10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached sign-on letter Please see attached sign-on letter |
2020 Master TCI Employer Support Letter 10.8 .pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached CT-specific sign-on letter Please see attached CT-specific sign-on letter |
CT_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached DC-specific sign-on letter. Please see attached DC-specific sign-on letter. |
DC_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see DE-specific sign-on letter. Please see DE-specific sign-on letter. |
DE_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see MA-specific sign-on letter Please see MA-specific sign-on letter |
MA_2020 TCI Employer Support Letter (2).pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see MD-specific sign-on. Please see MD-specific sign-on. |
MD_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached ME-specific sign-on letter. Please see attached ME-specific sign-on letter. |
ME_2020 TCI Employer Support Letter (1).pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached NC-specific sign-on letter. Please see attached NC-specific sign-on letter. |
NC_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached NJ-specific sign-on letter. Please see attached NJ-specific sign-on letter. |
NJ_2020 TCI Employer Support Letter (1).pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached NY-specific sign-on letter. Please see attached NY-specific sign-on letter. |
NY_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached PA-specific sign-on letter. Please see attached PA-specific sign-on letter. |
PA_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached RI-specific sign-on letter. Please see attached RI-specific sign-on letter. |
RI_2020 TCI Employer Support Letter (1).pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached VA-specific sign-on letter. Please see attached VA-specific sign-on letter. |
VA_2020 TCI Employer Support Letter.pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached VT-specific sign-on letter. Please see attached VT-specific sign-on letter. |
VT_2020 TCI Employer Support Letter (1).pdf |
10/26/2020 |
John |
Carlson |
Ceres |
Boston |
Massachusetts |
Please see attached NH-specific sign-on letter. Please see attached NH-specific sign-on letter. |
NH_2020 TCI Employer Support Letter (1).pdf |
11/5/2019 |
Justin |
Gallardo |
Central Maryland Transportation Alliance Transportation 101 |
Parkville |
Maryland |
I want more Transit Oriented Development (TOD) in our major cities. In my area of Baltimore, existing public transportation is poorly accessible. For example, many Light Rail stops in Baltimore... read more I want more Transit Oriented Development (TOD) in our major cities. In my area of Baltimore, existing public transportation is poorly accessible. For example, many Light Rail stops in Baltimore County are surrounded by parking lots, which means many of the commuters drive there and then take the train into the city. As for the reserve side of it, many low-income residents from the city who work in the County, take Light Rail and then have to walk up to a mile (sometimes more) to their employer - mostly retail work in shopping centers or industrial yards. I have been told that there are too many Light Rail stops unlike other major cities; therefore, a mass transit line would be the most efficient option. Sometimes it is easier to get from Hunt Valley to Linthicum by car than riding the Light Rail. It also bypasses Towson - a major employer.
MARC train service to DC is limited to rush hour and again, it is heavily car dependent. Baltimore County residents who work in DC have to drive on MD-43 and MD-150 to get to Martins State Airport MARC station. There is no mixed-use or TOD around there. I firmly believe the Hawthorne neighborhood could be transformed and redeveloped to serve such purpose. There could also be station infill in the Eastpoint neighborhood of Dundalk and McElderberry Park in the City. Baltimore's buses are overcrowded. Commutes that would take 30 minutes on DC’s Metro system, take 2 hours by bus. Many of the bus stops are not disability accessible and are located on roads without sidewalks. Communities have little put, as the state operates the transit system and not a regional authority. While I recognize that mass train lines are expensive, there is a stepping stone of Bus Rapid Transit (BRT). This is under construction in Montgomery County to connect the Briggs Chaney Park & Ride to Downtown Silver Spring. If successfully, it could mean future construction of a planned Metro Brown Line.
Major cities need to rethink their zoning and urban planning laws. Cities like San Diego are reducing the minimum parking requirements, which in return is spurring urban infill and multifamily housing - both rentals and condos. Some cities are taking the extra step of eliminating vehicle dependent establishments to stop pollution and return the streets to pedestrians. For example, Minneapolis in August passed a law banning the development of new drive-thru banks and fast food establishments. In October, New York City banned car travel on 14th Street and allowed for BRT. It would be nice to see more walkable major cities, like our European counterparts. I want to make sure city planners are properly educated on the consequences of stormwater runoff and its impacts. Many existing communities are seeing properties destroyed by flooding and in extreme cases, uninhabitable. Notably, Ellicott City in Howard County, Frederick Ave in Southeast Baltimore, and Wiltondale in Baltimore County. Native plants provide excellent stormwater reduction and our wetlands mitigate carbon emissions. We need to strongly value these ecosystem services. I also believe we are doing a poor job of explaining that lawns are impervious surface, which is not reducing stormwater runoff, and should stop being considered as an environmental easement.
I respect many communities have architectural and historic significances. I am sure certain houses on an ad hoc basis have critical local historic significances; however, city planners and community members need to acknowledge that once affordable houses are no longer affordable. Certain lands can be converted into public spaces will respecting the local history. The Blair family property in Silver Spring being converted to a park is a prime example. Family dynamics have changed, purposes of residential spaces have changed (e.g. cutting the lawn), and the need for disability accessible space. Single family housing zoning laws are displacing low-income residents by pushing them further from employment areas as these houses have skyrocketing rises in value. Low-income residents are burdened with psychological stresses of traffic; unable to be prompt for school and/or work resulting in poor academic performance and losing jobs, respectively; providing income for car payments and auto insurance; and maintaining code enforcement rules by purchasing and maintaining a lawn mower. All contribute to rising carbon emissions. Cities should look to DC’s inclusionary zoning laws that create an opportunity zone around the new Streetcar Line and prevents displacement of low-income individuals and families.
Furthermore, I believe cities need to be better connected with bullet trains as an alternative to air travel which produces a lot of carbon emissions. There is no excuse as to why I cannot travel from DC to Boston - and all the cities within the Northeast Megalopolis – in a timely manner and inexpensively. I do not want any city in our region to make the same mistakes like the state of California that is price gouging the construction expenses of the bullet train and affordable housing in Los Angeles from unnecessary and unethical consulting fees and contracting on behalf of the taxpayers.
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10/25/2019 |
Elizabeth |
Peters |
Central Maine Taxi |
Winthrop |
Maine |
Why has it taken this long to seriously consider this? It should’ve been done 20 years ago. Why has it taken this long to seriously consider this? It should’ve been done 20 years ago. |
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11/7/2019 |
Zachary |
Bell |
Central Maine Community College |
Norway |
Maine |
Thank you for doing this work!
As someone who is deeply worried about the environmental costs of fossil fuel based transportation, I was excited to hear about this initiative. I... read more Thank you for doing this work!
As someone who is deeply worried about the environmental costs of fossil fuel based transportation, I was excited to hear about this initiative. I hope TCI will pursue ambitious solutions that both reduce the impacts of human transportation, and make wise long-term investments in local economies.
Good luck with the project. |
- |
2/28/2020 |
David |
Mankiewicz |
CenterState CEO |
Syracuse |
New York |
CenterState CEO is an independent and forward thinking economic development strategist, business leadership organization and chamber of commerce dedicated to the success of its members and the... read more CenterState CEO is an independent and forward thinking economic development strategist, business leadership organization and chamber of commerce dedicated to the success of its members and the prosperity of the region. CenterState CEO is headquartered in Syracuse, New York and has 2,000 members. You can see more information about us on our website: www.centerstateceo.com. We undertake programs in economic development/business development, economic inclusion, research, policy and planning, as well as innovation and entrepreneurial development to achieve our goals.
We are closely following the development of the Transportation and Climate Initiative (TCI). We have participated in the public information meetings sponsored by the New York State Department of Conservation on November 7, and the TCI webinar of December 17. We thank New York State and the TCI for making those opportunities possible and look forward to continuing to engage in the process as it moves forward.
We are well aware of the climate issues you are seeking to address with this program. We applaud the states for working together to address a problem on this scale, and recognize that the leadership being taken by the states together can have a significant impact on the problem. We urge you to keep the flow of communication open as we are concerned that the general public, and business community awareness of the TCI is not very great at this point. Ultimately the participating states will be asked to pass legislation to implement the TCI proposals, by that time it will be critical to have greater public understanding of what is being proposed and why it is being proposed. The TCI will increase the cost of doing business for New York State employers, it will be critical that you clearly articulate the benefit that will be generated by the actions you propose.
At this point we have more questions, and as an organization we have not taken any position on the TCI. We would ask you to consider several factors as you design this program.
Our employers frequently must compete for customers in national and international markets. We understand that your market model indicated a positive economic impact for the region as a whole. The region’s economic vulnerability is not really caused by whether some customers drive over a state line to buy a tank of gas in another state, but rather when a business in Central New York has to compete for a contract against a competitor in another part of the country whose fuel prices may be lower to produce and transport a product to market. These types of decisions can often be driven by fractions of a cent per unit differences between one plant and another.
The Central New York economy is very vulnerable to changes in transportation costs. We are heavily dependent on trucking to move our products to market. We do not have competitive rail service that major rail centers possess, we are largely the captive of a single railroad. This is not an uncommon situation for middle sized cities in the TCI region. If a CNY business is seeking to sell products to international market, it actually costs more to move goods 300 miles from Syracuse to the Port of New York/New Jersey by truck than it then costs to move that same product from the Port of New York/New Jersey to an international market (such as China) by ship. Therefore, we are very sensitive to increases in fuel prices. If you do follow the “cap and invest” strategy, then some of that investment should be dedicated to alternative modes of transportation in order to avoid significant adverse consequences to a region like ours. Central New York produces a significant amount of agricultural products, lumber, paperboard, and consumer products that are relatively low priced goods that will be very sensitive to an increase in the cost of transportation. To the degree that there would be a shift from truck to rail as a means of goods movement, there should also be a reduction in greenhouse gas emissions, as rail is a much more environmentally efficient way to move products.
It seems that the results from your economic model indicate that the rise in impact on CO2 emissions was generating diminishing returns as you raised the price; i.e. a 5 cent per gallon increase led to a 20% reduction in CO2 emissions, raising that to 9 cents per gallon only generated a 22% reduction and a 17 cent per gallon decrease only generated a 25% reduction. It appears most of the cap and invest strategy’s return came from the initial increase in fuel price, and it is possible that the marginal increase in additional CO2 reduction would not be worth the potential economic damage of continuing to raise the price.
Part of that diminishment of return may be linked to the nature of the opportunities in which the TCI invests. At the public meeting many of the advocates were recommending projects that while they may be meritorious in their own right might not be particularly effective at the scale of the problem that you are trying to solve. Adding a rural bus route to help a hand full of customers get to a center city is not likely to contribute much to the major CO2 reductions you are seeking to achieve. The investment projects need to be about systemic change and you need projects that will change human behavior. We would recommend that you identify large and bold initiatives that can make a difference such as building out electric car infrastructure across the states, investing in the electrification of transit, upgrading electric generation and transmission to make sure that the utility systems can actually serve the increase desired in the sales of electric vehicles, or investing in infrastructure such as inland ports that will move significant amount of freight movements from truck to rail.
The TCI will have to work with the region’s utility providers to assure that they have the capability to deliver the clean electric power that the TCI needs to reduce carbon emissions. For example, in New York State, Upstate New York already has a significant base of non-fossil fueled power sources including wind, hydro, and nuclear. Seventy percent of our power comes from those sources. Downstate, the supply is closer to 70% from fossil fuels, and only 30% from non-fossil fueled sources. A wise investment, while not necessarily a transportation one, would be to increase the capacity of the New York State electric grid to move non-fossil fuel
dependent electricity from Upstate to downstate, or to convert or replace the fossil fuel plants that supply New York City with clean power. There will also be a need to make sure that there is sufficient generation to support the widespread adoption of electric vehicles, and given the challenges in siting and permitting utility generation, this could be a problem that could undermine your efforts.
Another issue the TCI should address is to encourage states to change their transportation investment policies. For example, NYSDOT is currently close to a final decision on replacement of I-81 through Syracuse. This will represent a minimum of a $2.5 billion investment in highways around Syracuse. While this is a good investment, being done in an environmentally responsible manner, the investments that the TCI are proposing will pale in comparison to the amount of money which will have to be spent on roads and highways. You may need to convince member states, and the federal government, to reconsider their own transportation investment policies and put more emphasis on transit or non-highway investments. With the aging of the interstate system, many states will be in the position to consider whether they can turn their transportation investments to replace some of the demand for automobile transportation with other forms of moving people.
We appreciate your willingness to engage the business community on this important and complex issue. We look forward to be engaged in the process, and hope that we can make progress in addressing this problem.
Sincerely,
David A. Mankiewicz
Senior Vice President
CenterState CEO
115 West Fayette Street
Syracuse, New York, 13202
Phone: (315)-470-1942
Email: dmankiewicz@centerstateceo.com
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TCI Comment Letter 2-27-2020 with sig..doc |
2/28/2020 |
Nicky |
Sheats |
Center for the Urban Environment, Watson Institute for Public Policy at Thomas Edison State U. |
Trenton |
New Jersey |
Please see attached comments. Please see attached comments. |
njeja & icc tci comments 2020 final.pdf |