Sustainable Cities Collective
Adam Christensen // February 22, 2010
Following is a guest post from Florence Hudson, an energy and environment strategy executive from IBM:
Buildings have always been much more than roofs over our heads. Over the last century, as towers of steel reached higher into the sky and homes sprawled farther and farther into the surrounding landscape, our buildings not only housed burgeoning urban populations and growing economies – they also served as symbols of modernity and progress. Unfortunately, today’s offices, factories, stores and homes are also symbols of something else – waste and pollution.
Consider some of the following:
The building sector is responsible for more electricity consumption than any other sector, 42%, and 15% of all Green House Gas (GHG) Emissions.
In the U.S., buildings represent 72% of all energy usage and 39% of Green House Gas (GHG) Emissions (pdf). Yet, up to 50% of that electricity is wasted.
In New York City, buildings account for 80% of NYC’s Carbon Emissions.
By 2025, buildings will be the single largest energy consumers and emitters of greenhouse gas on our planet.
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Sunday, March 7, 2010
What criteria should we use to define smart growth locations?
Sustainable Cities Collective
Kaid Benfield // February 24, 2010
This may be my all-time wonkiest post (tomorrow’s will be easier to digest, promise), so do be warned: In particular, there has been much discussion lately about which criteria policymakers should use to define “smart growth” or “location efficiency” for the application of policy. As all of us who have slaved over LEED-ND for the better part of a decade can attest, this is a very difficult issue.
Basic principles and challenges
This is not because we don’t know what the principles are. We do: They are to (1) avoid sites whose environmental characteristics make them unsuited for intensive development; (2) favor locations within the existing developed area of a region and well-served by existing urban fabric and transportation choices; and (3) ensure that what is built in those locations is consistent with the goals of sustainability.
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Kaid Benfield // February 24, 2010
This may be my all-time wonkiest post (tomorrow’s will be easier to digest, promise), so do be warned: In particular, there has been much discussion lately about which criteria policymakers should use to define “smart growth” or “location efficiency” for the application of policy. As all of us who have slaved over LEED-ND for the better part of a decade can attest, this is a very difficult issue.
Basic principles and challenges
This is not because we don’t know what the principles are. We do: They are to (1) avoid sites whose environmental characteristics make them unsuited for intensive development; (2) favor locations within the existing developed area of a region and well-served by existing urban fabric and transportation choices; and (3) ensure that what is built in those locations is consistent with the goals of sustainability.
MORE
Oak Cliff Becomes Cool
Dallas Observer
Jim Schultze // February 25, 2010
Can an entire city reverse field?
From World War II until now, the beckoning horizon in Dallas has been the cool, air-conditioned neighborhoods north, where houses are new and low-slung, lawns are pool-table smooth and garage doors open by themselves.
But if North Dallas has been the city's field of dreams for decades, then 10 miles south and across the river, what do we call the clanging, potholed automercado of W. Davis Street in North Oak Cliff? The word we're never supposed to use—because it's snobbish, hurtful and has racist overtones—is slum.
But there you have it.
Is it even conceivable, then, that half a century from now, Davis Street could be the city's leading edge—its realm of cool and aspiration, the Seinfeld-land of a post-automobile urban tomorrow?
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Jim Schultze // February 25, 2010
Can an entire city reverse field?
From World War II until now, the beckoning horizon in Dallas has been the cool, air-conditioned neighborhoods north, where houses are new and low-slung, lawns are pool-table smooth and garage doors open by themselves.
But if North Dallas has been the city's field of dreams for decades, then 10 miles south and across the river, what do we call the clanging, potholed automercado of W. Davis Street in North Oak Cliff? The word we're never supposed to use—because it's snobbish, hurtful and has racist overtones—is slum.
But there you have it.
Is it even conceivable, then, that half a century from now, Davis Street could be the city's leading edge—its realm of cool and aspiration, the Seinfeld-land of a post-automobile urban tomorrow?
MORE
Expanded 'urban rail' would run through downtown on both sides of Capitol
Austin American Statesman
Ben Wear // February 24, 2010
Downtown Austin would have two north-south passenger rail corridors, a more expansive network than previously envisioned, under a recommendation that City of Austin staff will present today to the Austin City Council.
The proposed rail system — which would be in addition to Capital Metro's commuter rail line scheduled to open next month — would link the Mueller development in East Austin to the University of Texas to downtown to the airport.
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Ben Wear // February 24, 2010
Downtown Austin would have two north-south passenger rail corridors, a more expansive network than previously envisioned, under a recommendation that City of Austin staff will present today to the Austin City Council.
The proposed rail system — which would be in addition to Capital Metro's commuter rail line scheduled to open next month — would link the Mueller development in East Austin to the University of Texas to downtown to the airport.
MORE
Transit Innovation
Dallas Morning News
February 23, 2010
Expanding the reach of rail transit in North Texas will take progress big and small on multiple fronts. Here are a couple of areas where things are quietly heading the right way:
In Austin – House Speaker Joe Straus officially invited ideas on new ways of paying for transportation projects. The speaker announced special committees last week to study needs and report to him on, among other things, "using alternative funding options at the state and local levels."
In North Texas – A coalition of cities and transportation agencies has stepped up efforts to develop the long-proposed east-west Cotton Belt rail link to Dallas/Fort Worth International Airport. It would connect northern suburbs and North Dallas to the airport and run through downtown Fort Worth. DART owns the Cotton Belt right of way but doesn't have the money to put the project together.
Again, innovation is called for. The North Central Texas Council of Governments is finishing a report on ways the six cities on the east side of the airport can team up with property owners and DART to start the new line.
MORE
February 23, 2010
Expanding the reach of rail transit in North Texas will take progress big and small on multiple fronts. Here are a couple of areas where things are quietly heading the right way:
In Austin – House Speaker Joe Straus officially invited ideas on new ways of paying for transportation projects. The speaker announced special committees last week to study needs and report to him on, among other things, "using alternative funding options at the state and local levels."
In North Texas – A coalition of cities and transportation agencies has stepped up efforts to develop the long-proposed east-west Cotton Belt rail link to Dallas/Fort Worth International Airport. It would connect northern suburbs and North Dallas to the airport and run through downtown Fort Worth. DART owns the Cotton Belt right of way but doesn't have the money to put the project together.
Again, innovation is called for. The North Central Texas Council of Governments is finishing a report on ways the six cities on the east side of the airport can team up with property owners and DART to start the new line.
MORE
Why Dallas's Streetcars Got the Feds' Transportation Funds, Not Fort Worth's
Dallas Observer
Robert Wilonsky // February 17, 2010
As mentioned below, the North Central Texas Council of Governments is indeed "seeking clarification" from the U.S. Department of Transportation concerning today's announcement that Dallas is getting $23 million to fund the downtown streetcar project. NCTCOG wants to know if Fort Worth is supposed to be getting a piece of that pie -- since, after all, NCTCOG made the request on behalf of both cities in its $96 million joint grant application.
Michael Morris is supposed to respond upon his return to the office, but Cathy St. Denis at the USDOT finally responded to Unfair Park's request for a clarification. In short, she says, "Fort Worth is not a part of this. The money is just for Dallas." And why's that?
"The typical awardee averaged about one-third of their request," St. Denis says. "So we couldn't completely fund the Dallas-Fort Worth streetcar project at the requested level. And, we were impressed by how well Dallas had lined up its local match and the other requirements necessary to get the project under way."
Michael Morris is supposed to respond upon his return to the office, but Cathy St. Denis at the USDOT finally responded to Unfair Park's request for a clarification. In short, she says, "Fort Worth is not a part of this. The money is just for Dallas." And why's that?
"The typical awardee averaged about one-third of their request," St. Denis says. "So we couldn't completely fund the Dallas-Fort Worth streetcar project at the requested level. And, we were impressed by how well Dallas had lined up its local match and the other requirements necessary to get the project under way."
Dallas CM Linda Koop shares thoughts on street car grant
Dallas Morning News
Rudolph Bush // February 17, 2010
Dallas council member Linda Koop, a key transportation advocate in North Texas, said she was "delightfully surprised" the city won a piece of the highly competitive TIGER grants.
The grant of $23 million was a little less than half the $48 million Dallas sought for its street cars, but it will go a long way toward helping plan construction of the city's first street car circulator.
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