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Transit budget cuts are disasters in the making

Here is the lowdown: Transit fares generally don't cover operating expenses. Transit systems do not, unfortunately, turn a profit. In many conservative circles, this is considered a damning indictment of the whole idea of public transit -- which is itself a damning indictment of the analytical powers of the guilty conservatives.

We should expect those who benefit from a technology to pay for it. This is the basic idea behind a market economy -- people aren't in the habit of giving away something for nothing, and the best way to allocate scarce resources is to let buyers and sellers agree upon a price, which is then paid by the buyer who, we expect, will benefit from the purchase.

But sometimes, when a buyer decides to spend money on a good or service, other people benefit as well. If I build an exceptionally attractive house in a neighborhood, I benefit, but so too do my neighbors, who get to look at the house and whose own homes may appreciate thanks to their location in what is now a more attractive neighborhood. When I pay college tuition and get a degree, I benefit, but so too do future colleagues, who will enjoy greater success as part of a highly educated labor pool. If government does nothing in such situations, then we will get the level of attractive homes or college educations that suits the direct beneficiaries of such investments -- but that doesn't mean that we have provided the number that maximizes the benefit to society as a whole.

A proposal to integrate international and domestic climate policy development

Joe Romm is fond (well, maybe "fond" isn't the right word) of saying that there's no way a substantial international climate treaty could get to 67 votes in the U.S. Senate, which is the constitutional requirement for such treaties. And he's right. This is an enormous barrier not only to ratifying but to developing such a treaty -- why should the 150+ countries involved in international climate negotiations deal with us in good faith when they know there's no way we can follow through?

Last week, William J. Antholis and Nigel Purvis of the Brookings Institution offered some intriguing thoughts about how to get around this dilemma.

They propose a "Climate Protection Authority" that would work like so:

First, in consultation with Congress, the president would decide that future climate and energy agreements are to be approved by the United States by statute rather than as treaties. Statutes require a majority in both houses of Congress, whereas treaties require two-thirds of only the Senate. Federal courts have repeatedly upheld the constitutionality of bicameral statutory approval of international pacts. In fact, the United States enters into more international agreements this way than by treaty, including some arms control agreements and environmental pacts and almost all trade deals.

Second, Congress should spell out in cap-and-trade legislation the conditions necessary for U.S. participation in new climate and energy agreements. For example, it should describe the role we envision for China, India and other major developing countries.

Third, cap-and-trade legislation should preapprove new climate and energy agreements that meet these congressional preconditions. Agreements that do should come into effect for the United States either without further congressional review or pursuant to the streamlined approval process Congress has used for most trade agreements.

No. 2 sounds a bit high-handed to me. Perhaps India and China might like to have some say in the role the play, no?

But the basic idea -- lowering the barrier to treaty approval and integrating international negotiations into the domestic policy process -- seems well-worth pursuing.

On the importance of getting personal with your food

Real food doesn't often compete with the delicious paper-and-ink smell of bookstores, but last Saturday, chefs, farmers, photographers, and writers filled Seattle's Elliott Bay Book Company with their wares: two appetizing reads. The back-to-back book events featured the authors of Chefs on the Farm and Edges of Bounty.

One lesson I walked away with that day was that food is only as good as the relationships on which it's based. These relationships can be between soil and seed, eater and herb, farmer and goat, or even you and your neighbors. Both books' authors reinforced this idea and went on to suggest that diverse, well-tended, and personal relationships produce the best meals and the best stories.

By naming the root cause behind food crises, we stand a chance at solving them

This is a guest post by Cary Fowler, executive director of the Rome-based Global Crop Diversity Trust and co-author of Shattering: Food, Politics, and the Loss of Genetic Diversity.

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Southern Africa, 2030. A throng of emaciated people waits for food rations to arrive. The maize crop has failed, devastated by hot weather and drought. Yet again. A "food crisis?" Yes. That's what we'll call it in 22 years.

But not today. If we want to do something about future food crises, we should name them today, and name them properly. Problems unnamed or improperly named are problems left unsolved.

In many cases, what we call food crises are more precisely thought of as crop-diversity crises. That's what history's most famous "food crisis" -- the Irish potato famine -- really was.

A paper recently published Science -- abstract here -- by a group of scholars with whom the Crop Diversity Trust collaborates, predicts a drop in maize (corn) yields of 30 percent in southern Africa by 2030 as a result of climate change, unless new climate-ready varieties of maize are developed. A huge drop in production of the region's most important food crop will bring instant famine.

How the U.S. can stay the global wind leader

The Global Wind Energy Council reported Monday:

The United States passed Germany to become world #1 in wind power installations, and China's total capacity doubled for the fourth year in a row. Total worldwide installations in 2008 were more than 27,000 MW ... 36% more than in 2007 ...

Global wind energy capacity grew by 28.8% last year, even higher than the average over the past decade, to reach total global installations of more than 120.8 GW at the end of 2008.

It just goes to show what this country can do with intelligent and (somewhat) consistent government policies -- state-based renewable electricity standards and a federal tax credit (see "U.S. wind energy grows by record 8,300 MW").

But the race is on for global leadership, and China is poised to be our major contender, as it "once again doubled its installed capacity by adding about 6.3 GW, reaching a total of 12.2 GW":

Impressions from the Seafood Summit in San Diego

My plunge into the complex world of sea stewardship has been invigorating but also overwhelming. I find myself among literally hundreds of people who know various aspects of the topic intimately. My mind buzzes with ideas to develop and questions to ask -- more than can be done in the span of a few days.

I'll be developing Grist's coverage of the impacts and potential of seafood production over the next weeks. In the meantime, here are some impressions:

Obama taps green Seattle-area leader as deputy secretary of HUD

Ron Sims. The Obama administration has tapped Ron Sims, the county executive of King County, Wash., to serve as deputy secretary at the U.S. Department of Housing and Urban Development. Sims has earned a national reputation for his environmental work in the county, which includes Seattle (home of the Grist mothership). Sims, whom the Obama […]

Nuclear meltdown in Finland

This is the radioactivity-free kind of meltdown, as Helsingin Sanomat reported:

The Finnish nuclear power company Teollisuuden Voima (TVO) is seeking damages of EUR 2,400 million from the consortium of Areva and Siemens for delays in the construction of Finland's fifth nuclear reactor in Olkiluoto.

Makes one look forward to what might happen if a truly litigous country had a major nuclear Renaissance fueled by, say, taxpayer money (see The nuclear bomb in the Senate stimulus plan).

The Finnish newspaper has a great photo of "The Olkiluoto III nuclear reactor construction site in December 2008."

Here are more details on the meltdown between the partners in this debacle:

Restructuring the U.S. transport system

Aside from the overriding need to stabilize atmospheric carbon dioxide levels to stabilize climate, there are several other compelling reasons for countries everywhere to restructure their transport systems, including the need to prepare for falling oil production, to alleviate traffic congestion, and to reduce air pollution. The U.S. car-centered transportation model, with three cars for every four people, that much of the world aspires to will not likely be viable over the long term even for the United States, much less for everywhere else.

The shape of future transportation systems centers around the changing role of the automobile. This in turn is being influenced by the transition from a predominantly rural global society to a largely urban one. By 2020 close to 55 percent of us will be living in cities, where the role of cars is diminishing. In Europe, where this process is well along, car sales in almost every country have peaked and are falling.

With world oil output close to peaking, there will not be enough economically recoverable oil to support a world fleet expansion along U.S. lines or, indeed, to sustain the U.S. fleet. Oil shocks are now a major security risk. The United States, where 88 percent of the 133 million working people travels to work by car, is dangerously vulnerable.

Beyond the desire to stabilize climate, drivers almost everywhere are facing gridlock and worsening congestion that are raising both frustration and the cost of doing business. In the United States, the average commuting time for workers has increased steadily since the early 1980s. The automobile promised mobility, but after a point its growing numbers in an increasingly urbanized world offer only the opposite: immobility.

While the future of transportation in cities lies with a mix of light rail, buses, bicycles, cars, and walking, the future of intercity travel over distances of 500 miles or less belongs to high-speed trains. Japan, with its high-speed bullet trains, has pioneered this mode of travel. Operating at speeds up to 190 miles per hour, Japan's bullet trains carry almost a million passengers a day. On some of the heavily used intercity high-speed rail lines, trains depart every three minutes.

Beginning in 1964 with the 322-mile line from Tokyo to Osaka, Japan's high-speed rail network now stretches for 1,360 miles, linking nearly all its major cities. One of the most heavily traveled links is the original line between Tokyo and Osaka, where the bullet trains carry 117,000 passengers a day. The transit time of two hours and 30 minutes between the two cities compares with a driving time of eight hours. High-speed trains save time as well as energy.

Although Japan's bullet trains have carried billions of passengers over 40 years at high speeds, there has not been a single casualty. Late arrivals average 6 seconds. If we were selecting seven wonders of the modern world, Japan's high-speed rail system surely would be among them.

Dirty water and clean transit in the Mountain State

Sometimes the news is random, and sometimes it aligns itself into tidy patterns and themes. Today is West Virginia day!

To wit:

• A group of residents in Boone County, W. Va., has sued coal giant Massey Energy and several subsidiaries for polluting their groundwater. The suit asks for replacement water supplies and compensation for personal and property damages. Meanwhile, a sympathetic group has raised enough funds to begin delivering clean water to the residents. (See their lurid toilet tank photos.)