Showing posts with label jobs. Show all posts
Showing posts with label jobs. Show all posts

Wednesday, September 18, 2013

Disposable Home Appliances, Safety and Pollution

It is a disturbing fact that many household appliances have now become disposables. In the past, when an appliance breaks down, it gets repaired. What's troubling now is that repair costs are so expensive that users find it more affordable to purchase a brand new appliance than to have the broken one fixed; thus more refrigerators, ovens, dishwashers, stove tops, coffee makers, and washing machines end up in the trash.

The amount of e-waste is so high that it has become an industry of itself. Numerous resources are being spent to handle the recycling of such waste. However, much of that "recycling" involves the demanufacturing of the product. Without strict regulations and safety procedures for protection, such labor is damaging to both the worker and the environment. Worse yet, recycling companies are finding that the cheapest way to demanufacture broken appliances is to ship them to third world countries where protective safeguards are not existent.

Demanufacturing

The evidence of pollution from disassembling appliances is overwhelming, but here's the stat. According the textbook Principles of Environmental Science, taught in California's colleges and universities, groundwater and surface water contamination in China's demanufacturing areas alone are found to be as much as 200 times dirtier than what the World Health Organization considers safe.

It gets worse. A significant portion of the very cargo ships that are used to haul our consumables from developing countries which may include the very vessels that export our natural resources and electronics waste to China are dangerously demanufactured by boys and teenagers in Bangladesh. The groundwater has to be polluted beyond belief, but worse yet, such workers are regularly injured and killed under the dangerous conditions.



The Institute for Global Labour and Human Rights is credited for exposing that colossal scheme back in 2009. When presented with such shocking evidence like that, repairing and reusing such ships, the broken television set, desktop printer, or rice cooker might not be such a bad environmental and economic idea after all. We are now living in a disposable culture and the environmental and safety costs are grave even with the recycling programs. If every living person in the world lived like us, the entire globe would be flooded in such contamination. Have Congress, President Obama and the union-pandering U.S. Department of Labor cracked down on this maltreatment of workers?

Repair and Reuse

So what exactly makes repair costs so expensive? In many cases, the spare parts are proprietary or outsourced. Therefore, many parts are simply not available at your local Home Depot. What's worse is that many cases of broken appliances center around faulty electronic control panels, whereas the rest of the hardware works perfectly. Replacing such proprietary parts such as the computer microchip would be too expensive and therefore near impossible for the user. So, throwing out the whole unit and replacing it with a another one is the only option left. The cycle normally would repeat itself well before the next decade.

Today, there is certainly a market demand for a return to appliances and electronics that are not only user repairable, but also last for decades at a time. Many people are fed up with the disposable culture. The fact is that if appliances are built to last, less would end up in the trash and fewer units would have to be demanufactured. The question is what exactly is preventing start up companies from introducing such premium products into the marketplace? It's true that many companies capitalize on the sales of brand new complete units, but why not profit from the spare parts or on the repair guy? It's certainly doable. Look at commercial-quality machines. Look at the Odyssey Electronic Validating Farebox found on a transit bus near you. How about electronic traffic control systems like the stop light? Profits can still be made with premium quality appliances.
"Energy Star Plus" Concept:
A powerful sell item toward
appliance buyers looking for
long lasting products that can
be easily repaired.

Tax Incentive: "Energy Star Plus"

Many appliances today carry the Energy Star logo. The famous symbol is a U.S. Environmental Protection Agency voluntary program that provides an incentive to manufacture and sell clean and energy efficient electronics. The star has been a powerful sell item toward buyers. If one sees the seal on an appliance, he/she knows the machine won't drive up the utility bill. However, because most machines cannot be repaired by the user let alone a professional repairman, the Energy Star symbol becomes absolutely meaningless whenever a breakdown occurs and the appliance has to be thrown out.

Perhaps Congress should authorize the U.S. Environmental Protection Agency to implement a second incentive program called the "Energy Star Plus" with the tagline "Long lasting with user repairable parts." This powerful seal combined with a tax rebate would incline manufacturers to get back into the business of manufacturing durable appliances that can be easily repaired.

The incentive includes the requirements needed for an Energy Star seal, but would also entice manufacturers to design and develop long lasting appliances with common user repairable parts and open source circuit board firmware which can be easily replaced should they fail or break. This would include spare user repairable microchips, electronic components, display screens, and buttons for easy repair of defective appliance circuit boards. Such common spare parts would be sold all throughout the marketplace with plenty of competition to keep quality high and prices low. The man of the house would once again be able to fix broken down machinery. Servicing jobs would be created as both supply and demand for affordable appliance repair would significantly rise. E-waste pollution would be significantly reduced. Deaths and injuries in developing nations caused by unprotected demanufacturing would drop. What's the hold up?

Thursday, June 27, 2013

Riverside County food trucks and transit

On Tuesday, June 25, The Riverside County Board of Supervisors unanimously asked its staff to write up a local ordinance that would permit food truck businesses to operate more freely in the marketplace. Supervisor Kevin Jeffries even organized a special festival that day in the parking lot of the downtown Riverside County Administrative Center where food trucks came; the public well attended the event. Currently, Riverside County only permits food trucks to sell their freshly cooked food only at organized events.

These trucks are certainly not the roach coaches of days past. Many of today's food trucks are in line with health codes and have evolved to offer a variety of great food on the go. Larger food establishments have even expressed interest in getting into the food truck business. Easing county restrictions would not only provide marketplace competition in Riverside County and provide additional restaurant-sector jobs, but will enhance the county's public transit system with some extra amenities.

During peak hours when a public bus transit or train station is full of people, a licensed food truck can park along the adjacent street and offer refreshments to the public. Care to grab a cup of fine coffee and a glazed old fashion doughnut during your ten minute layover at the Corona Transit Center? To be fair, regular health inspections and basic safeguards are necessary to eliminate the possibility of food poisoning and food truck waste must be disposed of properly to counter pollution. However with the greater range of food options and competition which will lower prices and enhance quality, both the marketplace and the public waiting for the bus or train stand to benefit. Transit riders can no longer be classified as a captive audience when it comes to food.

Tuesday, May 28, 2013

Don't drive out logistics jobs in Moreno Valley with the pollution and sprawl

Don't throw out the baby with the bathwater

Could the City of Moreno Valley, let alone the Inland Empire as a whole, use thousands of additional blue-collar marketplace jobs in the logistics sector? With far more workers than jobs residing in Riverside County, the news of private investors proposing to build logistics hubs in Moreno Valley seems highly welcoming on the surface. Two major projects for example--the World Logistics Center and March Business Center--promise to provide Moreno Valley with billions in construction investments, thousands of permanent logistics and truck jobs, and millions in commerce for supporting Moreno Valley businesses. The Inland Empire could use this kind of private investment.

However, environmentalists are questioning Moreno Valley's proposed logistics centers and filing CEQA lawsuits on a project-by-project basis. Several of the CEQA claims are legit and must be addressed if Moreno Valley is to have robust and clean distribution center sites. For example, the World Logistics Center master plan covers a sprawling 3,918 acres in eastern Moreno Valley over undeveloped property at the base of the Badlands hills; there is no freight rail line for miles. Diesel trucks meanwhile remain a major contributor toward pollution. Unlike the Perris Valley Line lawsuit where it was NIMBY-led, these cases are being led by the Sierra Club, and whenever this giant environmental organization gets involved, there's bound to be legit environmental concerns that need to be fixed.

The Transit Coalition will continue to examine these projects. The region would certainly benefit with a robust, environmentally friendly logistics job center to cut down on long distance commuting and truck trips to/from other major hubs in Ontario, San Diego and Long Beach. As the two sides continue their debates, they must avoid driving out logistics jobs from the Inland Empire while trying to control bad diesel pollution, traffic congestion and runaway urban sprawl. The parties must be careful not to throw out the baby with the bathwater.

Tuesday, February 19, 2013

Taking “smart” out of smart growth with Travertine Point

(2/18/13) – IE Transit Talking Points Short

Promises of new urbanism label Travertine Point, a massive master planned community which would house a population of 40,000. The sprawling development is proposed to be adjacent to the western edge of the Salton Sea, basically out in the middle of nowhere. Many red flags are evident. The existing agricultural towns of Coachella, Mecca, Oasis, and the Duroville trailer park don't need it. Neither does Interstate 10 to LA.

The region however can certainly use some agricultural-sector job growth. Estimated median household income in Mecca is under $25,000. Unemployment in this desert town is at least 15%. Factor in those who do not have unemployment benfits and nearly one quarter of the region’s population is jobless. A better growth idea would be “Las fábricas de Mecca” within Mecca’s existing street grid. Establishing factories and plants to process some of the harvested produce into premium drinks or packaged food would benefit the local economy, employ thousands of local workers which would help improve wages, and generate additional tax revenue to pay for improved transit, complete streets, and highway maintenance. That would be smart growth for the region.

Monday, February 18, 2013

Addressing the I-15 Southbound Bottleneck in Corona with Private Jobs

(2/18/13) – IE Transit Talking Points Short

Commuters and travelers who frequently use the southbound I-15 through Corona are well aware of a major bottleneck near El Cerrito Road which can cause congestion to spill over onto the eastbound 91 Freeway, thus creating miserable traffic conditions in the area during the PM rush hour and weekends.

A proposal by the Riverside County Transportation Commission would have addressed this; the proposal was to add two High Occupancy Toll Lanes and a single general purpose lane from the 60 Freeway, through the Corona bottleneck, to Lake Elsinore where southbound traffic demands normally decline. Now, RCTC has proposed a scaled-back version, where the added lanes would terminate at Cajalco Road.

Should that be the case, the infamous bottleneck will merely shift 2 miles south from El Cerrito Road to Cajalco. RCTC cites the lack of tax revenue as the reason behind the project reduction. Lackluster private sector Inland Empire job growth is certainly a problem, no question. 

However, Riverside County Supervisor Kevin Jeffries, an RCTC member whose district includes Lake Elsinore, has it right when he wrote in an e-mail, “Our focus really needs to be on private sector job creation here in Riverside County so that our residents don't have to spend hours commuting to and from work everyday.” That’s right. Let’s get some manufacturing, logistics, and other service-sector jobs into this region by designating areas as specific plans. Portions of the additional tax revenue can be used to fund transportation projects. RCTC can then start planning again for multi-modal transportation options for the I-15 Freeway and finally clear the infamous Corona bottleneck.

Monday, February 11, 2013

Comment on the Mid County Parkway EIR/EIS

(2/11/13) – IE Transit Talking Points Short

The Riverside County Transportation Commission will host a public hearing on a Recirculated Draft EIR/Supplemental Draft EIS for the Mid County Parkway project on February 20, 2013.

Mid County Parkway EIR/EIS Public Hearing
February 20, 2013, 5:00 - 8:00 p.m.
Lakeside Middle School
27720 Walnut Street, Perris, CA 92571

The Mid County Parkway project will basically convert the existing Ramona Expressway corridor between north Perris and San Jacinto into a freeway with three lanes in each direction which would attract economic growth and development to the area.

There are two ways this growth can go: The growth could go unchecked with single family housing, shopping centers and sprawl dominating the development, or a desired growth in robust marketplace employment hubs in Perris, northern Hemet, and San Jacinto together with a small downtown district and mixed use center to support the existing rural housing in Lakeview.

Expressway-to-freeway conversions tend to encourage suburban sprawl beyond urban centers and put more demand on roads and greater dependence on the automobile. RCTC reports that the Mid County Parkway would support future builds of carpool lanes and park-and-ride lots, but such facilities would not be part of the original project.

Both the incorporated cities and the County of Riverside need to revisit their land-use plans to prevent the new freeway from opening the door to exacerbated suburban sprawl and possible gridlock at the I-215 Interchange. Here are some land-use designation ideas which would encourage better growth and address the region's high unemployment rate:

Growth/Land-use designation ideas:
North Perris:Manufacturing and logistics jobs
North of Lakeview: Agricultural/farming
Lakeview: Rural ranch housing supported by
 a small mixed-use downtown district (condos/lofts over retail).
North Hemet/San Jacinto: Manufacturing jobs
All Undeveloped Hillsides: Open Space/Parkland

Wednesday, January 30, 2013

An innovative Perris must be economically robust

(1/30/13) – IE Transit Talking Points Short

Bus riders headed to jobs throughout the City of Perris will be delighted to see some additional bus shelters with solar-powered lighting built for the major bus stops around the city. Officials tout that these shelters will collect solar energy to power both the shelter lighting as well as nearby traffic signals, thus potentially saving the city some bucks on its electric bill. 

Perris Council member Mark Yarbrough sees the solar bus shelters as an example of bringing forth innovation to the city, but as good as these shelters are for the riding public going to work by bus, the best innovative ideas originate from robust jobs from the private marketplace. According to the U.S. Bureau of Labor Statistics, unemployment in Perris is a staggering 17.9%. 

The Perris City Council may therefore want to consider designating areas within the central city grid as specific plans and offer incentives to get some private sector manufacturing, logistics, and other service-oriented jobs developed to sustain productive public bus transit service and to truly foster innovative ideas in the city. Combating high unemployment needs to be a priority.

Tuesday, November 27, 2012

What the Heck Happened with the Riverside Transit Center?

Political football games with transportation money is destructive to Inland Empire mobility.

I much prefer Johnny Cash. As communities around California seek to reinvent their streets to be more multimodal this will be an additional challenge that must be addressed. Millions in dedicated funds for a proposed transit center in Downtown Riverside was locally de-obligated and assigned elsewhere, upsetting local bus riders. At their November 13, 2012 meeting, the Riverside City Council voted in a 6-1 majority to reaffirm its commitment toward building a multi-modal transit center on Vine Street near the downtown Metrolink station. The City agreed to work with the Riverside Transit Agency to work out differences over the project; however, some of those "differences" combined with federal deadlines and regulations came with a disastrous price tag for the Riverside riding public.

RTA had secured approximately $7 million toward this project from various public sources; the federal funding portion however was strapped with spending deadlines. Because officials failed to see how moving the existing transit hub several blocks east to Vine Street would affect the connecting bus routes, RTA decided in September to shelve the Vine Street location and instead spend $4.5 million of the transit center's funds to redevelop the existing Downtown Terminal station. The city and the local business community then expressed concerns about that plan, thus more fuel was dumped on the political fire.

Even though the City of Riverside can commit the Riverside Transit Center project to any public site it pleases, RTA has fiduciary responsibility over the project's funds, not the city. What the city can and should do instead is designate the Metrolink station block as a specific plan and offer local property tax incentives and rebates so that private developers and entrepreneurs can invest and build the transit center combined with a much-needed free market job site. This win-win funding concept has yet to be adopted.

With the Riverside Transit Center mired in public financial regulations and deadlines, RTA changed course and emptied the project's fund. At their October 2012 Board of Directors meeting, RTA redirected nearly all of the Riverside Transit Center's project funds toward the Twin Cities Transit Center in the Temecula/Murrieta area.

A cliff of paper. From the perspective of the riding public, this is a complete disgrace to Inland Empire mobility. Multi-modal connectivity between the downtown core, local buses and trains at the Riverside Downtown Metrolink station is very limited. That is very clear. To be fair, the Twin Cities Transit Center down south promises to address a growing region in the Inland Empire and coordinating the project with future high-speed rail is finally in the talks. But what is disappointing to the Riverside public is the lack of cooperation between local and federal officials to get the worthy Vine Street Transit Center built with the $7 million in funds already collected, among other issues (Page 5).

$7 million is more than enough to start up a first phase of the project by adding additional bus stops along the existing streets and moving the hub and bus routes over. The truth is the project was so strapped with rules and regulations that such a logical and cost-effective move wouldn't likely work on a sheet of legal paper, but work fine out in the real world. These political roadblocks must be reformed. Unnecessary federal regulations and political football games with transportation money only delays worthwhile projects, adds layers of cost, and is destructive to Inland Empire mobility. It will be continually confronted by The Transit Coalition

The Riverside City Council also indicated that RTA was potentially moving to a grid-based bus system based on a post on the Riding in Riverside Transit Blog. It's far too early to determine what proposals are in store, but Riverside County's street layout and demographics make a countywide grid-based bus system absolutely illogical. We all remember in 2000 OCTA's ill-advised Point-to-Point grid system that negated ridership systemwide. That colossal blunder led OCTA to alter several of its routes back to a hybrid grid and hub-and-spoke model. RTA's current system operates smartly on this hybrid system: The majority of routes connect at a major hub, fan out over the region, and emulate the grid system with direct service via major streets before rejoining again at the next hub. Aside from some changes outlined in The Transit Coalition's Future Vision, RTA should maintain its current route model.

Friday, October 26, 2012

Public Officials Must Stop the Nonsense with the Riverside Transit Center

Get the private sector onboard with a public-private partnership.

Downtown Riverside.Even though there has already been much discussion about it for the past several years, let alone the last few weeks, the location of a proposed transit center in Downtown Riverside is once again back on the public agenda in Riverside. This time, the Riverside Transit Agency's Board of Directors will vote to rescind last month's approval to redevelop the existing Downtown Terminal station and instead direct agency staff to study alternative locations.

Recap of Riverside Transit Center Progress:
The Riverside Downtown Terminal is currently located northwest of the downtown core and the current facility is too small to sustain the growth in transit demand. Greyhound Bus Lines also operates a terminal next door; its facility is long overdue for a remodel. Local officials proposed closing the Downtown Terminal and developing a multi modal transit center at the Riverside Downtown Metrolink Station to address long term growth; a smart thing to do. In 2006, Compass Blueprint studied the area and concluded that private developer investments be included to fund recommendations such as a pedestrian bridge over the 91 Freeway into the downtown core. Public officials have not been able to secure the funding as of now.

Early in September, with transit rerouting yet to be analyzed and federal funds in jeopardy, the City of Riverside had considered shelving the multi-modal project altogether and instead decide to renovate the existing downtown bus terminal. After the September 27, 2012 RTA Board meeting where the agency approved plans to demolish and rebuild the existing Riverside Downtown Terminal, the Riverside City Manager and the downtown business community contacted RTA and expressed concerns regarding the plans. The specifics were not disclosed; however the issue will be brought up again at the November 13, 2012 Riverside City Council Meeting. In response, RTA convened a special Executive Committee meeting and staff was directed to conduct another site feasibility study of the Riverside Transit Center.

Stop the Nonsense:
The Transit Coalition believes public officials at both the local and federal level must stop this stuff right now. We already have an existing report explaining the benefits of building the Riverside Transit Center adjacent to the Metrolink Station. Spending extra public money to re-scout and re-study the transit center's location is not the best approach, even if its bundled with RTA's upcoming Comprehensive Operational Analysis report. If Downtown Riverside's market economy was robust and RTA's bus system was first-rate, we could invest additional transportation dollars for another site feasibility study for the Riverside Transit Center. But the Compass Blueprint report has sufficient data. The private industry also continues to have limited confidence in Downtown Riverside. That means private expansion remains slow and very few new jobs being created. Unnecessary spending of precious public transit dollars must stop. There is no question about that.

Funding the Riverside Transit Center at the Metrolink Station:
As The Transit Coalition has been addressing for the past several years, seamless connections between the growing Metrolink train network and connecting local RTA buses at Downtown Riverside is limited. The 91 Freeway also continues to divide the train station with the heart of the downtown core. Compass Blueprint studied these issues and opportunities and offered several suggestions. Other than adding a carpool lane to the 91 freeway, not much has changed since 2006 in regards to demographics. These are the primary reasons why the Coalition continues to advocate for the transit center to be built next to the train station combined with a pedestrian bridge over the freeway.

Public officials may not seem to know what to do to build this transit center and bridge. So let The Transit Coalition offer a possible solution. Get the private sector onboard with a public-private partnership. Incline developers into the area by designating the Metrolink station block as a specific plan as suggested by Compass Blueprint. Offer a developer incentive for including the bus bays, parking structures, and the freeway pedestrian overpass as part of the transit-oriented development. Establish business-friendly policies so that owners and entrepreneurs can better invest in property and build up a private sector job marketplace. The result would be a powerful free market job site like Irvine Towers in Downtown Riverside complete with a multi-modal transit center, seamless rail connections and a pedestrian bridge to the downtown core.

Now that's good oversight on building a robust transit center for Downtown Riverside that would "meet [RTA's] needs well into the future".

Tuesday, October 16, 2012

Robust Inland Empire Economies - Paying for "More Buses"

San Bernardino and Riverside need a robust private sector job market for economic and mobile prosperity.

An Omnitrans bus heading to Chino Hills.The City of San Bernardino was once an economically powerful region in Southern California, but it has constantly degraded over the past several decades especially since the closing of Kaiser Steel and the Norton Air Force Base in the 1980s and 1990s respectively.

More than half of the city's population now receive public assistance. The current per capita income is less than $16,000. Violent crime is also up. The city budget is out of control and is now bankrupt. Various grass-root coalitions have formed to combat the crime and public spending issues, but the fact remains that this once robust city as well as Downtown Riverside are both starved for a stronger private sector job market. Entrepreneurs continue to have little confidence that local officials will do what's necessary to improve the market economy. The lack of tax revenue thus negates transportation efficiency.

Record Bus Ridership...and Overcrowding
As gasoline prices have risen, many local commuters and travelers are turning to public transportation. It's been a long fact that whenever prices at the pump go up, so does ridership aboard public trains and buses. However the latest spike has caused not only record ridership figures for both Riverside Transit and Omnitrans, but serious overcrowding issues along major routes to the point where patrons are being turned away and have to wait for the next bus. Transit agencies simply cannot just add more buses as they are not in the fleet. There must be a means to pay for them. Each public entity will need to work out a solution to address the increased bus demand. A robust market economy is vital for productive funded public transportation.

More Private Sector Jobs: More Buses
Financial investors and small business owners know that a local economy cannot thrive with high government-mandated expenses. San Bernardino and Riverside can be thriving cities once more with a first-rate transportation network, safe streets and a robust private market like West LA, Irvine, Pasadena, and Rancho Bernardo. However, it appears these cities are still saying "no". The goal of the Transit Coalition is "Getting Southern California Moving". The goal of the cities of San Bernardino and Riverside should be "Improving Economic and Mobile Prosperity": Incline the private sector to invest in the downtown cores; eliminate all wasteful public spending and unnecessary policies and mandates. Serious damage has already occurred in San Bernardino, and the public is well aware of it.

Photo © George Lumbreras CC-BY-SA