Transportation options in nothern tier states like Maine are a critical part of sustainable communities and a low-impact ecncomy. Photo credit: Lawrence Whittemore @ flickr

Let’s face it: population density is a critical factor in any decision to provide transit services. In CLF’s “northern tier” states, where dense populations are limited to a few metropolitan areas, transportation options like bus services  have been slow to develop, leaving people to drive. In asking for directions from one place to another, the response most often is: “You’re on your own.”

In Maine, for example, Portland and surrounding towns and cities are served by a number of independent municipal fixed-route bus systems, an inter-city commuter bus linking Portland with a few cities in southern Maine, and an outlying “on demand” provider. But there is no regular service between Portland and Maine’s second-largest metro area, Lewiston-Auburn, about 40 miles away. Maine’s L/A has a growing immigrant population and plenty of affordable housing, but greater Portland, where housing is expensive, is the locus of most employment expansion.

CLF Maine has been working with the elected leaders of these areas to promote new ways for commuters on this corridor to avoid single-occupancy vehicle commuting, and provide greater connectivity to Portland’s air, bus, and train transportation hub. Recently, at the urging of Auburn’s mayor, Jonathan Labonte and Portland’s mayor Mike Brennan, Portland’s city council voted to explore this option, as reported here.

It’s an encouraging step in the right direction and validates the work of CLF and its partners to create a unified transit authority for the entire southern Maine region. This would promote better customer service and alignment among providers as disparate as a ferry service, Amtrak, and local bus lines, and provide the potential for common investment and bonding authority.

Fifty years ago this week the world was gripped by the Cuban Missile Crisis, then unfolding. It was the low point, perhaps, of the cold war, a several-decade period in which hundreds of millions of people got used to the idea that absolute, global catastrophe could be just 20 minutes away.

Or at least we tried to get used to it. I recall being very confused, as a first-grader in the early 1960’s, about why sometimes when the alarm bell rang we quickly went outside, and other times we hunkered down next to the thick brick walls deep inside the school, and waited.

Fortunately, that catastrophe hasn’t happened. However, the mindset that most American baby-boomers grew up with – the entire world could change very drastically and permanently, during our lifetime if not during the afternoon – is still embedded in our psyches. It gave many of us nightmares when we were young.

We need to tap that well of concern, now. The world is changing dramatically. It’s happening more slowly than ICBMs delivering nuclear warheads over the North Pole, but it is speeding up. Everybody who goes outside knows that. Unlike the destruction-in-a-flash that many of us grew up imagining, it’s now change-within-a-decade, or change-by-next-growing-season. And we’re not only imagining. We’re seeing it.

So what’s an American Boomer to do? Wake up. Accept responsibility. Our resource-gobbling lifestyle has caused this mess. Suburbanization has wasted US resources for two generations. Change it, now. And use your still-massive influence to change regressive policies. It’s outrageous that both major candidates for President fully endorse dramatic expansion of drilling for fossil fuels. Don’t stand for that. Demand that we change course, and lead the world in doing so. If we don’t, large parts of our planet will become as inhospitable as we feared in our nuclear nightmares as children. Only then it will be a reality for our grandchildren and their children.

Then, set the table for the next generation, and get out of the way. The “Millenials” are intuitively heading in the right direction. Whether they are reacting to the ecological mess we are leaving them or the economic constraints they feel matters little: they’ve got the right ideas. They are investing their time and money locally.  They want smaller living spaces. They own fewer cars and use transit more. They are much more inclined toward sharing – cars, space, resources, goods, politics – than exclusive ownership. They are fond of repurposed goods.

And this is not just urban hipsters. All sorts of 20-somethings are living with their parents, shopping on Craigslist and launching businesses through crowd-sourced investment platforms like Kickstarter. They are revitalizing places across New England that Boomers and their parents left behind: from cities like Boston, Providence and Portland, to towns like Portsmouth, NH, Winooski, VT and Pittsfield, MA. They are eating food grown closeby by people they know. And all of this will create – in the decades to come – a way of living in New England that is healthier for all, lower-carbon, and more resilient to our changing climate than the way we have lived in this country since 1945.

It’s time. As the cold war has fizzled we’ve not been sure what would follow. Globalization, the rise of Petro-states, the incredible growth of China as an economic power, increasing inequality of wealth, climate change – these are centuries of chickens coming home to roost. There’s a lot going on. But at least it’s happening more or less in front of us, in the public eye, and in a way that offers opportunities to actually do something about it.

In that way, it’s a different kind of crisis than global nuclear annihilation. We all felt powerless to avert that. Perhaps that’s part of why it was so scary.The forces imperiling the planet now may be even more powerful, as they emanate from many different places and have quite a head of steam.

But they are not impenetrable. Smart, inspired and hopeful people all over are finding ways to bend those forces toward a better future. It is our responsibility, fellow Boomers, to help them.

I am reminded  of the story of the so-called Big A dam on the Penobscot River in Maine – a project that, after much debate, was never built.

Twenty five years ago CLF and others opposed this ill-advised project, advancing the then-novel argument that energy efficiency could satisfy the power needs of the time better than a dam that would have turned two outstanding reaches of river into a slackwater impoundment. A nice summary of the controversy and its context is here. The author, David Platt, a long-time journalist who covered the story, notes that it “became a fascinating discussion about energy, engineering, corporate power, the rising influence of non-corporate interests, the need to protect the environment, and the changing nature of the paper industry and the economy in Maine.”

A generation later, and amplified 1,000 times, that is our story – the story of our challenges and our opportunities at the beginning of the 21st century. At the end of this century we will and should be remembered as much for what we started as for what we stopped, as much for what we were for as for what we where against. At this time in history, while several generations – and people from many perspectives, not only the environmental movement – share the stage, it is imperative that we come together and get it right.

Bike Lane on Park Ave, near Deering Oaks Park, Portland. (Photo courtesy of Corey Templeton @ flikr)

I felt like thumping my chest last week after reading an article in the Portland Press Herald about the decline in the number of cars registered here in Portland and the increasing number of people who are getting to and from work by bus, bike or foot. Ours is a small office (4 full time employees and this summer 4 student interns) and it was not unusual to see 5 or 6 bikes in the office, representing commuters from Deering Oaks, the West End, South Portland and Falmouth. Last Spring, one of our interns, a 3rd year law student commuted from Biddeford by bus. As our intern Brian Lessels wrote on this blog, he, like others at CLF, are biking devotees.

photo courtesy of Justin D. Henry @ flickr

As the article points out, the move away from relying on cars has been born both of necessity due to their high costs and of choice. Certainly, no one wants Maine’s or the country’s economic challenges to persist but to the extent those challenges create the opportunity for more people to choose to both save money and reduce their environmental footprint by driving less, CLF will continue to encourage those choices by supporting commuting alternatives and incentives, public transportation opportunities, and livable and compact developments in our existing cities.

Getting out of our cars more and getting to work by bus, bike or sidewalk is a win-win proposition for our health, our communities and our environment. For more on CLF’s transportation work in Maine, see this fact sheet.

Rush Hour in Copenhagen, photo courtesy of Mikael Colville-Andersen @ flickr

On the afternoon of July 6th, I rode my bike home from work through the streets of Portland, Maine, sharing the lane with car traffic. Parts of my commute could benefit from a bike lane or increased signage, but the prospects for those projects do not look good in the near term. Earlier that day, President Obama had signed a new transportation bill that slashed federal funding for biking and pedestrian infrastructure.

The bill reduces funding for bicycling and pedestrian improvements by about thirty percent. Additionally, it allows those reduced funds allocated for bike and pedestrian projects to be used instead for other transportation work at the discretion of the state. This despite the fact that a 2010 census study showed that the number of people who used a bicycle as their primary mode of transportation increased by 43% in the preceding decade. Even greater gains were seen in cities, where commutes tend to be shorter.

My own bike obsession (my third-floor walk-up houses eight bikes, four of which are mine) began when I spent a semester abroad in Denmark. Its capital city, Copenhagen, is full of wide bike lanes bustling with two-wheeled traffic. The bike lanes are bordered by a curb to separate them from the road and are built so that bikers can safely pass one another within the lane. According to the City of Copenhagen, half of its residents bike to work or school every day. To compare, in Portland, Oregon, the large U.S. city with the most bikers, 6% of residents primarily use their bike to get to work.

Bicycling is contagious. Living in Copenhagen I found that having so many bikes on the roads and such good infrastructure makes it more fun, safer, and easier to ride. Drivers expect cyclists and operate accordingly. Bike racks sit on seemingly every corner. People carry heavy loads of groceries in bike baskets, transport their children around the city in specially-made cargo bikes, and use fenders or even an umbrella to get around in the rain. My memory could be deceiving me, but I still swear that I once saw a man in a business suit eating a sandwich and talking on a cell phone while navigating rush hour bike traffic.

I returned to Portland for law school largely because it is such a wonderful place to live. The city is big enough to have great restaurants and good music, but relatively quiet and geographically small. I own a car, but never drive within the city because biking is cheaper, more fun, and often faster. Traffic is light, speeds are slow, and drivers are generally courteous.

The city has made strides in recent years, adding bike lanes, pursuing federal grant money for further improvements, and even hiring a bike-pedestrian coordinator.  However, more remains to be done. Dangerous intersections, narrow streets, and perilous railroad crossings remain unsafe even for experienced cyclists, and intimidate those who might otherwise choose to commute or recreate on a bike. Greater federal funding would enable Portland to more quickly and completely make its streets safer for all users.

Our country’s transportation system needs help, that much is clear. Many roads and bridges need costly repairs to remain safe. But it is short-sighted to spend huge sums on automotive infrastructure in lieu of making cities more livable for bicyclists and pedestrians. Walking and biking keeps people healthier and happier, all while saving gas and reducing emissions. American cities could be cleaner, more bikeable, more walkable, and less car-dominated if we choose to invest wisely in our biking and walking infrastructure.

Until the last week or so, it’s been a dry spring here in Maine and so most of us have welcomed the recent spate of rain. But as I rode past the Back Cove and the East End Wastewater treatment plant in Portland this morning, it was hard not to think about the downside of all this rain–the runoff from streets, rooftops and other hard surfaces that overwhelms our sewer system and treatment facilities and washes untreated right into Back Cove and Casco Bay, carrying pollutants like oil, metals, waste and other accumulated debris along with it. It’s no surprise that these concerns might occur to me, given CLF’s long-standing involvement in tackling this issue, but it doesn’t take an advocate to see the need for action. For Chris Aceto, CLF’s landlord here at 47 Portland Street in Portland’s Bayside neighborhood, a recent article by Seth Koenig of the Bangor Daily News brought back some not so great memories of a dirtier Casco Bay and was a reminder that we still have a lot of work to do:

“I am 46. My mother used to take me to the East End Beach when I was 6 which would have been 1972. I can remember it so clearly because although I was 6, I thought, “This is not a beach!!” You could SEE the raw sewage like some kind of movie footage!  I think she wanted me to see the “beach” she went to when she was a little girl. My brother was the first lifeguard hired when that beach was opened up for swimming. It may have been 1979 or so. My cousins used to have a place at Peaks Island and NO ONE wanted to go there because the Ferry used to pull in to the docks on Commercial Street and you could not “see” water – it was brown, gross, stinky filth floating on top of the water.

Once the city showed some initiative to clean the water and build its first treatment plant, economically, Portland started to turn around. I am sure I am preaching here to the choir, but that article just brought back a ton of memories.” — Chris Aceto

Thanks to Chris for recounting that story that reminds us all about how important our continued vigilance is on finding short-term and long-term solutions to the problem of polluted runoff fouling our waterways, not just here in Portland, but around Maine and the country.

The City of Portland has made good progress in the past few years, but there remains a good deal of work to do.  CLF will continue to push for a solution that will allow us to stop sending untreated pollution and sewage to Casco Bay.

East End Beach. Photo credit: bvohra, flickr

Last night, the Portland City Council took a big step forward in addressing one of the city’s dirtiest little secrets – the discharge of literally hundreds of millions of gallons of untreated sewage and stormwater into Casco Bay every year.

This discharge is a result of stormwater overwhelming the city’s sewer system. In order to relieve that pressure, the city had a system of combined sewer overflows, or CSOs, that would bypass the normal treatment facility in the East End and discharge sewage and stormwater directly into Casco Bay. That toxic brew has closed shellfish harvesting areas in Casco Bay and kept the East End beach closed on many a day.

Since 1993, the city has been obligated by an administrative consent agreement with the Department of Environmental Protection to remove the CSOs, but for many years has dragged its feet. However, in recent years, with a mix of state and federal funding, the city has made significant progress, and has changed the focus from removing the CSOs to providing greater storage for the first flush of the stormwater/sewage brew so that it can be treated after the storm event and capacity opens back up at the East End treatment facility.

To achieve that goal will be expensive – current estimates are that the remaining work on CSOs will exceed $125 million and other related work could bring the price tag up to $170 million. City staff had recommended that work be spread out over 25 years; however, after testimony by CLF and others, including the Casco Baykeeper and Friends of Casco Bay, City Council rejected that notion and adopted the 15-year schedule that CLF had recommended. And that is a good result for the health of Casco Bay.

Welcome to Omaha? This is the first year that the College World Series will be played at the new TD Ameritrade Park. Business owners are concerned that the event will be remembered instead by the smell of sewage. (Photo credit: Stadium Journey)

On Monday, June 20, the Portland City Council will vote on a proposal for the Tier III projects of its Combined Sewer Overflow Abatement Plan. Pursuant to this vote, the city will decide how long it wants to continue discharging sewage and other pollutants from industrial wastewater and stormwater runoff into Portland’s waterways through its combined sewer overflows (CSOs).

Portland’s CSO abatement project originated in 1991 when the city entered into a Consent Decree with the Board of Environmental Protection to resolve the city’s ongoing violations of state and federal law through its unpermitted discharges into waterways. Under the city’s initial Master Plan, it agreed to abate discharges from 33 of its CSOs by 2008. Although 2008 has come and gone, the city is still years away from completing its CSO abatement project. More specifically, the city is debating whether Tier III of its abatement plan should be completed in 15 years or in 25 years. The project is going to cost ratepayers under either time frame, but the sooner the city abates these discharges, the sooner water quality in Portland improves and the businesses that depend upon good water quality benefit.

While it may be easy to overlook water pollution since it can be difficult to see, it is not easy to ignore the unpleasant and unmistakable stench of untreated sewage. Just ask the residents and business owners in Omaha, Nebraska, as well as the thousands of people descending upon Omaha for the college world series, which Omaha is hosting for the first time—in a brand new stadium.

Like Portland, Omaha still has a CSO system in place.  And right now, Omaha is discharging sewage into the Missouri River because the Missouri’s flooding has overwhelmed Omaha’s wastewater treatment system, just in time for “record crowds” which must reluctantly tolerate the stench.  Some business owners have expressed concern over the affect that the smell of sewage will have, but as the stadium’s marketing manager pointed out, there is not much that can be done other than “deal[ing] with it” and hoping that visitors’ lasting impression of Omaha is one of great baseball rather than the foul smell of sewage.

Fortunately for Portland, it has been spared such unfortunate circumstances—for now. But instead of just tolerating the problems caused by continued use of its CSO system, Portland should, as urged by CLF, “deal with it” by abating CSO discharges sooner rather than later, a task that the Public Works Department, through its work in recent years, has shown it is more than capable of handling.  Twenty-five years is too long to sit around holding our breath and hoping that what is happening in Omaha does not happen in Portland.

Photo credit: christiannealmcneil, flickr

The City of Portland just launched a new website to make it easier for developers to comply with new planning requirements that incentivize alternative commuting strategies through transportation demand management plans, or “TDMs.”  The TDM requirement evolved out of a recognition that a city full of parking garages was not the best use of prime real estate – it isn’t attractive and it only encourages continued reliance on single occupancy vehicle use.  In Maine, 80 percent of employees still drive to work alone every day.  In an effort to shift commuters over to alternatives, such as METRO bus, GoMaine car and van-pooling service, biking and walking, the City of Portland passed a mandatory TDM plan for site plan approval for new developments over 50,000 square feet and for institutions serving more than 100 employees or students. There is also a voluntary TDM plan that companies may want to utilize to help their employees save money at the pump or reduce their overall carbon footprint.

In an effort to navigate the TDM requirements, the City launched a new website, found here at: http://www.tdm2go.info/.  The site is an easy, practical guide that provides a glossary of terms and high-lights case studies.  Four businesses featured on the site include Oak Street Lofts, the Portland International Jetport, St Lawrence Arts Center and Maine Medical Center (MMC).  In the case of MMC, the busy and ever-expanding hospital saw a 15 percent reduction in single occupancy vehicle use in the one year that its “Get On Board” program was implemented.  That impressive result was reached by installing numerous bike racks throughout the MMC campus, offering 50 percent off METRO tickets and providing free parking in the Gilbert St. garage to car-poolers that also had the extra amenity of enjoying the perks of first floor parking, so no stairs, no waiting for elevators, and instant access to the first floor cafe.  Plus, bike lockers and a group tool shed were installed.  These may seem like small perks, but the results speak for themselves – employees like perks!  The efforts by MMC successfully changed the culture of commuting at this major employer and in the process of doing so, they enrolled 734 employees in the program, 221 of those don’t use any carbon emitting vehicle at all – they are biking or walking to work.

What can other employers throughout the state learn from these successes?  First, brainstorming with employees on how to maximize the best alternative transportation mode is critical.  Second, a full educational campaign that informs employees on what their options are is instrumental in making the switch to alternative modes stick.  Resources on both of these are available on the City’s new site and the GoMaine website: http://gomaine.org/.  The benefits to employee’s pocketbooks and overall morale is worth the investment of some bike racks and educational information on our region’s transit services.

Rural states like Maine struggle with mass transit issues.  With limited federal funds and even more limited state and local funds, getting the requisite amount of money to fund transit infrastructure can be a herculean task.  Maine has 23,142 miles of roads, compare that to New Hampshire – it has less than half the state roads as Maine yet a slightly smaller population (1,318,301 versus NH’s 1,324,575) and the same transportation funding.  The result is that Maine must squeeze every bit of value it can out of each transportation dollar it receives.  So when it comes time to funding expensive, long term transit projects, it can be a tough sell.  Witness the recent reaction of the transportation committee to the ZOOM bus bill.

So how do Mainers cope with rising gas prices and the need to traverse long distances, often around rural or semi-rural areas, just to get to work?  Well, thousands of available seats already exist in vehicles traveling down the very same roads you commute on, every day, going the same way you are going, at the same time you are traveling.  Yep, it’s all those empty car seats right next to you.  Ok, groan if you must about pre-conceived notions about carpooling, but you might be surprised at how easy it is, thanks to GoMaine’s  interactive commuter ride-matching website.

Not ready for a long term commitment?  No problem, GoMaine just launched a single trip carpool finder so you can catch a ride to Camden for a festival, or save on parking by taking one car downtown for a show.  Not sure about the exact address of where you are heading?  The site uses Google maps so you can at least get close.  The ride-matching system on the GoMaine site has a trip planner, a commuter log that tracks your commuting choices and calculates the pollution and financial savings that go with it.  So, let’s talk about those pollution and money saving benefits.

Take a very typical commute – Lewiston to Portland.  Because housing costs are relatively cheaper in Lewiston but more job opportunities  are in Portland, many Mainers find themselves making the 49 mile haul each way, every day.  First, let’s address the environmental impact of that commute.  If you are going solo five days a week, that commute is releasing 20,012 lbs of carbon into the atmosphere every year.  (By comparison, the average CO2 emissions for a single occupancy vehicle in America is 11,634 lbs per year).   If you had just one person sharing that ride with you, you at least bring your commuter carbon emissions down to the national average.

Next, let’s talk about your wallet.  Assuming you never drove anywhere else but to work and back in your 25mpg car, at today’s gas price of $3.97, you are paying $3,890 a year, in gas alone.  Add to that tolls, wear and tear on your car, and you are paying a lot of money just to get to your job.  But say you have 3 people in your car so you all split that cost.  Each of you pays $972.50 a year instead.  What could you do with an extra $2,000 in your wallet?