Comment Log Display

Reduce Greenhouse Gases, and Achieve Other Benefits, by
Alternatives to Cars

  Under the Global Warming Solutions Act of 2006, California is to
reduce its greenhouse gas emissions to 1990 levels by 2020.  This
is a noble goal.  The 93-page draft “scoping plan” about ways to
help lower the state’s greenhouse gas emissions contains many good
ideas but misses others.  
  Tellingly, Page 2 – the first page after the pretty cover - and
at least four other pages of the report are marked “This Page
Intentionally Blank,” an inexplicable waste of paper (and the
water to produce it, and the energy, and the associated greenhouse
gases) in a document ostensibly about “greening” California. 
Unfortunately, there are some inexplicable blanks in the analysis
as well, with even more serious consequences.  
The draft plan identifies the main greenhouse gas culprit.  Like
President Bush and Osama bin Laden, however, the scoping plan pays
lip service to arresting that culprit, but rather than doing so
instead vents on easier targets and asks for as little sacrifice
and change by the population as possible.  
  The main culprit: transportation (read: cars).  The draft plan
acknowledges that transportation is the single largest contributor
in the state, accounting for 38 percent of greenhouse gas
emissions.  But the plan does not address the reduction of car
traffic except incidentally, such as a factor in planning new
community developments.  Instead, the plan pins all hope on
lighter-carbon fuel and more fuel-efficient vehicles.  All to be
hoped for and worked toward, but population growth alone is likely
to outstrip many such efficiency gains in vehicles.  Further,
increased car traffic has a variety of other negative impacts,
including: increased road construction and maintenance costs; time
wasted in traffic; traffic fatalities and injuries (one of many sad
facts: Auto accidents are the No. 1 cause of death for U.S.
children ages 3-14); the tens of thousands of dollars many
consumers must spend on fuel and maintenance and repair and
insurance rather than food, housing, medicine, college and
investments. Some of these, of course, have greenhouse gas issues
themselves (e.g., road construction).  
  The draft plan avoids the words “public transportation” all
together, and mentions bicycles only as an aside.  These are two
proven methods for reducing car traffic.  Taking public
transportation rather than driving greatly reduces per capita
greenhouse gas emissions.  Bicycles involve zero greenhouse gas
emissions (at least once they have been built and delivered to the
store).  
  The scoping plan’s failure to feature these as means of reducing
greenhouse gases is inexplicable other than to say: business as
usual, cars uber alles.  “Trust in the same market forces that got
us into this mess to get us out.  Consumers need do nothing but
wait for the market to provide the solution.  The answer lies in:
shopping!  Until then, and after then, keep driving.”  
  The plan should, instead, set real goals for investment in
public transportation.  The plan should also endorse policies like
those embodied in the Congressional resolution (Resolution 305, see
below) sponsored by Rep. Earl Blumenauer, D-Ore., which calls for
increased and improved bicycling programs at the local, state and
national levels.  “If you build it, they will come.”  If we build
roads, there will be more cars.  If we build bike trails and bike
routes on traffic streets, there will be more bicycle riders.  Ask
people in Davis, or Santa Monica, or Berkeley, or Sausalito, or
anyplace else it has happened.  In San Francisco, for example, the
number of bicyclists using a street increases as much as 300
percent when a bike lane is striped.  In Portland, Ore., bike
ridership is up 400 percent after such improvements.  In
Minneapolis, after investment in nonmotorized infrastructure,
almost 20 percent of all trips are now walking or by bike.  
Imagine if that were true in Los Angeles.
  Blumenauer’s resolution (which has passed the House and is
awaiting Senate approval) recognizes that many car trips are only
a mile or two – distances most everybody could cover in a bicycle,
with multiple benefits.  Not the least of which is reduction in
greenhouse gases.  
  The scoping plan could and should call for funding and
incentives to create more bicycle trails and routes; to allow and
facilitate bicycles aboard rail and bus systems; to provide safe
bike parking at destinations; to put a bike or bike/ pedestrian
lane on all portions of all major bridges in the state.  
  The scoping plan also goes after other big players in the
greenhouse gas arena, and in fairness, it should.  No one sector -
- industry, buildings, agriculture, water, etc. - - should either
escape or bear the brunt of new regulation.  But failure to
address transportation issues by reducing car use, in favor of
wishful thinking that technology will solve everything (Just wait
for the new generation light bulb! Just wait for the new
generation car engine!) disserves the goal of the scoping plan and
California legislation.  
  The draft scoping plan is a worthwhile start down a necessary
path.  But it – and we – cannot simply ignore known, effective
answers to the single largest greenhouse gas problem in the state
and hope to achieve the goal of greening California.

Don Willenburg
1137 Hyde Apt G 
San Francisco, CA 94109 
A version of the above published in the Daily Journal 7/31/08
This article represents the views of the author and not
necessarily those of his employer or any of its clients.
Below: the text of the Congressional resolution encouraging
bicycling

Recognizing the importance of bicycling in transportation and
recreation. (Referred to Senate Committee after being Received
from House)
HCON 305 RFS 
110th CONGRESS
2d Session
H. CON. RES. 305
IN THE SENATE OF THE UNITED STATES
June 2, 2008
Received and referred to the Committee on Commerce, Science, and
Transportation 
________________________________________
CONCURRENT RESOLUTION
Recognizing the importance of bicycling in transportation and
recreation. 
Whereas a national transportation system conducive to bicycling
produces enriched health, reduced traffic congestion and air
pollution, economic vitality, and an overall improved quality of
living is valuable for the Nation; 
Whereas by dramatically increasing levels of bicycling in United
States cities tangible and intangible 
benefits to the quality of life for cities and towns across the
country will be realized; 
Whereas we now live in a Nation with 300 million people, and that
number is expected to grow to 365 million by 2030 and to 420
million by 2050 with the vast majority of that growth occurring in
urban areas with limited ability to accommodate increased motor
vehicle travel; 
Whereas since 1980, the number of miles Americans drive has grown
3 times faster than the United States population, and almost twice
as fast as vehicle registrations; 
Whereas one-third of the current population does not drive due to
age, disability, ineligibility, economic circumstances, or
personal choice; 
Whereas the United States is challenged by an obesity epidemic, 65
percent of United States adults are either overweight or obese, and
13 percent of children and adolescents are overweight, due in large
part to a lack of regular activity; 
Whereas the Center for Disease Control estimates that if all
physically inactive Americans became active, we would save $77
billion in annual medical costs; 
Whereas over 753 of our Nation's Mayors have signed onto the
climate protection agreement of the United States Conference of
Mayors urging the Federal Government to enact policies and
programs to meet or exceed a greenhouse gas emission reduction
target of a 7 percent reduction from 1990 levels by 2012; 
Whereas the transportation sector contributes one-third of the
greenhouse gas emissions in the United States and passenger
automobiles and light trucks alone contribute 21 percent; 
Whereas bicycle commuters annually save on average $1,825 in
auto-related costs, reduce their carbon emissions by 128 pounds,
conserve 145 gallons of gasoline, and avoid 50 hours of gridlock
traffic; 
Whereas the greatest potential for increased bicycle usage is in
our major urban areas where 40 percent of trips are 2 miles or
less and 28 percent are less than one mile; 
Whereas in 1969 approximately 50 percent of children in the United
States got to school by walking or bicycling, but in 2001 only 15
percent of students were walking or bicycling to school; 
Whereas as much as 20 to 30 percent of morning traffic is often
generated by parents driving their children to schools, and in the
United States, motor vehicle crashes are the leading cause of death
for children ages 3 to 14; 
Whereas many public agencies in cities are using bicycles to
deliver critical municipal services, for example, more than 80
percent of police departments serving populations of 50,000 to
249,999 and 96 percent of those serving more than 250,000
residents now have routine patrols by bicycle; 
Whereas surveys show that a majority of people want to ride and
walk more but are dissuaded by concern over traffic danger and
other barriers, and case studies have shown that when those
barriers to bicycling are removed, people start riding; 
Whereas investment used for improvements for bicyclists and
promoting bicycle use resulted in the quadrupling of bicycle use
in Portland, Oregon, since 1994 and a recent report to Congress on
the nonmotorized transportation pilot program reveals that 19.6
percent of trips in Minneapolis, Minnesota, are made by biking and
walking, reflecting the benefit of initial investments in
nonmotorized infrastructure; 
Whereas the American bicyclist generates enormous economic
returns, in 2006, the national bicycling economy contributed $133
billion to the United States economy, supported nearly 1.1 million
jobs across the United States, generated $17.7 billion in annual
Federal and State tax revenue, produced $53.1 billion annually in
retail sales and services, and provided sustainable growth in
rural communities; 
Whereas a national network of interconnected urban and rural
bikeways can provide valuable community benefits, including low or
no-cost recreation and alternative transportation options for
people of all ages and abilities; 
Whereas mountain biking is an environmentally friendly, healthy
nonmotorized outdoor recreation activity that encourages young
people to experience our natural world, and engenders community
support for preservation of open space; 
Whereas each year major charity bike rides in communities across
the country raise in excess of $100 million for critical medical
research to find cures for life-threatening diseases; 
Whereas 57 million adults in the United States bicycle each year,
and bicycling and walking currently account for nearly 10 percent
of trips and 13 percent of traffic fatalities, yet less than 2
percent of Federal transportation safety funding is currently
spent to make bicycling and walking safer; and 
Whereas communities across the United States are seeking ways to
reduce traffic congestion, improve air quality, increase the
safety of their neighborhoods, and decrease petroleum dependence,
bicycles offer a simple, healthy, energy-saving alternative to
driving: Now, therefore, be it 
Resolved by the House of Representatives (the Senate concurring),
That the Congress--
(1) recognizes that increased and safe bicycle use for
transportation and recreation is in the national interest;
(2) supports policies that--
(A) establish national target levels for increased bicycle use,
reduce the number of motor vehicle miles traveled (VMT), improve
bicycle safety to be achieved within a specific timeframe, and
collect data needed to monitor progress;
(B) increase intermodal travel between public transportation and
bicycles;
(C) provide incentives for State and local governments to adopt
and implement complete street policies designed to accommodate all
users, including motorists, pedestrians, bicyclists, transit
riders, and people of all ages and abilities;
(D) encourage bicycle use in communities where significant
segments of the population do not drive and where short trips are
most common;
(E) expand funding for core Federal transportation programs that
support non-motorized infrastructure, education, and encouragement
programs by--
(i) safeguarding existing funding sources for nonmotorized
transportation from inequitable treatment in the Federal
transportation funds rescission process;
(ii) supporting funding for core Federal transportation programs
that support nonmotorized travel, including transportation
enhancements, safe routes to school, and recreational trails; and
(iii) ensuring that highway safety improvement program funds are
spent in proportion to the percentage of bicyclist and pedestrian
fatalities in each State;
(F) facilitate the development of a coordinated system of United
States bicycle routes across the country that cross state borders
and connect metropolitan regions;
(G) create bicycle-friendly Federal land protection legislation,
such as national recreation areas, to encourage regulations and
management practices for mountain biking as an environmentally
friendly nonmotorized use of natural surface trails;
(H) provide flexibility in Federal transportation law that would
speed up the delivery of nonmotorized infrastructure without
sacrificing necessary environmental protections;
(I) provide Federal tax or funding incentives to--
(i) States that adopt motor vehicle laws that protect the rights
of bicyclists to share the road;
(ii) businesses that expand bicycle-friendly programs for their
employees;
(iii) the health care industry to develop more member discount
programs, that target increased physical activity such as
bicycling and walking; and
(iv) provide bicycle commuters the transportation fringe benefits
currently provided to people who commute by car or mass transit;
and
(J) build upon the `Green the Capitol Initiative' as a model,
create and provide an environmentally sustainable and healthy
working environment for employees that includes the promotion of
bicycling as a transportation alternative;
(3) encourages the Department of Transportation to provide
leadership and coordination by reestablishing the Federal bicycle
task force to include representatives from all relevant Federal
agencies.
Passed the House of Representatives May 21, 2008. 
Attest: 
LORRAINE C. MILLER, 
Clerk. 
By Robert F. Reeves, 
Deputy Clerk.