Railroad Union Stretches Truth About Coal Dust

An accurate picture of coal in western Washington.
This post is part of the research project: Northwest Coal Exports

In a recent advocacy piece, a spokesman for a prominent railroad union made the following rather astonishing claim:

Trains carrying coal have been traveling through Western Washington on their way to Canadian ports for decades, yet the Northwest Clean Air Agency and the Puget Sound Clean Air Agency have no record of coal dust complaints.

For decades, really? In the context it’s made—in support of plans to export huge volumes of coal—that’s a claim so deceptive it’s about an inch away from a lie.

The federal government closely tracks cross-border coal shipments of coal. Here’s what the past 15 years looks like:

 

The coal plans for the Cherry Point facility alone are so huge that they render the past decades of coal shipments virtually unidentifiable.

Now, strictly speaking, it is true that the trains have been carrying coal through western Washington to Canada. But until the last couple of years, the volumes have been positively tiny. When I say “tiny” I mean that for many years just a few dozen rail cars with coal passed that way, or maybe a single short coal train. Not more.

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Reduce, Reuse, Recycle—and Repair!

Is there a fixer revival underway?
This post is 6 in the series: What's New is Old

Buying nothing new this year definitely has me rethinking my relationship with stuff. I’m throwing less away and stretching the life of things I already own—patching, mending, darning, gluing, duct taping, etc. So, the idea of “repair cafes” got my attention.

A couple of times a month in Amsterdam, people can bring their stuff to a community center where volunteers who like to fix things will give it new life—for free. The organizers (who serve coffee and cookies and call it a cafe) see it as a way to reduce waste, save money, and subvert our “throwaway” culture. Repair seems like a key component to reducing, reusing, and recycling. But, is repair dead? Dying? Or reviving?

In some sense repair as a way of life seems long dead. In a lot of the old fables and fairy tales I read my daughter these days, there are tinkers, cobblers, tailors, junk peddlers, and rag-and-bone men. Medieval Europeans just didn’t throw stuff away. Neither did my grandparents who’d lived through the Great Depression. But in more recent history—even as recently (ah-hem) as my childhood—back in the late ’70s and through the 1980s, there were still people who made a living in my little hometown repairing things. I remember the quiet, old guy with thick glasses and coveralls who repaired televisions, radios, tools and the like. He had a busy main street store front where, one by one, he revived the electronics piled up around him. There was a shoe repair shop. You could buy nifty iron-on patches for your denim pants at the drug store. My favorite of all, was the toy repair lady. She had a mile-high beehive hairdo and a tiny upstairs workshop in a creaky old building. She reattached a limb and put new hair on my favorite doll—a doll way too important to throw away.

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26 Ways to Store Your Bike

Down-to-earth solutions for bike storage.

Back in February, Treehugger posted a visually tantalizing slideshow of bike storage options. We featured it in Sightline Daily’s news digest, but something about it ate at us: many of the solutions were utterly impractical.

As even an occasional Northwest bike-rider knows, our bikes get wet. Sometimes, really wet—not to mention muddy, gritty, grimy, etc. Certainly past the point of wanting to hang them over an expensive couch.

Still, the article piqued our curiosity. How do real people park their bikes? We put a call out to readers to submit their bike storage photos. Here’s what we got.

Have your own bike storage solution? Email erich@sightline.org and we’ll add your submission to our Pinterest board.

Proving Treehugger’s solutions aren’t totally far-fetched, Jesse K. sports a custom-made bike shelf:

And Kelli B. used recycled materials for a good-looking bike shelf:

Courtesy of Kelli B.

Others take advantage of backyard space by building bike sheds. Huck B’s whole family helped build this beauty (more shots here):

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Panel: A Sustainable Rainier Valley

Experts talk about racial justice and transit oriented development.

On Monday (May 14), Puget Sound Sage will release a new report on racial justice and transit-oriented development in Seattle. A panel of experts, community leaders, and report authors will hold a panel to discuss the topic. Check it out!

  • What: Report release: A Sustainable Rainier Valley: Moving Racial Justice to the Center of Transit Oriented Development Planning in Seattle
  • When: May 14, 5:30-8:00pm
  • Where: The Filipino Community Center (5740 ML King Jr Way S, Seattle, WA 98118)

Get more info and RSVP.

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Liar, Liar, Pants on Fire

Credibility of Big Chem’s star witness goes up in smoke.
This post is part of the research project: Making Sustainability Legal
burning_couch-zen-flickr

The Chicago Tribune is “Playing with Fire.” In a weeklong series on flame retardants, a team of journalists eviscerates Big Chem, its star witness, and the astroturf groups that are “part of a decades-long campaign of deception that has loaded the furniture and electronics in American homes with pounds of toxic chemicals linked to cancer, neurological deficits, developmental problems and impaired fertility.”

Earlier this year, we examined the testimony of Dr. David Heimbach, star witness for Big Chem, suggesting Heimbach’s testimony was either deceptive or uninformed. Our fisking gave him the benefit of the doubt. The Tribune dug deeper. Its reporters studied Heimbach’s testimony from the past three years and found he wasn’t simply uninformed. He lied.

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Lane County’s Latino Residents

Demographics in the Eugene-Springfield area.
This post is part of the research project: Cascadian Demographics
ScreenHunter_43 Apr. 23 14.07

Sightline is working with University of Oregon Planning Professor Gerardo Sandoval to develop indicators of equity and sustainability for the Eugene-Springfield metro area, with special attention to the Latino community.

So, as part of our ongoing work on Cascadian demographics, I thought it worthwhile to see what recent Census numbers say about the distribution of Lane County’s Latino residents. (Last month, we conducted a state-by-state analysis of Latino residents in the Northwest.)

Here’s a rank-ordered view of the Lane County’s cities:

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The Dive! Test: Food Waste in Cascadia

Do we squander like SoCal?

The dumpster-diving documentary Dive! is part of a slew of books and exposés highlighting a disturbing fact: North Americans waste a staggering amount of food. But what about us in the Pacific Northwest? Are we any different?

Tristam Stuart puts it in perspective in Waste, “There are nearly one billion malnourished people in the world, but the approximately 40 million tons (80 billion pounds) of food wasted by US households, retailers and food services each year would be enough to satisfy the hunger of every one of them.” The US Environmental Protection Agency says food waste accounts for almost 14 percent of the total municipal solid waste stream in the United States. All that rotting food produces methane gas, which is 21 times as potent a greenhouse gas as carbon dioxide, molecule for molecule.

Dive! focuses on greater Los Angeles. The LA Food Bank, the film calculates, is short 11 million pounds every year, even while the groceries, restaurants, and households in LA County—according to Dive!’s calculations—throw away 2.9 billion pounds of food annually.

Is Cascadia like Los Angeles? Do we squander nutrients on a similar scale?  Do local food banks constantly struggle to meet neighborhood needs?

Unfortunately, a quantitative, side-by-side comparison of Cascadia and SoCal is not possible. Still, if you believe those whose job it is to recover groceries for hungry families, such as food pantry leaders, you’d be pleased to learn that Cascadia is no wastrel of calories.

Nancy McKinney directs the Ballard Food Bank in Seattle. “We have volunteers that glean from all major local stores in the area, and several minor ones as well,” she says. “Seventy percent of our food comes from gleaning, diverting ‘old’ food in grocery stores from the waste bin, thirty percent from distributors.” By “distributors,” she means nonprofit organizations such as Food Lifeline and Northwest Harvest.

The Ballard Food Bank’s gleaning program works with all major grocery stores in the area and several small ones. Is it enough? The Ballard Food Bank serves around 1,200 people a week. “We could serve more,” says McKinney, “but the biggest barrier I think is in the individuals. It’s a question of pride. People don’t want to get food from a food bank.”

Amythst Shipman, grocery rescue manager at FoodLifeline, works with retailers and agencies across western Washington to gather food from grocers and distribute it to those in need. “I can’t say what percentage of discarded food we capture, but we do ask for as much as we can.”

She saw Dive! but doesn’t think the pattern of waste in southern California applies to the Pacific Northwest.

“We have a really amazing relationship with the retailers that we work with; 200 stores and 100 partnering agencies. What happened in Dive! has not been my experience. The retailers are very cooperative.”

The Oregon Department of Environmental Quality’s 2050 Materials Management Vision is a model in addressing food waste. It reports that full-service restaurants in the state dispose of roughly 80 million pounds of food per year, 40 percent of the overall disposed food from the business sector. Grocery stores dispose of another 42 million pounds per year.

Oregon’s gleaning is as thoroughgoing as Washington’s. Mike Moran of the Oregon Food Bank, says, “We’re held up nationally as an example.” The Fresh Alliance, an 11-year-old nonprofit, recovers aging but still-edible food from 200 grocery stores five days a week.

One area of continuing waste? Moran speculates about dented cans. “They have to be thrown away due to food safety regulations. If there’s a crease in the can, there’s a possibility the lining is broke, which could lead to contamination.”

Moran estimates that dents force OFB to discard 10 to 15 percent of the cans it gets. He speculates that wholesalers, distributors, and retailers toss many more cans long before they reach OFB.

According to those whose institutions dumpster-dive for the hungry, the lessons of Dive! do not apply in metropolitan Oregon and Washington. What about elsewhere in Cascadia? Share your experiences in comments!

“While focusing on food waste is a good thing, it’s only part of the solution,” says one source at the Environmental Protection Agency. “The untouched issue is household food waste. Nationally, household food waste is about equal to restaurant and grocer food-waste combined.”

To address household waste, the EPA is working on a number of programs, such as the Sustainable Food Management Initiatives and the Food Recovery Challenge. It is also partnering with Green Sports Alliance and Rock and Wrap it Up to address waste at sports events and rock concerts.

These aren’t hard data, but the consensus of Cascadia food gleaners is that we do much better than the LA depicted in Dive! Still, we have plenty of opportunities to slash food waste, saving ourselves money and natural resources along the way—and sparing the climate some extra-potent emissions. Our own kitchens may be the best places to start.

Chris LaRoche guestimates that 50 percent of his weekly meals by weight come from the nearby dumpster of an artisan bakery.

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Weekend Reading 5/4/12

Pirate Party, what Gen Y won't buy, and more.
This post is 59 in the series: Weekend Reading
Weekend Reading 200w

Alan:

More than slogans and sound bites about the causes of the record-setting low teen birth rates in the United States.

President 42 on President 36.

Liz Canning in the Bay Area is crowdsourcing a film about cargo bikes, and the trailer for it is the coolest cycling video I think I’ve ever seen. (And I’ve seen a lot.) Check it out and, if you’re a cargo-ista, shoot some footage to share. Let’s get Cascadia well represented in the film.

Anna:

Kevin Drum at Mother Jones asks: Are food deserts really the right problem to solve? A few new studies, including one from our very own University of Washington, find that 1) access to different kinds of stores didn’t have any impact on weight gain among elementary-school-aged children; 2) obesity rates are tied more closely to income than access to healthy food; 3) most people don’t shop in the stores nearest their homes anyway; and 4) looking at teens’ self-reported diet, their weight, and the food available within a mile from their home, it became clear that “living close to supermarkets or grocers did not make students thin and living close to fast food outlets did not make them fat.”

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Earnest Nerds, In Search of Same

Got free time this summer? Be our Research Intern.

Do you like numbers? Charts? Sustainability? Want a chance to hone your skills by helping out Sightline’s research team?

We’re looking for a motivated, organized, and self-starting data geek for a summer internship. The intern will help compile, analyze, and interpret data on traffic and transportation in the Pacific Northwest. Stuff like this.

Sightline interns typically work 24 hours a week for at least 10 weeks. The position is unpaid, but we’ll provide a bus pass and occasional gelato.

Learn more here.

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Comparing Intercity Buses to the Competition

Planes, trains, and automobiles.

I think this table speaks for itself:

SEATTLE TO PORTLAND

(one-way trip, downtown to downtown)

 

Travel time

Cost

Departures

Alaska Air

2:42

$105

22

private car

2:56

$97

unlimited

Amtrak

3:30

$32

5

Greyhound

4:25

$13

4

BoltBus

3:15

$6

4

(See the “notes and methods” section at the end of this post for details.)

Despite all the attention heaped on more glamorous modes, private intercity charter buses like BoltBus are proving to be the quiet superheroes of regional travel.

Sure, the BoltBus isn’t a perfect substitute for other modes. Unlike Greyhound or the train, the BoltBus won’t stop at intermediate destinations; and unlike a private car, it can’t take you directly to your final destination. But for the markets they serve—downtown to downtown between the US Northwest’s two biggest cities—they can compete with the best on travel time, and they crush the competition on price.

Plus, for long distance travel, intercity buses are the climate champions, generating less carbon per passenger mile than any other mode.

By boarding at the curb and traveling on the Interstate, charter buses make super-efficient use of our existing infrastructure, requiring virtually no new public spending. Now, in fairness, all forms of travel rely on hefty public subsidies and robust governance. (Highways don’t exactly maintain and police themselves, after all.) Still, the cost of adding an extra bus to the highway must be pretty close to zero—and it may even save costs, if running a bus takes a few cars off the road.

Anyhow, the arrival of BoltBus in the Northwest is good news for the region’s travelers. And it marks a very encouraging example of a private-sector solution to the conventional travel that is so environmentally damaging and increasingly costly to boot.

 

Notes and methods: Travel time and cost figures for Alaska Airlines, Amtrak, Greyhound, and BoltBus are calculated using each transportation provider’s website and are based on a hypothetical mid-day trip on Tuesday, May 22, 2012 for one adult full-fare passenger. Travel times assume no unscheduled delays. Alaska Airlines cost figure is based on a $99.80 ticket plus the cost of travel to and from the airports, including a $2.75 Sound Transit Link light rail fare in Seattle and a $2.40 TriMet Max light rail fare in Portland. Alaska Airlines travel time figure is based on a scheduled 50 minute flight time plus 34 minute transit time by light rail in Seattle (from Pioneer Station to SeaTac) plus 38 minute transit time by light rail in Portland (from PDX to City Center) plus 40 minutes at SeaTac to travel from the light rail station to the airport terminal, pass through security, and board the plane. (Other airlines provide service on the Seattle to Portland route; on May 2, 2012, Expedia.com listed Alaska as the lowest cost airfare with United Express close behind.) Private car cost figures are based on the 2012 IRS reimbursement rate for driving, 55.5 cents per mile, for the 174-mile driving distance calculated by Google maps. Private car travel times are calculated by Google maps and assume no delay from traffic congestion.

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