Apollo Weekly Update, 2/27/09: Solis Confirmed as Labor Secretary, Obama Seeks “Cap and Invest” on Carbon
Having secured more than $100 billion for clean energy and green-collar jobs last week, President Barack Obama moved this week to the next phase of his plan “to truly transform our economy, protect our security, and save our planet.”
It was another great week for the values that we at Apollo hold dear - clean energy innovation and development, good green-collar jobs, and climate security. At the start of the week California Representative Hilda Solis (see pix left), who worked closely with the Apollo Alliance in proposing, shaping, and enacting the 2007 Green Jobs Act, was confirmed by the U.S Senate and then sworn in as Secretary of Labor.
After The Recovery Act
We asked, following the enactment last week of the American Recovery and Reinvestment Act, what more does the nation need to do to pursue clean energy development? What’s next for Congress, for your states, for you or your organizations? Here’s what you said:
Next: Stimulus Is Just The Start, Galbraith Argues, To Federal Leadership in Clean Energy Development
In mid-January, as the House of Representatives and the incoming Obama administration readied the nearly $800 billion economic stimulus bill, James K. Galbraith joined a 10-member delegation from the Apollo Alliance in Washington to make the case for a big investment in clean energy and green-collar jobs. Read more
Obama Salutes Greensburg’s Clean Energy Progress
Last night, in his first address to a joint session of Congress, President Barack Obama commended Greensburg, Kansas, “a town that was completely destroyed by a tornado, but is being rebuilt by its residents as a global example of how clean energy can power an entire community, how it can bring jobs and businesses to a place where piles of bricks and rubble once lay.” See more on the Apollo Blog here.
Smart Growth America: Top 20 List for a Fast, Safe, Secure Stimulus and Recovery
Transportation infrastructure spending under the stimulus/recovery program should:
1. Create millions of green jobs and opportunities for the under-employed by focusing on investments that secure and repair existing infrastructure and help transition to a clean, efficient, energy-independent future
2. Stimulate the economy not only through investment in direct projects, but even more importantly by supporting and strengthening the economies we have in place.
3. Deliver relief quickly by supporting transportation projects that immediately save everyone money.
In response to requests for job-creating infrastructure spending opportunities, state Departments of Transportation have assembled lists of “ready-to-go” projects. Of the 50 states, only 19 have publicly disclosed their list of projects. These states comprise 56 percent of the U.S. population. A study of these lists reveals the following:
- The average state would allocate 77.4% of revenue for highways.
- Of the highway amount, a majority in most states is for new capacity (new lanes or new roads).
- Only 17% of average expenditures are for transit projects, including four states that propose zero stimulus-related transit funding.
- A significant percentage of proposed projects are not even listed in state and regional lists of three-year transportation funding priorities.
None of the 19 states which have so far released their “wish lists” have described their internal process for assembling and prioritizing projects. Therefore it is impossible to tell what goals they are supposed to advance. Thus, Smart Growth America has developed a list of 20 different types of projects on which states can and should spend their transportation stimulus money first:
1. Bring roads, bridges, transit facilities, bus rolling stock, rail trackage and rail stations to a state of good repair
2. Invest in Preventive Maintenance of the Federal-Aid System
3. Create complete streets
4. Jump-start transit in urban centers through road-based transit, including express busways, bus rapid-transit, and restoring streetcar service where trackage is already in place
5. Retrain the transportation workforce to plan and deliver green transportation services
6. Implement congestion management programs
7. Reduce delays caused by defective or badly-timed traffic signals
8. Increase transit service and energy assistance to meet increased demand
9. Increase Small Starts and New Starts for ready-to-go transit projects
10. Invest in inter-city and intra-state passenger rail service expansion
11. Expand Commuter Rail Service in metropolitan areas
12. Invest in Active Transportation Systems
13. Create trail and greenway systems within between jurisdictions, especially on disused rail and canal corridors and along utility corridors
14. Create and preserve mixed use, mixed income communities near existing or “transit ready” transit stations
15. Improve inter-modal access to and through commercial gateways
16. Reduce road-related Combined Sewer and Stormwater Overflows (CSOs)
17. Improve traffic operations while managing overall transportation demand
18. Conduct Blueprint Planning in Metropolitan Areas over 500,000 population to connect transportation to land development
19. Improve Network Connectivity and Create High Quality Public Spaces
20. Improve ecosystem connectivity and permeability for wildlife
These 20 strategies would produces the most jobs, in the fastest way possible, and would clearly put the US on the right track to a more secure future.
1. Bring roads, bridges, transit facilities, bus rolling stock, rail trackage and rail stations to a state of good repair
Problem: More than 12% of all bridges on the federal-aid system are structurally deficient (81,304 of 591,717 total bridges). In addition, a significant percentage of federal-aid roadway is in less than good “(poor” or “fair”) condition, and the amount of roadway mileage subject to deferred maintenance and repair is increasing.
Solution: Use federally-eligible restoration, rehabilitation and reconstruction (”3R”) funding to bring (1) structurally deficient bridges on Interstates and other arterials into a minimum of good condition, (2) average urban bus vehicle conditions to a rating of at least 4.0, (3) urban bus maintenance facilities to a minimum of good condition, (4) rail stations to a minimum of good condition, and (5) rail maintenance facilities, rail yards, and rail track to a minimum of good condition, all as defined in the latest USDOT Conditions and Performance Report. This initiative directly increases employment in the construction trades, which have lost over 600,000 jobs in the last 18 months.
2. Invest in Preventive Maintenance of the federal-Aid System
Problem: Presently, maintenance of the federal-aid system is a state responsibility and not eligible for federal funding (23 USC 116). This results in many states under-investing in maintenance until the facility qualifies for federally assisted “3R” work-Resurfacing, Restoration and a Rehabilitation when the cost of repair is much higher.
Solution: While general maintenance does not qualify for federal assistance, preventive maintenance does qualify if the expenditure is found by the Secretary of Transportation to represent “a cost-effective means of extending the life of a federal-aid highway.” (23 USC 1116 (d)). Recommended preventive maintenance expenditures include (1) the capital costs of purchasing maintenance equipment, especially energy-efficient and alternative fueled vehicles, (2) the cost of inspecting federal-aid transportation systems funded under title 23, including roads, bridges, busways and non-motorized networks, (3) “mill and fill” work to maintain a state of good repair, and (4) data collection, analysis reporting to establish and maintain bridge and pavement management systems. This targets jobs in both the construction trades and public sector management and research.
3. Create Complete Streets
Problem: When the car was king, streets in cities and town centers were designed primarily to serve motorist convenience. Minimum street and roadway design speeds were required even in the most congested and densely populated areas. Many cities and towns now recognize the need to re-design their centers to enable comfortable movement along and across complete streets, and to create a sense of place and social interaction. However, design standards (not federal law) still require that downtown streets be designed wide and fast, and that traffic signalization favor private vehicle movement over buses, transit and pedestrian movement.
Solution: Expanded eligibility and set-asides for bicycle, pedestrian, safe-routes-to-school programs and other non-motorized activities now make complete streets eligible for federal assistance. Priority use of stimulus funds to help cities and towns rebuild their downtowns roadways as complete streets would greatly improve social and economic exchange while reducing traffic, air pollution, energy use, and carbon emissions. This initiative provides jobs in engineering, construction, and retail services.
4. Jump-start transit in urban centers through road-based transit, including express busways, bus rapid-transit, and restoring streetcar service where trackage is already in place.
Problem: About 30 states restrict use of state gas tax revenues to highway uses. This is a major impediment to initiating transit, bus and para-transit services in such states, since state gas tax funds cannot be used to meet federal requirements that state provide matching funds (usually 20% for highway projects, 50% for transit projects).
Solution: Section 133 of title 23 allows federal highway assistance to be flexed to transit uses. Since the stimulus package will in all likelihood be 100% federal money (no match required) this creates a unique opportunity to fund transit services in cites and towns without access to state gas tax revenues. Buses, bus rapid-transit, vanpool, para-transit, and other transit services that do not require new rail trackage could quickly provide transit service in urban areas where no such service presently exists. Striping of exclusive bus lanes and shared bus/high occupancy vehicle lanes on existing roadways can swiftly and efficiently increase bus transit service and reduce congestion without adding expensive new lane capacity. Jobs created here include maintenance and repair as well as industrial, automotive and operational engineering.
5. Retrain the transportation workforce to plan and deliver green transportation services.
Problem: State highway agencies are in great need of retraining on how to solve transportation problems outside of adding new highway capacity. Priority retraining needs include instruction in traffic calming, system integration, demand management, access management, pricing, cross-agency planning, and context-sensitive/community-based planning, including integrated transportation and land development planning.
Solution: Section 505 of Title 23 requires that states set-aside a minimum of 2% of all federal highway funds apportioned to a state for state planning and research (SPR), of which at least 25% must be for research. However, there is no maximum set-aside for such activities. Since SPR funds, as well as STP funds, can be used to fund the salaries of state transportation agencies and metropolitan planning commissions (MPOs) expenditures in this category have the triple benefits of (1) reducing the need for states to cut salaried staff, (2) shoring up state budgets, and (3) providing critical retraining on transportation practice in a carbon-constrained world. Jobs retained as well as created are projects management, planning, environmental and systems engineers
6. Implement congestion management programs
Problem: Securing operational control over the highway system is an essential component of a green transportation system. This means pricing as well as a variety of demand management and access management programs. However, most roadway capacity is not priced, and construction and maintenance costs are subsidized, roadways are overused, especially during hours of peak demand. This reduces system efficiency and through-put capacity, while requiring constant roadway expansions to meet demand unconstrained by market signals. In short, we lack operational control over the system.
Solution: Sections 1121 and 1604 of SAFETEA-LU establishes or continues several congestion management programs including converting HOV lanes to HOT lanes, congestion management systems, interstate tolling and value pricing. Several meritorious congestion pricing pilot projects, including one targeted to reduce congestion and improve transit service in NYC, are ready-to-go but unfunded. A “use-it-or-lose-it offer could get these projects underway in short order, with significant job creation through (1) immediate instrumentation of roads and bridges to implement these pilot projects and (2) job related to bus repair and modernization, and expanded bus operations. Jobs include system engineers, construction, bus operators and maintenance.
7. Reduce delays caused by defective or badly-timed traffic signals
Problem: defective, poorly maintained and badly-timed traffic signals cause significant, unnecessary traffic delays and excess fuel consumption. State and municipal traffic engineers lack sufficient resources to fix the problem.
Solution: Inspect and, where necessary, upgrade all traffic signals on the federal-aid system to grade A as defined in the National Traffic Signals Report Card: 2007 Technical Report issued by the National Traffic Operations Coalition. According to this report a $1.25 billion investment in signalization improvements would yield a 40:1 return on investment, including (1) up to 17 billion gallons of fuel saved per year, (2) a 15%-40% reduction in highways delays, and (3) up to $240 reduction in transportation fuel costs per household. Jobs include electrical engineers, system engineers and systems operation.
8. Increase transit service and energy assistance to meet increased demand
Problem: While vehicle miles traveled (VMT) declined more than 3% in 2008, transit ridership increased more than 6% over the same time period. However, cash-strapped transit agencies are not able to respond to this increased demand by adding more buses and transit cars due to the poor state of repair of transit vehicles, which keeps almost 20% of such vehicles out of service at any given time. In addition, since operating costs exceed operating revenues, higher levels of service require higher public subsidies, which aren’t available in cash-strapped states and cities.
Solution: Provide operating capital assistance to transit agencies to allow them to refurbish and upgrade existing vehicles to good condition, plus add clean-diesel engines and GPS systems to save energy, reduce emissions and improve service quality. Provide direct energy assistance to underwrite the fuel costs of such services. Jobs include automotive engineering, bus and transit operations and systems management.
9. Increase Small Starts and New Starts for ready-to-go transit projects
Problem: federal transit capital assistance has dramatically lagged federal highway capital assistance, even though the interstate and national highway system (NHS) was declared complete by Congress in 1991 and the Federal Transit Administration (FTA) has an inventory of more than 50 years of backlogged transit capital assistance requests.
Solution: Give priority funding to more than $240 billion in transit capital projects identified by Reconnecting America as ready-to-go. Since this involves new capital rolling stock and rail trackage this will support jobs in steel manufacturing, vehicle engineering and construction.
10. Invest in inter-city and intra-state passenger rail service expansion
Problem: The level and quality if inter-city passenger rail service along routes of 500 miles or less between metropolitan centers runs from pathetic to non-existent. This clogs highways and airports and increases fuel consumption and carbon emissions. Inter-city rail service between smaller cities is also ignored by a focus on long-haul service.
Solution: provide additional funding for `Capital and Debt Service Grants to the National Railroad Passenger Corporation’ and for state intercity rail corridor investments authorized in Public Law No: 110-432. In addition to improved Amtrak service, state-assisted intercity rail service can expand with federal funding under Section 403(b) of the Rail Services Passenger Act (RSPA). Thirteen such state-assisted lines presently exist in 20 states and additional intercity rail passenger service could be provided quickly with additional funding. These funds can provide jobs in systems operations, engineering and construction of new or refurbished rolling stock, and for construction of railroad infrastructure, especially in more rural states in need of intra-state passenger rail service.
11. Expand Commuter Rail Service in metropolitan areas
Problem: non-city center urban areas, as well as densifying suburban areas within metropolitan regions, are underserved by transit. These areas, often older suburbs that were formerly served by extended transit lines abandoned during the road-building era, contain 20% of the U.S population and an increasing percentage of “back-office” commercial office centers. These are experience a high degree of congestion and are uniquely dependent of car travel for all travel. Lack of dedicated funding for commuter rail has resulted in underinvestment in this travel option, which can relieve peak hour demand on urban and suburban expressways during hours of peak demand.
Solution: Commuter rail, defined as short-haul rail passenger service in metropolitan and suburban areas with….morning and evening peak operations” can fill in gaps in public transportation services between urban transit lines and inter-city passenger rail service. Capital costs of commuter rail, including rehabilitation of rail stations, elimination of rail-highway crossing, rolling-stock and trackage improvements are fundable under a variety of federal highway (transportation enhancements, CMAQ, rail safety) and transit (discretionary and formula grants).
12. Invest in Active Transportation Systems
Problem: Non-motorized transportation (bicycling and walking) is the primary mode of transportation within many neighborhoods, provides critical connectivity between modes at inter-modal centers as well as access to transit stations, and represents an increasing share of commuter travel. Yet there is little planning and less funding to create non-motorized transportation (NMT) systems and walkable public spaces in densely populated residential areas, small towns and city centers.
Solution: Expand the existing $100 million, four metropolitan area, Active Transportation System pilot program authorized under SAFETEA-LU to 20 additional urbanized areas, including small (under 200,000 population), medium (200,000-500,000 population) and large (500,000+) urban areas. This creates jobs at virtually all scales of geography while also being able to target job creation within some of the most hard-hit older industrial cities in the Midwest.
13. Create trail and greenway Systems within between jurisdictions, especially on disused rail and canal corridors and along utility corridors
Problem: Historically, driving for recreational purposes has received significant public support. Such support began in the 1930’s with the construction of ridge-top parkways (Skyline Drive, Blue Ridge Parkway in the Appalachian Mountains, among others) and continues through the present-day Scenic Highway Program. However, recreational trails and greenways that provide both meaningful transportation and healthy recreation have received little deliberate public support outside of the Transportation Enhancement (TE) program of the STP, with a majority of such funding going to rails-to-trails projects.
Solution: Target funding for ready-to-go trail and greenway system construction, especially projects that secure and preserve disused rail, canal, utility and transit corridors for potential future renewed rail and transit uses. Detroit/Southeastern Michigan has a well-developed greenway system and similar systems are ready-to-go in and around Indianapolis, Grand Rapids, Atlanta, Denver, Seattle, Omaha, Pittsburgh, Raleigh, New Orleans, St. Louis, Portland, Ore, Providence, R.I. Worcester, Mass and Missoula, Montana.
14. Create and preserve mixed use, mixed income communities near existing or “transit ready” transit stations
Problem: Thousands of existing and disused transit stations are surrounded by land uses that are incompatible with transit service. Either they are hard to access by feeder bus service, bicycling and walking, or they are surrounded by low-density, car-oriented development that does not provide the mix of residential, commercial and retail uses that make transit convenient and affordable. Where affordable housing does exist within easy access to transit stations the continued existence of such housing is threatened. According to the National Housing Trust, public support for more than 250,000 units of affordable housing within one-half mile of transit access will expire by 2012. If the residents of these units are forced to relocate further away from affordable transit their access to employment centers will decline and their transportation costs will increase.
Solution: While densifying and diversifying land development to be “transit-friendly” is a long-term project, there is an immediate need to (1) protect and rehabilitate disused transit stations along existing and possible future transit lines, (2) conduct station-area planning to attract the “location-efficient” mixed use, mixed income development that supports transit service, and (3) improve bus and bike/pedestrian access to existing transit stations. These are all “shovel-ready” and “pencil-ready” projects generally fundable under the STP and CMAQ program of title 23 and could jump-start a focused program to re-integrate transit service into the fabric of urban and suburban communities. This creates jobs in the construction trades as well as consulting, planning and project finance.
15. Improve inter-modal access to and through commercial gateways
Problem: Since transportation modes are funded largely from user fees, with resulting revenues sequestered in mode-specific trust funds, our transportation systems have grown in a siloed fashion with little inter-connectivity between modes, especially in between ports, airports and railheads. Rail freight access to ports and through metropolitan areas is highly constrained and under-funded since private, not public, carriers provide rail freight service. Weight limits and weight-distance tax enforcement at weigh stations also creates freight bottlenecks. This significantly increases the cost and time of freight travel, reducing productivity and global our national economic competitiveness.
Solution: Rapid intelligent transportation system technology deployment has the potential to reduce freight bottlenecks, save fuel, reduce emissions and improve enforcement. An example is weigh-in-motion technology that allows credentialed vehicles to avoid time-consuming stops at weigh stations while reducing back-up bottlenecks and idling emissions at these stations while increasing safety by allowing inspectors to focus on vehicles most likely to be non-compliant. This technology is ready for rapid deployment and is eligible for federal assistance under the Surface transportation Program (STP and the Congestion Mitigation and Air Quality program (CMAQ) of title 23. Jobs created include high-technology and systems engineering and operations. Weigh-stations jobs are not lost, only made more efficient.
16. Reduce road-related Combined Sewer and Stormwater Overflows (CSOs)
Problem: Over 700 communities with more than 40 million total residents in the U.S. have combined sewer and stormwater drainage systems These systems can overflow in high-rain events, dumping raw sewage into public rivers and streams. This is a significant public health hazard and can temporarily close these water bodies to public use.
Solution: Use stimulus funds to build relief structures, usually consisting of large underground containment tanks, to hold these overflows during overflow periods, especially when doing “3R” work on road system that contribute to such overflows.
17. Improve traffic operations while managing overall transportation demand
Problem: Existing roadway capacity is inefficiently used, especially during peak hour travel times, with more than 80% of travel represented by single occupancy vehicles (SOVs). This clogs road systems with redundant vehicle capacity and increases both the public and private costs of travel, while reducing overall system capacity.
Solution: Establish traffic operations centers (TOCs) in all urban areas experiencing high levels of roadways congestion. Also, reduce overall transportation demand by developing and implementing demand management systems that reduce single occupancy vehicle (SOV) travel and divert road traffic to other modes. Give priority to public-private partnerships that have high job-creating potential such as rideshare matching and vanpool programs, parking management and brokerage, shuttle services, guaranteed ride home programs and telework support programs. Also, expand commuter choice tax benefit to $200/month to equalize to existing free parking benefit. This will increase transit ridership and create jobs for bus and transit operators and related transit services.
18. Conduct Blueprint Planning in Metropolitan Areas over 500,000 population to connect transportation to land development
Problem: Land development and transportation planning and development is not coordinated across jurisdictions in large urbanized areas. This results in competition between jurisdictions for taxable land development while exacerbating sprawl and increasing air and water pollution.
Solution: Train and engage Metropolitan Planning Organization (MPO) personnel in urban areas over 500,000 in “blueprint planning,” a scenario-based planning process that co-plans transportation and land development investments. Such planning is already in significant use in California resulting in adoption of long-range transportation and development plans that reduce land consumption by 40% and carbon emissions by over 20% for the same level of overall development over a 50-year time horizon.
19. Improve Network Connectivity and Create High Quality Public Spaces
Problem: Absent gas price shocks, passenger car travel has been found to be highly resistant (”inelastic”) to changes in gasoline price, especially during peak commuting hours when travelers need to get to work on time. This increases the congestion cost of peak hour travel, as well as the need for more road capacity during these peak periods. Lack of easy inter-modal transfer, plus weak overall network connectivity, reduces trip choice and funnels all peak hour traffic onto a small number of collectors and arterials.
Solution: Fund projects to improve overall system connectivity while providing more routing choices between destinations. Roundabouts, traffic circles, plazas, smaller block sizes, two-ways streets, road/bike path inter-connections and other network improvements diffuse traffic throughout the road system, divert traffic off major collector and arterial roadways, and improve overall system capacity. Excellent non-motorized access (safe, comfortable and direct) to high quality destinations within mixed use communities can also divert discretionary (non-work-related) travel off roads. The creation of high-quality public spaces (”place-making”) can itself reduce the number and length of motorized trips. Improved network connectivity and creation of high quality public spaces creates jobs in the engineering and construction trades while stimulating retail and commercial activity by providing more opportunities for social and economic exchange.
20. Improve ecosystem connectivity and permeability for wildlife
Problem: Infrastructure development, especially highways, is a primary cause of ecosystem fragmentation, obstruction of hydrologic flows, and wildlife mortality when built across wildlife migration corridors. All states are now required to have approved wildlife action plans to improve wildlife habitat and to implement such plans. While new roadway construction does tend to address wildlife concerns, the majority of the existing highway network was constructed before wildlife impacts were measured or valued. This leaves a large inventory of “legacy highways” that are death traps for wildlife.
Solution: Fund ready-to-go wildlife crossing projects as independent projects. Such independent wildlife protection projects are specifically fundable under the Transportation Enhancements program and are eligible for funding generally from the Surface Transportation Program (STP). However, since transportation agencies do not consider wildlife protection as a transportation function, these projects are implemented very sporadically and slowly, and only when a roadway is reconstructed. Ready-to-go wildlife protection projects create jobs in wildlife and natural resource planning and management, transportation planning, engineering and construction, and systems ecology.
Green-Collar Jobs Generated By The Senate Stimulus Plan
MEMORANDUM
To: Jason Walsh, Green for All
From: Elena Foshay
Date: January 30, 2009
RE: Renewable Energy and Energy Efficiency Jobs Created by the American Recovery and Reinvestment Act of 2009
According to a report by Jared Bernstein and Christina Romer, the American Recovery and Reinvestment Act has the potential to create almost 3.7 million jobs. Of these, 541,000 will result from investments in energy and infrastructure. By contrast, the Political Economy Research Institute estimates that, for every $1 million in new spending on building retrofits, public transit, smart grid projects, and renewable energy, 16.7 direct jobs are created. With an estimated total investment of $130 billion in the proposed Senate plan, the result would be over 2 million jobs created.
Based on our research, which breaks out by type each green investment included in the Senate version of the stimulus bill, we estimate that a total investment of $130 billion will create over 1.6 million direct jobs could be created from investments in energy efficiency, renewable energy, smart grid projects, public transit and transportation infrastructure, advanced battery manufacturing, and alternative-fuel vehicles.
While the Senate version of the Act invests some $3.5 billion in job training, only a small portion of that ($250 million) is prioritized for training in these sectors. If, say, half of that grant fund — $125 million – were to be directed to training for energy efficiency and renewable energy industries, it would only allow approximately 30,000 workers to access green jobs training programs, essential for providing skills for participating in the rapidly changing and increasingly green economy. This falls far short of the expected demand created by the American Recovery and Reinvestment Act investments.
The Apollo Alliance recommends drastically increasing green jobs training funds made available through the Act. The Apollo Alliance further recommends that priority be given to programs developed by multi-stakeholder training partnerships, with preference for those developed by labor-management partnerships.
The following analysis details our assumptions:
I. Energy Efficiency
It is estimated that every $1 million spent on energy efficiency retrofits generates about 10 person years of employment in direct installation of efficiency measures and another 3-4 person years in the production of relevant materials. In addition, every one direct construction job supports 1.9 indirect jobs in other sectors.
The Senate version of the Recovery Act invests over $50 billion in improving energy efficiency in schools, subsidized housing, and public buildings, including:
- $19.5 billion for school construction, renovation and modernization
- $7.4 billion to the Department of Defense for facility construction, maintenance, and upgrades
- $2.25 Billion for the HOME Investment Partnerships Program block grant
- $357 million for renovation of National Institute of Standards and Technology facilities using green technologies
- $4.2 billion for Energy Efficiency and Conservation Block Grants
- $1.6 billion is provided to DOE for grants to make schools and hospitals, significant users of energy, more energy efficient
- $6 billion for repair of federal buildings to increase energy efficiency using green technology
- $200 million for energy efficiency upgrades at national parks and other public facilities
- $8.5 billion to HUD for construction and maintenance projects that will improve energy efficiency in public housing
This $50 billion investment in energy efficiency would create 500,000 jobs construction jobs, as well as an additional 200,000 jobs in materials manufacturing.
The Senate version of the Recovery Act also provides $2.9 billion to the Weatherization Assistance Program. According to the Department of Energy, weatherization creates 52 direct jobs for every $1 million in WAP funding, as well as additional jobs for subcontractors and material suppliers. A $2.9 billion investment would create 150,800 direct jobs in the construction sector, performing auditing and installation of efficiency improvements.
II. Renewable Energy
The Senate version of the Recovery Act makes some important investments in expanding deployment of renewable energy technologies. This includes:
- $2.648 billion to DOE for energy efficiency and renewable energy research, development, demonstration and deployment activities
- $10 billion is provided for new loan guarantees aimed at standard renewable projects such as wind or solar projects and for electricity transmission projects.
- $200 million to the Department of Defense for testing and deployment of renewable energy technologies
It is estimated that, for every $1 billion of federal investment in renewable energy, approximately 12,100 jobs are created. Additionally, the Center for American Progress estimates that In general, approximately 5 full-time component manufacturing jobs are created for every $1 million of investment in renewable energy systems. A total federal investment of almost $13 billion in renewable energy would create 156,000 direct jobs in systems installation and component manufacturing.
III. Smart Grid
The Senate version of the Recovery Act invests $11 billion in smart-grid related activities, including work to modernize the electric grid. For every $1 million invested in smart grid installation, 5.2 direct utility jobs are created. Therefore, an $11 billion investment in smart grid demonstration projects would create or retain a total of 57,200 direct jobs for utility workers.
IV. Carbon Capture and Sequestration
The Senate version of the Recovery Act provides a total of $4.6 billion for fossil energy research and development, including $2 billion to construct a power plant using Carbon Capture and Sequestration, $1 billion for DOE Clean Coal Power Initiative and $1.6 billion for a competitive solicitation for projects that demonstrate carbon capture from industrial sources.
As an example, we can look at the FutureGen Carbon Capture and Sequestration demonstration project. It is estimated that the FutureGen project will cost approximately $1.5 billion and create a total of more than 3,000 jobs, including 1,300 immediate direct jobs in construction, 510 jobs in operations, and 1,225 indirect jobs in manufacturing, transportation, and other sectors. Once the technology is commercialized it will provide thousands more workers with construction and manufacturing jobs as they retrofit power plants across America.
A $4.6 billion investment in Carbon Capture and Sequestration, therefore, would create approximately 9,200 direct jobs, including 4000 construction jobs, 1,500 jobs in operations, and 3,800 jobs in manufacturing.
V. Public Transit
The Senate version of the Recovery Act provides a total of over $11 million for ready-to-go public transit investments. These investments include:
- $8.2 billion in grants to states for investments in public transportation
- $2 billion for grants for investments in high speed rail corridors.
- $250 million for grants to states for investments in intercity passenger rail.
- $850 million for capital grants to Amtrak
- $60 million for grants to states for the construction of ferry transportation systems
The Surface Transportation Policy Project estimates that, for every $1 billion in federal dollars spent on new public transportation projects, nearly 51,300 jobs are created, around 24 percent of which are direct jobs. An $11 billion investment in ready-to-go transit projects would create or retain more than 135,000 direct jobs.
VI. Transportation Infrastructure
It is essential that stimulus infrastructure funds be used to support maintenance and repair of existing highways, bridges, and tunnels rather than being used for new construction. The Senate version of the Recovery Act makes number of significant investments in transportation infrastructure:
- $240 million to the Coast Guard for repair of bridges deemed hazardous.
- $500 million to secure high risk critical infrastructure such as dams, tunnels, and bridges.
- $27 billion is included for highway investments, particularly repair and maintenance projects. The vast majority of this funding will be distributed as grants using a formula set in current highway authorization law.
- $5.5 billion for competitive grants to state and local governments for transportation infrastructure investments.
- $800 million for repair and restoration of roads on park, forest, tribal and other public lands ($160 million to BLM, $60 million to US Fish and Wildlife Service, $180 million to the National Park Service, $280 million to NFS, $120 million to BIA)
The Federal Highway Administration estimates that every $1 billion in federal dollars spent on maintaining and repairing existing bridges and roads supports a total of 34,779 jobs, including 11,921 direct construction jobs and 22,858 indirect jobs. Additionally, the Surface Transportation Policy Project estimates that, for every $1 billion spent on federally-aided highway resurfacing projects, some 10,421 person-years of construction jobs are generated. With a total of $34 billion in fix-it-first transportation infrastructure investments, the Recovery Act will create over 405,000 direct jobs for highway construction workers and laborers.
VII. Advanced Battery Manufacturing
Both the Senate and House versions of the Recovery Act invest $2 billion in grant funding for the manufacturing of advanced batteries systems and components. A $2 billion investment in advanced battery manufacturing will create or retain an estimated 8,470 direct manufacturing jobs, as well as an additional 24,560 indirect jobs among suppliers and associated industries .
VII. Alternative-fuel Vehicles
Finally, the Senate version of the Recovery Act provides over $1.6 billion to federal agencies, cities, and public transit authorities to purchase fuel-efficienct and alternative-fuel vehicles.
- $350 million for grants administered through the Clean Cities program of the Department for acquisition and alternative fuel or fuel-cell vehicles
- $200 million for grants to states to plan and deploy electrical infrastructure projects that encourage the use of plug-in electric drive vehicles and for near term large-scale electrification projects aimed at the transportation sector, including seaports.
- $600 million to replace older motor fleet vehicles owned by the Federal Government with alternative fuel automobiles that will save on fuel costs and reduce carbon emissions.
- $300 million to the Department of Defense to lease alternative-fuel vehicles and purchase batteries and fuel cells for vehicles
- $200 million for grants to public transit agencies for capital investments that will reduce the energy consumption or greenhouse gas emissions of their public transportation systems
A study by Cambridge Systematics estimates that a $10 billion transit capital investment results in approximately 47,000 direct jobs in durables manufacturing, as well as over 208,000 indirect jobs. A $1.6 billion investment in new clean-energy automobiles and transit vehicles, therefore, could create or retain up to 7,500 direct jobs in vehicle manufacturing.
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The Apollo Alliance has amassed a useful repository of information on implementing the clean energy, good jobs provisions of the American Recovery and Reinvestment Act. Check back frequently for updates. Recovery Bill Talking Points — Apollo AllianceApollo has always emphasized the need for a large-scale federal investment in the transition to a clean energy, good jobs economy, similar to the large-scale investment Kennedy made to putting a man on the moon in the 1960s. Our New Apollo Program, released last fall, is a 10-year, $500 billion investment to catalyze the clean energy future. The Apollo Economic Recovery Act proposal, released in December, lays out our priorities for a down payment on the clean energy economy, emphasizing investments in infrastructure, efficiency, manufacturing, renewable energy projects, and research and development - all programs to put Americans to work right away and move this country toward climate stability, energy security, and economic prosperity for the long term. We are thrilled that the House version of the stimulus bill, the American Recovery and Reinvestment Act, includes so many of our priorities. The Act includes major new funding for energy efficiency retrofits, renewable energy projects, transit projects, and R&D for clean tech, all of which we called for in our Apollo Economic Recovery Act. Specific examples:
Several key Apollo proposals were not included in the Act, but we feel they are essential to laying the groundwork for a clean energy, good jobs economy. We will continue to push for these programs as Congress considers an Energy Bill and other legislation later this year:
Overall the Recovery and Reinvestment Act has some great green jobs provisions. But we shouldn’t stop at good provisions - we should demand that the entire bill be a green jobs bill. Right now, billions in the bill are slated to construction projects for military bases, health care facilities, schools, and other institutions - but with no requirement that these projects be done in an efficient or green manner. Billions more are slated to go to public projects with no job standards or labor protections attached. This has to change. We need to make sure that any time money is spent in Washington on infrastructure, manufacturing, or construction projects, that money is spent in a way that moves America toward oil independence and broadly shared economic prosperity. Without those safeguards, we will continually be slaves to skyrocketing oil and energy costs that will cripple our businesses and households. And without these safeguards, we will be powerless in the face of global warming and climate change. Apollo Hits The Airwaves
Yesterday, Chairman Phil Angelides was on KQED-FM in San Francisco talking about stimulating California. Today, President Jerome Ringo was on NPR’s News and Notes discussing “The Obama Effect” on the environment and energy. Also today, Elena Foshay, our researcher, spoke with KPFA-FM in San Francisco about whether or not the stimulus is green. Photo courtesy of aloshbennet Stockton Biodiesel Plant Counts On Stimulus To Expand
Apollo Video Reports
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