August 11, 2011
In a bi-partisan pitch, former Pennsylvania governor Ed Rendell (a Democrat) and current Mesa, Ariz., mayor Scott Smith (a Republican), argue in today's Wall Street Journal for a stronger U.S. investment in transportation infrastructure.
Whether it involves highways, railways, ports, aviation or any other sector, infrastructure is an economic driver that is essential for the long-term creation of quality American jobs.
When it comes to transportation, Washington has been on autopilot for the last half-century. Instead of tackling the hard choices facing our nation and embracing innovations, federal transportation policy still largely adheres to an agenda set by President Eisenhower.
Investments in transportation infrastructure--especially strategic, long-term investments--are investments in the future of the country. And as Rendell and Smith argue, true transportation investments aren't (or shouldn't be) a partisan issue.
Building America's transportation infrastructure has been a national goal since Thomas Jefferson promoted canals and roads and Abraham Lincoln helped forge the Transcontinental Railroad. And still today, there remains a justifiable federal responsibility to address the country's infrastructure decline. But it must be addressed thoughtfully, and much differently from the past. The sole responsibility can't be left up to the federal government--from a financing or management perspective. (Indeed, given the current economic outlook, we're probably well past the days when this made sense--if it ever did.) Instead, infrastructure investments could benefit tremendously, especially in terms of innovation and financing, from public-private cooperation.
Ultimately, despite the economic chaos we find ourselves in, we need infrastructure improvements that will contribute to the long-term economic growth of the country. Hopefully, Messrs. Rendell and Smith aren't the only ones willing to cross the political aisle to cooperate on this issue.
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Infrastructure investment could be "economic driver"
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January 14, 2010
As we enter the new year--and celebrate the 21st year of publication of our newsletter--one thing is certain: the federal surface transportation program, as indeed the nation's transportation future, remains in a state of flux.
What follows is a brief analysis that has led us to this conclusion. Shortly before the scheduled December 18 expiration of the third temporary extension of the federal surface transportation program, the House and the Senate passed yet another short-term extension, this time through the end of February 2010. Their action underscored once again the continued inability of the Congress to address the long-term transportation needs of the nation. Before adjourning for the holidays, the House also passed by a vote of 217 to 212 a second job stimulus bill (H.R. 2847). The $154 billion measure, endorsed by Rep. James Oberstar (D-MN) chairman of the House Transportation and Infrastructure (T&I) Committee, allocates $36.7 billion in additional funds for highways, transit and Amtrak, extends the surface transportation authorization through Sept. 30, 2010, credits the Highway Trust Fund with $19.5 billion in foregone interest payments and allows the HTF to accrue interest in the future. But because the new stimulus program and its infrastructure component are to be funded with dollars from the Troubled Assets Relief Program (TARP), the bill will face an uncertain future when it reaches the Senate early this year. Opponents may be expected to argue that the law establishing TARP requires unspent and repaid funds to be used to pay down the soaring national debt. The prospect of an impending vote to raise the debt ceiling might further discourage the Senate from redirecting the TARP money. The measure also faces possible White House opposition, given President Obama's strong desire to limit further deficit spending and embark on a more sustainable fiscal policy.
Environmental advocacy groups, while supportive of the House measure, expressed disappointment that it failed to focus on long-term transportation reform or include a National Infrastructure Bank. Even Rep. John Mica (R-FL), ranking member of the House T&I Committee, who generally supports Chairman Oberstar, was moved to criticize the House bill. The "Son of Stimulus," Mica wrote in Roll Call, will be no more successful in creating permanent new jobs in the transportation sector than was the first stimulus bill, since the dollars are being spent on short-term transportation enhancement and road repaving projects that provide jobs only for a few weeks or months. Our own impression, based on local evidence, tends to confirm Rep. Mica's conclusions: the stimulus money has merely allowed local and state highway agencies and their contractors to avoid layoffs and enabled them to keep existing road crews working at full strength. This would be the likely effect of the second stimulus as well. Its effect on job creation (as opposed to job preservation) would be negligible according to many observers. In short, the latest House action is seen by the transportation community as another example of Congressional equivocation, extemporization and inability to come to grips with the nation's long-range transportation needs in a fundamental way.
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Transportation Program Reform Facing an Uncertain Future
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July 8, 2009
Added roadway and transit capacity, plus more toll lanes, telecommuting and flexible work hours are among the traffic congestion solutions recommended by researchers at the Texas Transportation Institute (TTI) in their 26th annual Urban Mobility Report, just released. Other recommendations include getting more efficiency out of existing surface transportation systems, and influencing development patterns to make walking, bicycling and transit more convenient. TTI, founded in 1950, is an internationally-recognized transportation research center based at Texas A & M University. The 2009 report is based on newly-analyzed 2007 data for 439 U.S. urban regions. In a summary of their findings, researchers noted that although travelers on average spent one less hour stuck in traffic in 2007 versus 2006 and wasted one less gallon of gas due to a slight downturn in traffic, the costs of congestion were still pronounced. The overall cost of U.S. traffic congestion in 2007, according to the report, totaled $87.2 billion in wasted fuel and lost productivity. There were 2.8 billion gallons of wasted fuel and 4.2 billion wasted hours.
TTI researchers warned that the historical trend of worsening congestion will return as the economy recovers. For the Seattle region however, the report shows that the price of traffic congestion continued to grow.
Data for Puget Sound in the new report show that the annual cost of jammed roadways here in 2007 was $1.59 billion, the highest ever since TTI's first Urban Mobility Report was issued, using data for 1982, when regional congestion costs for Puget Sound totaled $96 million.
According to the new report, annual congestion costs per Puget Sound peak traveler reached a new high in 2007 of $938, versus $127 in 1982. Total traffic delay for the Seattle region totaled 73.6 million person hours in 2007, up by a factor of more than six since 1982. Daily vehicle miles traveled on highways and arterial streets combined have more than doubled in the region since 1982, according to the report.
PSRC's "Transportation 2040" Findings
The urgency of the TTI's congestion-busting recommendations for the nation's major metro regions - and Puget Sound - is underscored by data in another report, the draft environmental impact statement of the Puget Sound Regional Council's "Transportation 2040" plan. The Executive Summary shows the region's four-county population is expected to reach 4.9 million by 2040, or 42 percent higher the 2006 baseline figure of 3.5 million. Jobs in the region are projected to grow to 3.1 million by 2040, up 1.1 million or 60 percent from the 2006 figure of 1.94 million. Housing units will increase from 1.48 million in 2006 to 2.3 million in 2040, and 63 percent of those will be single-family.
According to the PSRC's modeling (and depending which policies are implemented by decision-makers) from 2006 to 2040 the number of average daily vehicle trips will rise between 37 to 42 percent; and total vehicle miles traveled (VMT) by 18 to 39 percent, while per-capita VMT will decline from 1 to 16 percent. For all passenger trips in our region (this excludes freight), transit's mode share will rise from 2.9 percent in 2006 to between 4.2 and 5.2 percent in 2040. Walking and biking combined will rise from 10.4 percent of daily trips in 2006 to between 11.5 and 13.3 percent in 2040. Single- and multiple-occupant passenger vehicles, combined, will decline from 86.7 percent of daily trips in 2006 to between 81.5 and 84.3 percent in 2040. In other words, barring some sort of game-changing development such as a catastrophic disruption of the fuel supply, more than four out of five daily passenger trips in the region 30 years from now, will still be in vehicles.
Part Of The Solution: Highway Corridor Tolling
Well aware of the mobility challenges we face, the state legislature recently authorized a series of new studies which could lead to electronic variable-rate corridor tolling on several major Puget Sound highways to add missing links and help beat congestion. Variable rates are based on real-time congestion levels (preferably) or time of day; they are higher during peak periods and lower off-peak. These lanes would be free to transit and the tolls could be made either free or discounted to carpoolers with either two, or three or more passengers per vehicle. With implementation of more express toll lanes based on the new studies, prospects would be boosted for completion of a seamless system of express tolled lanes on all the region's major highways, and increased express bus service using those lanes.
Over time, it is possible the region could move to the next level of road user fees. This would entail a vehicle mileage charge on all highways and arterial streets, facilitated by on-board GPS technology in every vehicle, with discounts for off-peak travel and use of less-congested routes.
UPDATE: The Washington State Department of Transportation offers its own reaction to the new Urban Mobility Report.
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December 10, 2007
It seems the global oil market isn't immune to at least one law of nature: The apex predator has the most voracious appetite.
The New York Times reports that the very oil-exporting countries that are experiencing remarkable domestic economic growth because of the global demand for oil may soon become victims of their own success.
Experts say ... several of the world's most important suppliers may need to start importing oil within a decade to power all the new cars, houses and businesses they are buying and creating with their oil wealth. ... The report [by Canada-based CIBC World Markets] said "soaring internal rates of oil consumption" in Russia, in Mexico and in member states of the Organization of the Petroleum Exporting Countries would reduce crude exports as much as 2.5 million barrels a day by the end of the decade.
While unstable, undemocratic regimes are one thing (and not all oil exporters fall into the category), no one is going to begrudge the actual citizens of developing, oil-exporting nations the affluence and quality of life improvements that might come from global demand for the black gold burbling deep below their jurisdictional terra firma. Certainly, the United States, which relies on oil to drive its own economic engine, can't. (The New York Times says that although U.S. demand is flat, it continues to account for nearly one-quarter of the world's oil consumption.)
That said, reports of demand strains should raise the antennae of any American consumer who finds her purse or his wallet increasingly light after filling up at the pump. Internal domestic demand in oil states could tighten supply even further, especially if production capacity were to remain constant. Ergo, prices at the pump in Peoria are given even less reason to decrease as the number of oil-exporting countries gets comparatively smaller.
And for those of us who find it troubling that our addiction to oil props up and sustains many of the same rogue regimes that threaten American interests at home and abroad, the idea that supply will be in even fewer hands -- not necessarily of Uncle Sam's choosing -- is highly problematic.
Luckily for an oil-addicted America, our options aren't simply to acquiesce. Aside from only pursuing the politically charged (and depending who you ask, the environmentally damaging) option of opening up new areas for exploration, we have other options. Good options.
Among the best (we think) is something that Cascadia Center at Discovery Institute has been pressing for quite some time -- the electrification of transportation through the use of innovative vehicle technology (plug-in hybrid electric vehicles).
While not a panacea, supporting the development and use of vehicles that, with the flip of a switch, dramatically reduce our dependence on oil for transportation and simultaneously address environmental concerns, is perhaps the single best option we have. And it might work for our neighbor to the south too. In Mexico, according to The New York Times, the number of cars has "nearly doubled...in the last decade, and gasoline consumption is growing 5 percent a year."
The answer, of course, isn't to stop driving, but to change the way we power our vehicles. (Don't just take our advice; none other than America's de facto international affairs professor, columnist Thomas Friedman, writes about it often, including in this column one week ago.)
Then I got together with three engineering undergrads who helped launch the Vehicle Design Summit...These kids are building a hyper-efficient car, which, they hope, "will demonstrate a 95 percent reduction in embodied energy, materials and toxicity from cradle to cradle to grave" and provide "200 m.p.g. energy equivalency or better." The Linux of cars!
We'll keep watching closely reports and analyses about global oil consumption habits. But we'll also keep pushing our ideas on electrifying transportation. Wouldn't it be nice to know that studies and reports about consumption demand or instability in oil states weren't such a concern for the United States? And wouldn't it, paraphrasing former CIA director, R. James Woolsey, be even better to know that driving to get groceries and that your daily commute didn't help fund both sides of the war on terror?
TECHNORATI TAGS: >OIL, FOREIGN OIL, OIL SUPPLY, UNITED STATES, TERRORISM, ALTERNATIVE FUELS, ELECTRICITY, PLUG-IN HYBRID ELECTRIC VEHICLES, JAMES WOOLSEY, CASCADIA CENTER>
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April 23, 2007
Via the Web site of Vancouver, B.C. Mayor Sam Sullivan comes a full text version of a recent and thoughtful column that's otherwise now parked behind a subscriber-only firewall. It's by the Vancouver Sun's Don Cayo, on the importance of leaving room for business as the city's residential density continues to intensify. Writes Cayo:
It makes complete sense to develop policies that allow and encourage people to live closer to where they work. The EcoDensity discussion is focused on an important half of the equation -- where people will live. But what about the other half? If we succeed in gracefully accommodating a lot more residents within the boundaries of the city, as I think we can, where on earth will they work? I'm not doubting Vancouver's bright economic prospects with this alarmist question. My worry is space. Is there enough? And will businesses be able to afford to use it?
Cayo cites city documents showing that job growth in the region as a whole between '96 and '01 outpaced that in the city eightfold; and that half of the city's new jobs over the same time were tied to work "with no fixed place," versus just one-sixth of new jobs in the region. He observes:
In other words, an overwhelming number of the the new jobs located in permanent premises are in the suburbs.
New, '06 city and regional jobs data which could confirm or mitigate these sharp disparities have been slow in coming, according to Cayo. It will be interesting to see whether the city vs. regional job growth trends he notes from '96 to '01 are substantially mitigated when the new figures are released.
With those those differences in mind, Cayo also highlights the sharply higher tax burden on businesses in Vancouver versus nearby suburbs.
...Frank Kelly (is) a Midas dealer who operates auto repair facilities in several Lower Mainland municipalities. He describes two of his locations that are similar in size and configuration. The one in Surrey pays $10,500 in property tax each year, and the one in Vancouver pays $54,800. Such out-of-control costs are creating relentless pressure to convert business property into condos. So it's not surprising that many business are leaving, and few can afford to come in.
Seattle Post-Intelligencer business columnist Bill Virgin offers his read on Cayo's column, and opines the same concerns apply in Seattle.
Density advocate Dave Biggs (pictured, above right) of Envision Suntainability Tools, does growth modeling for Vancouver region, B.C. and other clients with his firm's MetroQuest software. One main aim is to combat sprawl.
Such software is a valuable planning tool. But any attempts to plan regional growth, and design a smart and forward looking urban-suburban transportation system, must factor in that as urban residential density grows, so must opportunities for urban employment. True, some proportion of city-dwellers, having locked onto a good housing deal and enjoying urban amenities, will continue to commute to the suburbs for work. Further, the "knowledge economy" is indisputably here to stay, and suburban job growth is robust.
So in the major cities of Cascadia, special efforts must be made to retain and recruit employers in manufacturing, maritime, import/export and infrastructure service industries; as well as in the white-collar sector. This means the costs of doing business in cities need to be competitively gauged; with tax burden, regulatory structure and the permitting process front and center. And tax burden needs to be understood by all - including density proponents - as a function not only of infrastructure needs, but also of the size and scope of local and regional government.
TECHNORATI TAGS: >VANCOUVER, DENSITY, EMPLOYMENT, ECONOMY, TAXES, GROWTH, SEATTLE>
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April 17, 2007
Miro Cernetig of the Vancouver Sun takes a in-depth look at the economic and environmental firmament of North America's upper lefthand corner, in an article titled, "Cascadia - More Than A Dream."
Where you will find Cascadia...is in the mindset of the millions of people who live on the continent's western edge...Cascadia's guiding principle today isn't nationhood but what might be best called regionhood -- the sense that Alaska, the Yukon, B.C., Alberta and the states of Washington, Oregon, Montana and Idaho -- often share similar regional goals and ambitions....these range from environmental issues, a heightened sense that their collective futures are tied to the Asia-Pacific and a desire for more autonomy from federal governments that are thousands of kilometres to the east, in Ottawa and Washington, D.C., and often out of touch with the big questions to the west.
In fact, when taken as a whole, Cascadia has evolved into a powerful economic entity with clout its members alone can never hope to wield. If you add up the states' and provinces' individual GDPs and populations, Cascadia is a significant geographic area and market: It comprises a market of more than 20 million people and what would be the world's eighth-richest nation, with a GDP of about $848 billion US, according to the Pacific Northwest Economic Region, the entity that was formed in 1991 by the legislators of Cascadia's provinces and states. Those same leaders will be in Anchorage, Alaska, from July 22 to 26, to continue their work to foster regional cooperation and the idea of an economic bloc.
Cernetig notes B.C. Premier Gordon Campbell sees joint efforts to control global warming as a unifying principle in Cascadia, and that Campbell believes California is more and more part of the region, in part due to Gov. Arnold Schwarzenegger's leadership role in forging alliances to address climate change. One example is an emerging Western states policy allowing clean and polluting industries to trade capped carbon emission allotments.
Other threads tie together Cascadia, writes Cernetig. These include agreement to shape a unified strategy making West Coast ports more seamless for Asia-Pacific shippers; an ongoing push to boost U.S.-Canada passenger rail; emphasis on developing shared strategies to advance alternative vehicle fuel technologies; and the evolving possibility of a joint Seattle-Vancouver bid for hosting the Olympics or World Cup. A "two-nation vacation" is glimpsed above right, looking down upon B.C.'s Harrison Lake, Harrison Hot Springs, the Fraser River and south to Washington's Mount Baker.
"I think at long last the idea of Cascadia is beginning to get some real traction," said Bruce Agnew, who heads the Cascadia Center For Regional Development, a Seattle-based think-tank that counts the Bill and Melinda Gates Foundation as one of its benefactors. "It was the people in Ottawa, who said it was just a western separatist thing, part of that old Ecotopia thing. But Cascadia is an idea that has staying power. In terms of trade, regional transportation, tourism, climate change and alternative energy, there are common interests in this region that make Cascadia a real thing."
For more insight on Cascadia, a good source is "The Character of Non-Governmental Transborder Organizations In The Cascadia Region of North America."
TECHNORATI TAGS: >CASCADIA, PACIFIC NORTHWEST ECONOMIC REGION, TRADE, TOURISM, ENVIRONMENT>
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April 6, 2007
Last updated August 25, 2008
The research, it just keeps coming. On this page, we'll compile links to key studies and reports on innovation in transportation.
MANAGING, PLANNING & FUNDING TRANSPORTATION
Cascadia Center Reports
"Lessons In Public-Private Partnerships & Climate Change: What British Columbia Taught California, And What Washington Can Still Learn," 10/07.
"A Tale Of Three Cities: How San Diego, Denver and Vancouver, B.C. Raised Major Regional Funds For Transportation," Doug Hurley, Cascadia Center For Regional Development, 9/06.
"Travel Value Pricing: Better Traffic Operations Management & New Revenue For The Puget Sound Region," John S. Niles, for Cascadia Center, 4/06.
"Transportation Working Group Recommendations," Transportation Working Group, Cascadia Center For Regional Development, 2/15/05.
Transportation Working Group background, members, and resource book.
"An Institutional Conundrum - A Simplified Overview Of Metropolitan Institutional Reform Applied To Transportation In The Puget Sound Region," Deb Eddy, Cascadia Center For Regional Development, 2004.
"How Do We Get There From Here? A Transportation Future For The Puget Sound Region," Bruce Agnew & Bruce Chapman, Cascadia Center For Regional Development, 2003. View the video, as aired on Seattle Channel, 5/20/05.
"Just Pricing: The Distributional Effects Of Congestion Pricing and Sales Taxes," Brian Taylor, UCLA Institute Of Transportation Studies; Lisa Schweitzer, School Of Policy, Planning And Development, University Of Southern California, 5/08
"Transportation For Tomorrow," National Surface Transportation Policy & Revenue Study Commission, 1/08.
"Running On Empty - 2007 Annual Report," Washington Transportation Commission, 12/07.
"Building New Roads Through Public-Private Partnerships: Frequently Asked Questions," Leonard C. Gilroy, Robert W. Poole, Jr., Peter Samuel, Geoffrey Segal, Reason Foundation, 11/07.
"Review Of Congressional Earmarks Within Department Of Transportation Programs," Office Of The Inspector General, U.S. DOT, 9/7/07.
"Case Studies Of Transportation Public-Private Partnerships In The United States," Aecom Consult Team, for U.S. DOT, Federal Highway Administration, 7/7/07.
"Case Studies Of Transportation Public-Private Partnerships Around The World," Aecom Consult Team, for U.S. DOT, Federal Highway Administration, 7/7/07.
Draft Vision 2040 Puget Sound Regional Council, 7/07.
"Lake Washington Urban Partnership," Washington State Department of Transportation, 4/30/07.
"Report On SR 520 Bridge Replacement And HOV Project Funding Alternatives," Seattle-Northwest Securities Corporation, Montague DeRose & Associates, LLC, 3/28/07.
"Destination 2030 - Taking An Alternative Route," Washington State Transportation Center/Booz Allen Hamilton (For King County Executive), 3/05/07.
"Overview Of National Strategy To Reduce Congestion On America's Transportation Network," USDOT, 3/07.
"Public-Private Partnerships For Toll Highways," Robert W. Poole, Reason Foundation, Testimony To U.S. House Committee On Transportation & Infrastructure, Subcommittee On Highways & Transit, 2/13/07.
"Report On The Transportation Innnovative Partnerships Program," Washington Transportation Commission, 1/07.
"Regional Transportation Commission Final Report," Regional Transportation Commission (of Puget Sound), 12/31/06.
"Washington Transportation Plan 2007-2026," Washington Transportation Commission, 11/06.
"Reducing Congestion In Atlanta: A Bold New Approach To Mobility," Robert W. Poole, Reason Foundation, 11/06.
"Public-Private Partnerships & The Development Of Transport Infrastructure: Trends On Both Sides Of The Atlantic," Benjamin G. Perez, PB Consult Inc., James W. March, Federal Highway Administration; 9/06.
"Transportation Finance At The Ballot Box: Voters Support Increased Investment & Choice," Center For Transportation Excellence, 8/06.
"Building Roads To Reduce Congestion In America's Cities: How Much & At What Cost?," David Hartgren, M. Gregory Fields & Robert W. Poole, Reason Foundation, 8/06; (WA state congestion analysis, from study).
"Why Mobility Matters," Ted Balaker, Reason Foundation, 8/06.
"Current Toll Road Activity In The U.S.: A Survey & Analysis," Benjamin Pereze, Steve Lockwood, for U.S. DOT, Federal Highway Administration, 8/06.
"Remarks Of Pat Jacobsen - CEO, Greater Vancouver Transportation Authority - To House & Senate Transportation Committees of Washington State Legislature, 1/19/06.
"Traffic Congestion & Reliability: Trends & Advanced Strategies For Congestion Mitigation," Cambridge Systematics & Texas Transportation Institute (for Federal Highway Administration), 9/1/05.
"2005 Urban Mobility Report," Texas Transportation Institute, 2005.
"Unclogging America's Highways - Effective Relief For Highway Bottlenecks," American Highway Users Alliance, 2/04
HUBS, CORRIDORS & GATEWAYS
" Canada: A Macroeconomic Study of the United States' Most Important Trade Partner,"U.S. Department of Agriculture Economic Research Service, Updated 9/15/06
Canadian Embassy State Trade Fact Sheet 2006, Canadian Embassy, 2006.
Canada/U.S. Regional Economies, Canadian-American Border Trade Alliance.
"Western Hemisphere Travel Initiative: The Basics," U.S. Department of Homeland Security.
Resolution Of The West Coast Corridor Coalition, 11/03.
"From B.C. To B.C. - And Beyond - the Story Of The West Coast Corridor Coalition."
"Spatial Concepts & Cross Border Governance Strategies," Susan E. Clarke, University of Colorado, (presented to EURA Conference On Urban & Spatial Policies), 4/02.
"The Character of Non-Governmental Transborder Organizations In The Cascadia Region of North America," Lawrence Douglas Taylor Hansen, Revista Mexicana De Estudios Canadienses, 2/02.
SURFACE & MARINE TRANSPORTATION
Cascadia Center Reports
"Testimony In Support Of King County Passenger-Only Ferry District," Matt Rosenberg, 11/13/07.
"Alaskan Way Replacement: Alternative Approaches," Ove Arup & Partners, for Cascadia Center, 11/06.
"A New Vision For Developing Transit For Livable Cities." Enrique Penalosa, former
mayor of Bogota, Columbia speaks at a Cascadia Center co-sponsored event on implementation of Bogota's TransMileno Bus Rapid Transit system. Seattle Channel video, 9/27/06.
"Statement of Tom Till to Washington Transportation Commission On Amtrak & Related Issues, Including Availability of Federal Funding," 1/18/06.
"King County Passenger-Only Ferries Project Briefing Paper," IBI Group, for King County Executive, 11/7/07.
Puget Sound Regional Council Passenger-Only Ferry Study, 2007 (ongoing).
Chapter 7, "I-405 Plan: Transit and HOV", in "I-405 Congestion Relief & Bus Rapid Transit Projects - Final Recommendations Report," WSDOT. (See "I-405 BRT Service").
BNSF Corridor Preservation Study, Puget Sound Regional Council, 2/27/07.
Statewide Rail Capacity and System Needs Study, Washington State Transportation Commission, 12/06.
Columbia River Crossing Project Alternatives Page.
Willamette River Ferry Feasibility Study, City Of Portland Department of Transportation, 2006.
Waterborne Transit Policy Study, King County Department of Transportation, August, 2005.
Rich Passage Passenger-Only Ferry Study, Phase I, WSDOT, Federal Transit Administration, 4/05.
"Report Card For America's Infrastructure," American Society Of Civil Engineers, 2005.
TECHNOLOGY & ENERGY
Cascadia Center Reports
Speaker Presentations At Cascadia/Microsoft/Idaho National Laboratory "Beyond Oil: Transforming Transportation" conference, 9/4/08 and 9/5/08, Redmond, Wash. (Topics included electric vehicles, plug-in hybrid electric vehicles, renewable energy, traffic management systems and technology, transit. Many of these files are very large and may take several minutes to open/download depending on your internet connection).
"Greening The Highway From Baja To B.C. - A Discussion Brief," Matt Rosenberg, 9/19/07.
"Replacing Oil With Electricity And Biofuels In Transportation: The Convergence Of Technology And Public Policy," Steve Marshall, 8/7/07.
Speaker Presentations at Cascadia-Microsoft "Jump Start To A Secure Clean Energy Future" Conference on Plug-in Hybrid Electric Vehicles and Alternative Fuels, 5/7/07
Roger Duncan, Austin Energy/Plug-In Partners (4.78 MB)
Mark Duvall, Electric Power Research Institute (1.13 MB)
Andrew A. Frank, University of California/Davis (1.33 MB)
K.C. Golden, Climate Solutions (1.81 MB)
David Horner, U.S. Dept. of Transportation (700 KB)
Michael Kintner-Meyer, Pacific Northwest National Laboratory (1.91 MB)
Felix Kramer, CalCars.org (708 KB)
John M. Miller, Maxwell Technologies (496 KB)
Philip Mote, University of Washington (3.88 MB)
Tim Murphy, Idaho National Laboratory (674 KB)
Vic Parrish, Energy Northwest (494 KB)
Bill Reinert, Toyota USA (2.00 MB)
Bill Rogers, Idaho National Laboratory (1.05 MB)
Greg Rock, Green Car Company (82.9 KB)
Neil Schuster, Intelligent Transportation Society Of America (2.14 MB)
Rogelio Sullivan, U.S. Dept. of Energy (1.08 MB)
John Wellinghoff, Federal Energy Regulatory Commission (4.23 MB)
Nick Zielinski, General Motors/Chevy Volt (1.79 MB)
"Basic Research Needs: Catalysis For Energy," (report from U.S. Dept. Of Energy Basic Energy Sciences Workshop), 8/07.
"Environmental Assessment of Plug-In Hybrid Electric Vehicles," Electric Power Research Institute, Natural Resources Defense Council, 7/07.
" Joint Science Academies Statement on Growth and Responsibility; Sustainability, Energy Efficiency and Climate Protection, for G8 Summit, 5/07.
"Fourth Assessment Report of Intergovernmental Panel On Climate Change," United Nations, 4/07/07.
Annual Energy Outlook 2007 - With Projections To 2030," U.S. Department of Energy, Energy Information Administration, 2/07.
Impacts Assessment of Plug-in Hybrid Vehicles On Electric Utilities and Regional U.S. Power Grids; Michael Kintner-Meyer, Kevin Schneider, Robert Pratt; Pacific Northwest National Laboratory, 12/06.
"Alternative Fuels Study: A Report To Congress On Policy Options For Increasing The Use Of Alternative Fuels In Transit Vehicles," Federal Transit Administration, U.S. Dept. of Transportation, 12/06.
"Intelligent Transportation Systems Regional Architecture", Puget Sound Regional Council, IBI Group, 8/21/06.
"Future Visions," Washington Transportation Plan Update Process, WSDOT/Washington Transportation Commission, 6/17/05. (See pp. 27-34, "Intelligent Transportation Systems").
GridWise Program Overview, Pacific Northwest National Laboratory.
Technological Basis For GridWise, Pacific Northwest National Laboratory.
Primer On Vehicle-Infrastructure Integration, Intelligent Transportation Society Of America.
TECHNORATI TAGS: TRANSPORTATION, RESEARCH, TRANSPORTATION GOVERNANCE, TRAFFIC CONGESTION, TRANSIT, BUS RAPID TRANSIT, PASSENGER-ONLY FERRIES, TOLLS, PUBLIC PRIVATE PARTNERSHIPS, SEATTLE, PUGET SOUND, CASCADIA, WEST COAST CORRIDOR, FRIEGHT, INTELLIGENT TRANSPORTATION SYSTEMS, ALTERNATIVE ENERGY, ALTERNATIVE FUELS, PLUG-IN HYBRID ELECTRIC VEHICLES>
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