, is that CLF, EPA, the Boston Water and Sewer Commission, the City of Boston, and numerous other partners are redoubling efforts to deliver on the law’s promise for the benefit of all Bostonians.

As today’s Globe headline proclaims, Boston is embarking on a new “effort to curtail sewage” and deal more effectively with polluted runoff and sewage discharges from storm drainage pipes. The effort comes as a result of another lawsuit filed by CLF against the Boston Water and Sewer Commission for violations of its Clean Water Act permits. EPA joined the suit in 2010. Shortly thereafter the parties turned their attention to negotiating a solution to Boston’s remaining water woes with emphasis on:

•  removing illegal sewage connections that can send household sewage to Constitution Beach, Tenean Beach, and other popular swimming spots
• monitoring to quickly detect and eliminate illegal sewage connections, and
• implementing innovative techniques to filter pollution from urban runoff using more natural elements such as trees and gardens specially designed to absorb stormflows.
• Inspecting active construction and industrial sites to ensure proper pollution controls are in place

The settlement recognizes that, even if we solve all of the sewage problems, the foul brew of metals, bacteria, oils, and other harmful pollutants that can run off the urban landscape after rainstorms and snowmelts must also be addressed before we can put Boston’s “Dirty Water” era into the history books once and for all. To get to a sense of what that cleaner, greener future will look like as City officials begin redesigning pavement-heavy public spaces like City Hall Plaza, visit the Charles River Watershed Association page, which features a report on green infrastructure in and around Boston.

CLF is proud of its role in the cleanup of Boston’s iconic waterways. The investments in clean water spurred by CLF’s advocacy are paying off and will continue to do so if all of those who are responsible for pollution control follow through on Clean Water Act commitments. When that happens, it will be time for a new song about how much Bostonians love their clean water.

Urban agriculture holds great promise for Boston.

This post was coauthored by Melissa Hoffer & Jo Anne Shatkin.

We are excited to share with you the news that today CLF and CLF Ventures released a report that, for the first time, details the economic development potential for urban agriculture in Greater Boston, assesses its environmental and health co-benefits, and examines current market and policy barriers to expanded food production in Greater Boston. The report‘s findings confirm that urban agriculture can play an important role in creating a more livable, carbon resilient, healthier, economically vibrant, and environmentally sustainable city—if we put smart policies in place and encourage market development for Boston grown foods.

Download a free copy of the report here.

The City of Boston has taken important steps over the past two years to advance urban agriculture, and new businesses are taking root, including City Growers, a Mattapan-based farming business that is featured in this report. There is a palpable sense of excitement about the potential of this new urban vision for agriculture for communities; possibilities abound. But CLF and CLF Ventures believe it is more than possible— it is a necessity, and an urgent one at that as we face the challenges of climate change, an obesity epidemic, lack of availability of healthy foods in many communities, and a fragile economy.

The report found that converting as few as 50 acres of vacant or underutilized land around Boston into agricultural production would spur job creation, improve access to healthy, local, fresh food, and reduce environmental harms. Key findings of the report include:

• Land is available. 50 acres – an area the size of Boston Common – is a small portion of the vacant or underutilized land available in Boston.
• Urban farms would stimulate the economy by creating jobs. 50 acres of urban agriculture in Boston will likely generate at least 130 direct farming jobs and may generate over 200 jobs depending on actual business characteristics and revenue.
• Healthy, local and affordable food. 50 acres in agricultural production would provide enough fresh produce to feed over 3,600 people over a six-month retail season. If the produce is used to prepare healthy school lunches in Boston Public Schools, 50 acres could provide more than one serving of fresh produce for each lunch served to a student eligible for free or reduced school lunch over a six month period. If 800 acres of potentially available City-owned land were put into agricultural production, the food needs of approximately 10 percent of Boston’s total population could be fully satisfied during a six-month retail season.
• Significant environmental impacts. Urban agriculture in Boston will result in a net reduction of greenhouse gas (GHG) emissions. 50 acres of properly managed soils would sequester about 114 tons of cabon dioxide (CO2) per year and may result in an additional CO2 reduction of up to 4,700 tons per year.
• Community adaptation. No less than 6,000 new temperature records were set during the recent March 2012 heat wave, and more than 40,000 have been set for the year-to-date. Meanwhile, the July 2011-June 2012 period was the warmest 12-month period of any 12-months on record for the contiguous U.S., with the first half of 2012 being the hottest ever recorded. The International Energy Agency’s recent projection of a 10.8 degree F temperature increase over pre-industrial levels by the end of this century underscores the fact that a more decentralized food system will be necessary to enable our communities to better adapt to changing climate conditions, including the impacts of more frequent severe weather. Urban agriculture is a part of this solution.

As Jo Anne said in the press release announcing Growing Green, it’s clear that even 50 acres of sustainable agriculture on available land would be an economic stimulus and environmental resource for Boston. While we focused on a 50 acre test scenario, these conclusions are scalable across New England. Imagine how vibrant New England would be like with a robust and sustainable regional food system.

In addition to the potential benefits, the report also considers the policy and market barriers to fully realizing the potential of urban agriculture, examining the ways in which promoting urban agriculture will require city and state involvement and key needs for such involvement. Such barriers include the need for policies that provide affordable access to land, one of the key market barriers for both new and experienced farmers; strategies to reduce the risks associated with the Commonwealth’s hazardous material cleanup law; improved access to high quality compost; and better financing options to overcoming prohibitive capital and operating costs, amongst other findings.

Our ongoing work seeks to link urban agriculture to the larger regional food system, and focuses on how to overcome some of the barriers we have identified.

Boston is ideally positioned to play a lead role in coordinating with the Massachusetts Food Policy Council, other New England states, and cities around the region to build a vision for a New England regional food system and make it happen. Boston is emerging as a national leader in urban agriculture innovation, and can be a voice for the benefits of urban agriculture and as one of the region’s largest consumers, help to build the market for regionally grown food.

Download a free copy of the report here.
Find an infographic detailing the report here: http://bit.ly/clfgrowinggreen
To read more about CLF’s Farm & Food Initiative, click here: http://www.clf.org/our-work/healthy-communities/food-and-farm-initiative/

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.

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.

It has been apparent for some time that anyone who lives, works or is generally attached to a coastal community should be very concerned about the effects of sea level rise flowing from global warming.

A comprehensive new scientific paper and data tool, that builds on prior analysis, like the “Climate’s Long Term Impact on Boston” from 2005, is getting broad and deep press interest.

What is particularly striking is the ability to use this tool to look at the likely and predictable effects of sea level rise on particular places.  For example, applying the tool to the Boston waterfront confirms that epicenter of new development in the city is right in the bulls eye of sea level rise and if current trends continue the only way to enjoy the new restaurants in that area will involve swimming.

This realization should drive us both to plan in a way that acknowledges this very real threat but also to be even more serious and focused in our efforts to sharply reduce the greenhouse gas emissions that are the underlying cause of the damage that is being done to our climate.

In the last of a long and loud chorus of concern for the MBTA’s draconian service cuts and drastic fare increases, today is the last opportunity for members of the public to testify or comment formally on the MBTA’s proposals. If you have concerns, take a moment to share them. Some of us use the MBTA regularly, but all of us need it.

Tonight’s public hearing is the final in a series of more than 30. It will be held in the Brighton neighborhood of Boston. To find more details about that event, click here.

Fast Five. Alternatives for Community and Environment

Monday is also the last day written comments can be submitted through the T’s Web site. CLF submitted its comments in early March. A copy of these comments can be found here.

CLF is not alone in expressing its concerns about the proposed draconian service cuts and drastic fare increases. According to an article in Boston.com, “An agency spokesman says about 5,800 people have attended the public hearings over the past two months.” So popular have the events been that superheroes have attended (see photo on right). Similarly, the T has so far received 4,800 emails from customers.

To join in this chorus, you can do a few things:

-          Attend tonight’s hearing

-          Use this form to contact your legislators, or

-          Email fareproposal@mbta.com.

Once all the comments have been collected, the T will review comments and then make a final recommendation to its board. These recommendations are expected by April 15, the deadline for approval of a new budget for the transit system.

Earlier this month I was pleased to join Boston Neighborhood Network (BNN) to discuss the MBTA’s proposed fare hikes and service cuts. See below for a copy of that interview.

As the public hearings on the MBTA’s proposals for fare hikes and service cuts continue across the Commonwealth, Massachusetts Transportation Secretary Richard Davey is telling the media that he’s hearing that  T riders would rather pay more than have their service cut. Speaking on behalf of Transportation for Massachusetts (T4MA), CLF staff attorney Rafael Mares said that Secretary Davey’s remarks are disappointing, if not surprising, given the false choice the MBTA has given transit users.

Mares  said, “The MBTA has backed transit users against a wall, asking them to choose between two unacceptable scenarios. A fare increase may seem like the lesser of two evils to those who have a choice. But, what about those who can’t afford the increases and won’t be able to get to their jobs, or school, or a doctor’s appointment because they rely on public transportation? The MBTA has created a false choice between draconian service cuts and drastic fare increases. The reality is it’s a lose-lose situation for transit users and Massachusetts. If Secretary Davey is hearing a chorus of ‘I would rather pay more but not cut the service,’ it wasn’t singing at any of the hearings we’ve been attending.”

Mares continued, “The proposed fare increases and service cuts are unfair and only a band-aid. The MBTA’s proposals give the legislature a free pass, balancing the books solely on the backs of the riders. These proposed measures will push people off the T and into their cars, or leave them without any transportation at all. We need long-term solutions that share the burden of a working transportation system among everyone who benefits from it, which is to say everyone in Massachusetts. T4MA is calling on the legislature and the administration to immediately identify funds to reduce the T’s projected deficit and develop adequate, sustainable funding for transportation so we’re not repeating this conversation again next year.”

To read a copy of the original statement, click here.