Administration to Host Daylong Talks Tomorrow;Tour of U.S. Cities Planned
By Robin Shulman
Washington Post Staff Writer
Sunday, July 12, 2009; 11:12 AM
After remaining out of the public eye since its creation in February, the White House Office of Urban Affairs plans on Monday to launch a public conversation to create a national urban policy agenda, said Adolfo Carrión Jr., its director.
The White House will host a daylong urban policy discussion including mayors, county executives, governors, urban policy experts, and heads of various agencies, Carrión said in a telephone interview yesterday .
President Obama is expected to address the conference and announce plans to send Carrión and other senior administration officials on a tour of American cities to discuss urban issues, Carrión said.
The conference is the first indication that the White House could back its urban policy office with the kind of muscle that Obama suggested during his campaign, before the economic collapse. He called for a new kind of urban policy to address cities and also their suburbs, and urban advocates hoped that this could be a focus of his administration's economic development approach.
"We have not had a national urban policy for decades," said Carrión. "Meanwhile, the economy has changed."
Those gathered Monday will consider local initiatives that could become best practices to emulate, with the goals of increasing the competitiveness, sustainable development and opportunity of metropolitan regions.
The conference is to present an interdisciplinary approach to urban issues and include the heads of the Departments of Labor, Transportation, and Housing and Urban Development, and of the Environmental Protection Agency, and the Small Business Administration.
Carrión said discussion will include initiatives like Choice Neighborhoods, a new HUD program that provides poor neighborhoods not only with housing, but also social and economic benefits, like day care and farmers' markets; and Promise Neighborhoods, a Department of Education program modeled after the Harlem Children's Zone, to improve academic achievement and life skills by offering after school and weekend sports, social and arts activities.
The conference will include several dozen policy experts, including Bruce Katz, the director of the Metropolitan Policy Program at the Brookings Institution, who developed some of the ideas that led to the creation of the Office of Urban Affairs. Bankers, planners, and advocates will also attend.
Meanwhile, the listening tour is to begin this month, said Carrión, and continue through the fall, reaching public school auditoriums and factory plants, and including developers, housing and environmental advocates, educators, health care providers, public safety officials, and local elected officials.
Analysts have said that the most important thing Carrión's office can do is outline a national agenda for metropolitan areas, after decades of federal inaction.
Carrión said the listening tour reflects Obama's philosophy that "the best solutions are in communities," where answers have "bubbled up" despite a lack of federal guidance and support.
Obama grew up in Honolulu and Jakarta, and forged his career in Chicago, as a community organizer, and he has been shaped by cities to a greater degree than any president in nearly a century.
"For too long government has operated from the top down," said Carrión. "We've always heard why does the national government send down these unfunded mandates, under funded mandates, mandates that are not necessarily universally applicable. The bottom-up approach speaks to the need for this to be flexible."
Showing posts with label transportation. Show all posts
Showing posts with label transportation. Show all posts
Monday, July 20, 2009
Friday, July 17, 2009
Congressional Hearing on Transportation's Role in Climate Change and Greenhouse Gases
July 14, 2009
Excerpt:
Addressing VMT growth plays a key role in decreasing transportation related GHG emissions and should be included in overall efforts to prevent climate change. One way to achieve significant reductions in VMT is to develop more livable communities. The effects of reduced VMT on greenhouse gas emissions have repeatedly been demonstrated. A report aired on National Public Radio evaluated the carbon footprint of two families living in Atlanta. One family moved from a walkable, transit-served community to a car dependent one and another family moved from a car dependent area to a livable community. The greatest difference in CO2 emissions between the families was in transportation related emissions. The carbon footprint for the family that moved to a car dependent area was 40 percent higher, and transportation accounted for almost 85 percent of the difference. This report, among others, indicates the relevance of VMT to greenhouse gas emissions and indicates that we should accelerate our efforts to identify ways to reduce VMT growth in order to meet our climate goals.
There are several steps that can be taken to spur the development of more livable communities and reduce VMT:
First, we can provide more transportation choices in more communities across the country. Single occupancy vehicles should be only one of many transportation options available to Americans to reach their destinations. Walking, bicycling, light rail and buses can be made available in more places.
Second, we can promote development of housing in close proximity to transit. In addition to reducing VMT and greenhouse gas emissions from cars driven by commuters, such planning would have the added benefits of decreasing transportation costs for families and reducing traffic congestion.
Third, we can promote mixed-use development, which incorporates residential and commercial buildings, allowing individuals the choice to walk, drive a shorter distance or easily use public transportation to reach their destination. Residents should have the option to live in an area with services and goods that are easily accessible. In addition to reducing greenhouse gas emissions, this would also reduce travel times involved in driving to and from grocery and department stores, medical service providers or even entertainment centers such as movie theaters.
While many view community planning and multi-modal transportation as affecting only urban or larger suburban areas, there are many ways in which such provisions would benefit smaller towns and rural areas as well. A strong, well planned town center could provide smaller towns or rural communities with easy access to jobs and services in one centralized location and increase foot traffic around locally owned small businesses. These town centers will also protect open spaces and valuable farmland. Additionally, all people, whether in urban or rural areas, need access to job centers, medical services and schools. In urban settings this access might take the form of sidewalks and bike lanes. In rural areas, it might look more like intercity rail and bus service. But, especially as populations age, non-driving access to essential services is increasingly central to making towns more livable for 21st century populations. This poses a particular challenge for rural areas.
All of these factors will be critical elements of our livability initiative. Our work will not be easy, but it offers great promise for improving the lives of all Americans and reducing our use of energy and greenhouse gas emissions. The Department of Transportation and other agencies are already working closely to determine the best means to support sustainable, livable communities.
On June 16, Housing and Urban Development Secretary Shaun Donovan, Environmental Protection Agency Administrator Lisa Jackson, and I announced a new partnership to help American families in all communities - rural, suburban and urban - develop sustainable communities. Over the course of our collective work, we have defined six guiding principles. We are committed to
• providing more transportation choices,
• promoting equitable, affordable housing,
• enhancing economic competitiveness,
• supporting existing communities,
• coordinating policies and leverage investment, and
• valuing the uniqueness of communities and neighborhoods.
These principles will guide the interagency working group as we continue our efforts.
As we consider surface transportation reauthorization -- both in the short and longer-term -- the Department will prioritize creating a livability program that measurably works to reduce VMT, greenhouse gas emissions, and also provide added economic benefits to Americans in all geographic locations. Multi-modal transportation combined with mixed-use development and smart community planning are important issues to address when we consider transportation’s role in climate change. Combined with more efficient vehicles and cleaner burning fuels, these strategies will be important to reaching our GHG reduction goals. They will also reduce our reliance on foreign oil
The Senate now has the opportunity, for the first time, to create a system of clean energy incentives designed to jumpstart a clean energy economy and confront the threat of carbon pollution. As the President has said, it is important that we accomplish these goals while protecting consumers, and helping sensitive industries transition. I have outlined in my testimony today some of the ways in which the Department of Transportation can contribute to this effort. We would be particularly pleased if the final legislation gave the Department better tools to integrate climate change considerations into the transportation planning, financing, and implementation process and to facilitate system improvements. Failing to recognize the connection between transportation and climate change will likely jeopardize our ability to achieve our GHG reduction goals.
http://epw.senate.gov/public/index.cfm?FuseAction=Files.View&FileStore_id=2127b852-f4ce-437c-83a1-1eda266059ab
Excerpt:
Addressing VMT growth plays a key role in decreasing transportation related GHG emissions and should be included in overall efforts to prevent climate change. One way to achieve significant reductions in VMT is to develop more livable communities. The effects of reduced VMT on greenhouse gas emissions have repeatedly been demonstrated. A report aired on National Public Radio evaluated the carbon footprint of two families living in Atlanta. One family moved from a walkable, transit-served community to a car dependent one and another family moved from a car dependent area to a livable community. The greatest difference in CO2 emissions between the families was in transportation related emissions. The carbon footprint for the family that moved to a car dependent area was 40 percent higher, and transportation accounted for almost 85 percent of the difference. This report, among others, indicates the relevance of VMT to greenhouse gas emissions and indicates that we should accelerate our efforts to identify ways to reduce VMT growth in order to meet our climate goals.
There are several steps that can be taken to spur the development of more livable communities and reduce VMT:
First, we can provide more transportation choices in more communities across the country. Single occupancy vehicles should be only one of many transportation options available to Americans to reach their destinations. Walking, bicycling, light rail and buses can be made available in more places.
Second, we can promote development of housing in close proximity to transit. In addition to reducing VMT and greenhouse gas emissions from cars driven by commuters, such planning would have the added benefits of decreasing transportation costs for families and reducing traffic congestion.
Third, we can promote mixed-use development, which incorporates residential and commercial buildings, allowing individuals the choice to walk, drive a shorter distance or easily use public transportation to reach their destination. Residents should have the option to live in an area with services and goods that are easily accessible. In addition to reducing greenhouse gas emissions, this would also reduce travel times involved in driving to and from grocery and department stores, medical service providers or even entertainment centers such as movie theaters.
While many view community planning and multi-modal transportation as affecting only urban or larger suburban areas, there are many ways in which such provisions would benefit smaller towns and rural areas as well. A strong, well planned town center could provide smaller towns or rural communities with easy access to jobs and services in one centralized location and increase foot traffic around locally owned small businesses. These town centers will also protect open spaces and valuable farmland. Additionally, all people, whether in urban or rural areas, need access to job centers, medical services and schools. In urban settings this access might take the form of sidewalks and bike lanes. In rural areas, it might look more like intercity rail and bus service. But, especially as populations age, non-driving access to essential services is increasingly central to making towns more livable for 21st century populations. This poses a particular challenge for rural areas.
All of these factors will be critical elements of our livability initiative. Our work will not be easy, but it offers great promise for improving the lives of all Americans and reducing our use of energy and greenhouse gas emissions. The Department of Transportation and other agencies are already working closely to determine the best means to support sustainable, livable communities.
On June 16, Housing and Urban Development Secretary Shaun Donovan, Environmental Protection Agency Administrator Lisa Jackson, and I announced a new partnership to help American families in all communities - rural, suburban and urban - develop sustainable communities. Over the course of our collective work, we have defined six guiding principles. We are committed to
• providing more transportation choices,
• promoting equitable, affordable housing,
• enhancing economic competitiveness,
• supporting existing communities,
• coordinating policies and leverage investment, and
• valuing the uniqueness of communities and neighborhoods.
These principles will guide the interagency working group as we continue our efforts.
As we consider surface transportation reauthorization -- both in the short and longer-term -- the Department will prioritize creating a livability program that measurably works to reduce VMT, greenhouse gas emissions, and also provide added economic benefits to Americans in all geographic locations. Multi-modal transportation combined with mixed-use development and smart community planning are important issues to address when we consider transportation’s role in climate change. Combined with more efficient vehicles and cleaner burning fuels, these strategies will be important to reaching our GHG reduction goals. They will also reduce our reliance on foreign oil
The Senate now has the opportunity, for the first time, to create a system of clean energy incentives designed to jumpstart a clean energy economy and confront the threat of carbon pollution. As the President has said, it is important that we accomplish these goals while protecting consumers, and helping sensitive industries transition. I have outlined in my testimony today some of the ways in which the Department of Transportation can contribute to this effort. We would be particularly pleased if the final legislation gave the Department better tools to integrate climate change considerations into the transportation planning, financing, and implementation process and to facilitate system improvements. Failing to recognize the connection between transportation and climate change will likely jeopardize our ability to achieve our GHG reduction goals.
http://epw.senate.gov/public/index.cfm?FuseAction=Files.View&FileStore_id=2127b852-f4ce-437c-83a1-1eda266059ab
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