Since early 2016, a new 3,600-ton capacity geothermal system has been providing cooling for the entire terminal building at the Nashville International Airport, significantly reducing the facility’s use of both electricity and water. The nearly $10.4 million project finished three months ahead of schedule and under budget.
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BROOKINGS INSTITUTION METROPOLITAN POLICY PROGRAM Executive Summary The internet is now a fundamental component of the American economy, creating new ways to educate, employ, bring services to, and entertain every person. Broadband, especially wireline broadband in American homes, is the essential infrastructure for unlocking the internet’s economic benefits. However, broadband infrastructure is far from ubiquitous, […]
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On April 14, 2017, Energy Secretary Rick Perry issued a memorandum requesting a study to examine electricity markets and reliability. With this document, Department of Energy (DOE) staff are delivering a study that seeks not only to evaluate the present status of the electricity system, but more importantly to exercise foresight to help ensure a system that is reliable, resilient, and affordable long into the future. Therefore, while carefully acknowledging history, this study focuses on the present trajectory of trends that are of particular concern in meeting those long-term goals.
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The article this accompanies is the third in an important series. The foundational analysis of the contributions of major carbon producers to atmospheric CO2 emissions and methane emissions was the first to appear (Heede 2014), followed by a rich and concrete analysis of the moral responsibilities of the major carbon producers in light of those contributions (Frumhoff et al. 2015). This third analysis not only refines the calculations of the contributions of major carbon producers to atmospheric CO2 and methane emissions but also expands the calculations to include the contributions of those same producers to global mean surface temperature and global sea level (Ekwurzel et al. 2017).
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“Gridlock Sam” Schwartz has always had an outsized presence in his endeavors. “He is, inarguably, the most beloved transportation engineer alive,” says Charles Komanoff, a New York City transport economist, who then adds with a smile, “Admittedly, there’s not much competition.”
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Despite moves from the current federal administration to roll back policies that manage carbon-intensive energy sources, California continues to lead in implementing statewide policies that incentivize innovation in business, technology and carbon reduction. While California provides a strong template for others to follow in sustaining economic growth while pursuing climate change mitigation policies, there is still work to be done to ensure the state meets its emission reduction goals. Indicators relating to the carbon economy help track this progress and illustrate the changing relationship between economic vitality and environmental quality.
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The study calls for practical steps to restore momentum to bus and rail travel that require a relatively small amount of public investment, including ways to cultivate new express coach service and promote greater rail/bus integration. It also calls for initiatives to overcome the lack of institutional planning and investment that is thwarting planning for rail services that cross state lines and thus require a great deal of interjurisdictional coordination. Such efforts, the study shows, would help foster more fuel-efficient and comparatively safe forms of travel.
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A broad investment in all types of transport has been critical to California’s economic success, and rail is a fundamental component of the transportation system. Rail has helped define California’s history, with westward expansion creating communities and allowing for growth in agriculture, and other early drivers of the state’s economy. With the coming high-speed rail system and record traffic in containerized freight, it is also helping to define the state’s future.
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GHSA analyzed bicyclist fatal crash data resulting from a collision with a motor vehicle from 1975 to 2015 using the National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Report System (FARS) to identify changes in trend lines associated with who is being killed, when and where those crashes are more likely to occur and why.
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Because P3s cover a broad range of innovative contracting, project delivery and financing arrangements, a singular definition is difficult to establish. P3s take various forms based on the type of infrastructure involved and level of risk sharing sought by the public sector. Key characteristics of P3s, delineating them from typical arrangements between the public and private sectors, include the transfer of risk from the public sector to the private sector, the marrying of multiple steps of the procurement lifecycle and the shifting of some public sector responsibilities to the private sector.
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