National Farmers Market Week, August 2nd - 8th

Food is more than just picking up the item and buying it:  Farm and farming issues.  I've been keeping track of some of the broader issues concerning farms and farming, as something we should be thinking about all the time, but especially when it comes to National Farmers Market Week.

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Farmers markets as events.  Most people think of farmers markets as events--I call them activation devices--to go out and do something.  

WRT activation, many years ago I wrote a piece outlining the different reasons to sponsor a market, and how that should shape policy wrt what can be sold, and the distance away by which a farm can be considered local.  

-- "The reason(s) why a farmers market is created shapes the type and mix of vendors allowed to sell" (2011)

One reason is to support farm income and the regional economy.

In DC, you get lots of vendors from West Virginia and Pennsylvania because they get better prices in the big city.

For example, there is research about the social value of markets as community hubs--that's great for the attendees, but what about the value to the farmers? ("Do Farmers Markets Build Community? New Research Says Yes," PPS)

Seattle Neighborhood Farmers Market, University District Farmers Market, Seattle, Washington. Credit: Redstone Photography

Farmers markets are supposed to be places to buy food first and foremost, food that is locally produced ("Local, organic, and bipartisan: How Vermont is challenging Big Food,," Christian Science Monitor).  

Secondarily we think about how farmers markets are supposed to be ways to cut out the middleman in a quest to get better and local (regionally sourced) food, ideally at a cost lower than from the supermarket.  

This is an old photo.  This year stone fruits are in short supply in Utah because of a late freeze in early June.

Well, maybe just maybe cheaper than Whole Foods--last week at the Downtown Farmers Market in Salt Lake City, which is a great one, in large part because there aren't dozens of markets in the area, but a handful, making it worthwhile for a large number of vendors to show up, vendors were selling corn for $8 per dozen.  

Granted it's not the 70s when you could get that many ears from a truck farmer for $1.  Still that's a shocker.

While a lot of the items sold at markets are value added products--e.g., hot sauce made from locally grown peppers, and the sauce costs more than selling raw peppers--the fact is food comes from farms.  And cost-wise, inputs, labor, taxes, it might not be enough ("Massachusetts loves its small farms. Will that be enough to save them?," Christian Science Monitor). 

BLT at Middle Child.

Farm to Table/Featuring local foods in special ways promotes the regional food system.  Farm to table is a longstanding movement where restaurants make items based on what they can source from local farms and farmers markets.  Some restaurants even have their own farms.

Middle Child in Philadelphia features for one month heirloom tomatoes grown at Philadelphia's Urban Roots Farm in BLTs--also with locally grown arugula and bread from the artisan Merzbacher’s Bakery ("Middle Child’s BLT season has arrived. This is how they prepare for the frenzy," Philadelphia Inquirer).  They also offer tomato agua fresca, tomato water ice, frozen tomato pops, and tomato martinis.  

An increasing number of bakeries are using regionally-grown harvested and milled grains, rather than standardized industrial seed varieties ("Regionalizing Michigan’s Small Grains: Highlights from the 2026 Food-grade Grains Field Day," Michigan State University).

VINE Foods, a new agricultural innovator to the market, starts its inaugural harvest of vine-ripened tomatoes on June 25, 2026 at 4451 Knight Arnold Road in Memphis.  Photo: Stu Boyd II-The Commercial Appeal

Relatedly, VINE Foods in Memphis is a small urban farm aiming to grow items that are best grown and consumed locally, like tomatoes ("VINE Foods plants roots in Memphis with innovative urban farm," Memphis Commercial Appeal).  

This is sort of what Urban Roots Farm is doing, and could be done in more places.  They also focus on the recovery and reuse of vacant lots, which is important in cities that have lost population ("Memphis-founded VINE Foods turns abandoned lots into organic produce farms," ActionNews5).

Years ago, I came across the Tomato Independence Project initiative in Treasure Valley/Boise, which now seems inactive ("Building a Better Tomato" Edible Idaho) and if you've tasted a great heirloom tomato off the vine, you know how important it is to spread the understanding of food that is not so industrialized that the flavor is gone, which is a problem with most tomatoes sold at the supermarket.  

More farming and promotion initiatives like this need to be developed throughout the country, to promote the consumption of what is otherwise highly perishable but super tasty locally grown foods.  The Dwarf Tomato Project is a national version, still at a small scale, of the TIP.

Wasatch Community Gardens in Salt Lake holds an annual "Tomato Sandwich Party." (Photo at right.)

Now, VINE Foods needs to find a restaurant partner like Middle Child.

Food needs sun and water (and other inputs) to grow | Climate change.  Crops need sun and water and other inputs to grow.  And labor to tend to the crops and then to pick them.  Bad weather can be catastrophic ("Spring’s bizarre weather caused up to $200 million in lost crops in Pa. N.J. farmers also suffered." Philadelphia Inquirer, "A late spring frost wiped out much of Utah’s tree fruit crop. Here’s what growers are selling instead," Salt Lake Tribune).  Weather is becoming much more extreme due to climate change, and the geographic areas where food can be grown are shifting in response to higher temperatures.

Weeks after December’s historic floods, water remains on Yeng Lee Cha’s farm in Snohomish. Cha says her farm experienced up to 9 feet of flooding, and the water didn’t recede for nearly two months in certain areas. The rushing water damaged farm... (Erika Schultz / The Seattle Times)

Flooding too ("WA’s Hmong farmers face floods at generational crossroads," Seattle Times).  Not just flooding, but land sinking as water is drained from underground aquifers ("Study finds California farmland is sinking shockingly fast," SFGATE).

1.  Food borne illness is a symptom of regulatory failure and the perils of large scale mass agriculture.  The media is full of reporting on cyclosporiasis associated with lettuce.  "Cyc­lospora isn’t new. Why it’s dif­fer­ent now," USA Today:

Every sum­mer, it seems, we get the same headline: a cluster of cyc­lospori­asis cases traced to fresh pro­duce, a recall, a brief wave of concern and then silence until next year. The news cov­er­age almost always frames this as a food safety story – con­tam­in­ated basil, bad lettuce, a sup­plier that slipped through the cracks.

I want to offer a dif­fer­ent dia­gnosis, because I’ve watched this exact pat­tern before, in a very dif­fer­ent dis­ease. This is a slow, envir­on­ment­ally depend­ent para­site with no capa­city to out­run a func­tion­ing sur­veil­lance sys­tem. It has no abil­ity to evolve its way past inspec­tion. It only needs one thing to spread fur­ther than it used to: for us to stop look­ing as care­fully as we once did. That’s the part of this story nobody is telling.

Import inspec­tion capa­city, pro­duce sampling at the bor­der, the state pub­lic health labor­at­or­ies run­ning whole-gen­ome sequen­cing to match an isol­ate from a sick patient to a spe­cific lot num­ber, the epi­demi­olo­gists con­vert­ing scattered case reports into a recog­nized cluster – this is the immune sys­tem pro­tect­ing our food sup­ply. And like any immune sys­tem, when you starve it of resources, you don’t get a health­ier host. You get a slower, blinder response to a threat that was always there.

Decades ago Jim Hightower wrote a book, Hard Tomatoes, Hard Times, criticizing Agricultural Colleges and their research programs designed to promote big agriculture by creating nee tools and crop seeds modified for easier picking and distribution over great distances rather than for nutrition and flavor.

Who knew that one of the outcomes of Big Agriculture/Big Farming could be Big Diarrhea.

Trading farm futures on your phone.

2.  Tariffs, foreign policy fights, etc.  Many farmers have lost access to markets because of tariffs or responses to US foreign policy ("Already under financial pressure, farmers squeezed further by tariffs and Iran war," PBS).  

Plus the Iran War has impacted the production of fertilizer inputs and the transport of fertilizer using the Strait of Hormuz ("The Iran War threatened a food crisis. The next Gulf conflict could do the same," Reuters).

... another reason why many farmers are active in buying and selling futures.  Or going bankrupt ("Minnesota bankruptcies rise as a ‘perfect storm’ of challenges roils farm country," MinnPost).

3.  Farming is hard work and its hard to convince younger people to take it up ( "Why The Kids Won't Farm," New York Times).

4.  Food science and technology.  Growing food involves scientific research ("Her Lab Worked to Future-Proof Fruits and Vegetables," New York Times), some of which the US under the Trump Administration doesn't want to fund anymore.  Some favor large scale production--industrial food--others don't ("Stop Worrying, and Learn to Love Industrial Food,," and "What Our Industrial Food System Can't Do," NYT).

5.  Food as intellectual property/Big corporations and massive supply chains.  As seeds beome patented, problems are created for farmers, including if they aren't licensed ("A California farmer is giving away tons of nectarines that he’s not allowed to sell" AP).  

Driscoll's has shifted from being a large farming operation to a massive "systems integrator" operating across the globe to make strawberries available every month of the year ("Why Are Berries Everywhere, in Every Season? Driscoll’s," NYT).

A fire burns piles of grapevines and stakes after they were ripped out at Sarmento Vineyard. Photo: Nic Coury for The New York Times

6.  Big farmers are less flexible with major changes in conditions.  For example, because people are buying fewer canned peaches, Del Monte is closing canneries and peach orchards need new markets (s ("California farmers must destroy 420,000 peach trees after Del Monte closes its canneries and cancels more than $550 million in long-term contracts," Fortune Magazine).  

As people drink less alcohol, including wine, more vineyards are shutting down ("Sales Are So Low, California Wineries Are Burning Their Vineyards," NYT).

7.  Right to repair.  Like with the concept of food as intellectual property, farm equipment has become much more technologically complex, full of electronics and sensors and connections to data systems and services that make recommendations on how to plow particularly plots, how much seed and fertilizer, etc.  

As equipment becomes more complex companies like John Deere had licensing agreements that prevented farmers from fixing the equipment themselves.  They had to wait for registered technicians, which can put equipment out of service for days. 

For years farmers have been fighting for the "right to repair."  They made some gains at the state level ("Colorado gave farmers the right to repair their own equipment, but Great Plains, Oklahoma farmers continue waiting," KOSU/Oklahoma Public Radio) but enacting federal legislation was impossible.  

Nevertheless, John Deere, the leading manufacturer, finally capitulated ("John Deere owners will get the right to repair their own equipment under a new FTC settlement," AP).

Farmers Andrew Cadwallader and his father David Cadwallader (front) at Waldac Farms in Salem, N.J., on Jan. 29. Tom Gralish / Staff Photographer

8.  Smaller farms need multiple revenue streams to survive.  In the past, there has been opposition to farms adding event spaces and agritourism accommodations, new types of facilities,  

There was a dairy selling ice cream issue years ago in Baltimore County, selling out to housing developers, now solar and wind farms, which some farms aim to add to increase and stabilize revenues.  

Boston Globe photo.

Salem, Pennsylvania wouldn't allow a dairy farm to add solar panel electricity generation to add revenue ("Will this Salem County town love its last dairy farm to death?," Philadelphia Inquirer).  So they got rid of their cows.  From the article: 

The future of a family farm in rural Salem County was at stake, and after multiple meetings and hours of presentations, questions, pleas, and complaints, a local planning board was set to vote.

Before the vote, one longtime resident of Mannington Township came to the podium with a warning. In preparation for this crowded, mid-March meeting, Alice Waddington, 98, said she’d made a list of dairy farms she remembered from her decades in the little town.

At one time, she said, there were close to a dozen. “There’s only one farm left milking cows,” Waddington told the board, “and that’s the Cadwalladers.”

In Vermont, farmers are fighting similar kinds of restrictions ("A rural rebellion in Vermont is on the verge of unlikely success," Boston Globe).

9.  Some farmers are making more money off social media than farming ("The Family Farmers Making More From Clicks Than Crops," Wall Street Journal).  This is led by younger generations of the family.

Climate change makes "ordinary living" a lot more risky

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This is mostly "old" writing that was in the draft folder, from 2022.

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Remember those Parkay Margarine ads? "You can't fool Mother Nature."

1.  Waterfront development.  The New York Times asks why are we still building on waterfronts, given sea level rise ("Why Is New York Still Building on the Waterfront?").  I have to admit I push waterfront based revitalization initiatives and don't always think about this.

The answer: people want to live on the water and it makes money.

Ricardo Arduengo/AFP via Getty Images. An aerial image shows the only access to the Matlacha neighborhood destroyed in the aftermath of Hurricane Ian in Fort Myers, Fla., on Sept. 30, 2022.

2.  Hurricane and Superstorm prone areas.  Florida.  The Times reports that many people can't afford to rebuild in the face of Hurricane Ian.  

And Florida actually improved its building codes, making them stronger in dealing with the effects of hurricanes, albeit that was when the state was run by Democrats ("South Florida, Tulsa, and Santa Fe as examples of regulatory success and Texas as an example of regulatory failure").  The problem is that as hurricanes become more powerful, those building codes need to be extended across the state.

-- To Save America's Coasts, Don't Always Rebuild Them"
-- "Rethinking Building in Storm-Prone Areas"
-- "Three Ways to Build Back Smarter After Hurricane Ian"
-- "Hurricane Ian's Financial Toll Threatens Florida's Real Estate Market"

3.  Casualty insurance.  Plus, most for profit insurers are leaving Florida, leaving the property insurance market to a state owned insurer of last resort, which can never be capitalized to the rate necessary to cover likely risks ("Will 2022 bring the collapse of the Florida homeowners insurance market?," Bankrate).

... I used to get angry when a person involved in selling insurance argued against creating historic districts in DC because the houses wouldn't be able to get insurance.  I would say, "what about Georgetown, Dupont Circle, Capitol Hill, etc.?"

But it would definitely be a lot higher if there were regular risks from weather. 

New York City.  The Times reports, "‘If We Wait, People Will Die’: New Yorkers Still Fend for Themselves in Storms," on how residents in Greater New York are taking steps to protect themselves in the face of severe rains, flooding, Superstorms, Hurricanes, etc. Especially as the effects are not limited to those abutting rivers and waterfronts.  From the article:

Whatever lessons had been learned after Sandy, which brutalized the area with storm surges, coastal flooding and widespread power outages, they didn’t prepare people for the storm risk that Hurricane Ida exposed: flash floods intensified by climate change, and aging sewage systems that cannot absorb storm water fast enough. In the aftermath of Ida, policymakers are still grappling with blind spots in their post-Sandy recovery plans, and homeowners and renters are wondering what, if anything, they can do to protect themselves from rapidly deteriorating conditions. ...

“Our structures are a lot more vulnerable than we thought,” said Eric Klinenberg, a sociology professor and the director of the Institute for Public Knowledge at New York University. “The challenge is more extensive than we recognized, it’s going to cost more than we budgeted, and it’s more urgent than we expected.”

In hindsight, Sandy stands as a book end — the beginning of an era of stronger and deadlier storms, capped a year ago by Ida, a Category 4 hurricane that managed to catch people unaware after making landfall days earlier in Louisiana.

 (We had to add a second sump pump to our DC house, after the terrible rain event a couple years ago, where as much as 5 inches of rain fell in less than an hour in Northwest DC and Montgomery County.  Our area is a little worse because there's an undergrounded creek which leads to a high water table.)

Also see "The Disaster to Come: New York’s Next Superstorm," NYT.

4.  Emergency management failures in Lee County, Florida led to more than 100 deaths ("Facing a Dire Storm Forecast in Florida, Officials Delayed Evacuation" and "Vulnerable and Trapped: A Look at Those Lost in Hurricane Ian," New York Times). "Thanks DeSantis."

Aerial view of the flooding of the Guadalupe River near Kerrville, Texas, on Saturday July 5th, 2025. Photo via U.S. Coast Guard/UPI

5.  Speaking of "if we wait, we will die," that's what happened in Texas earlier this year, with river flooding ("Why Texas Hill Country, where a devastating flood killed more than 135 people, is one of the deadliest places in the US for flash flooding," The Conversation, "24 dead in Texas floods and more than 20 children missing from a girls summer camp," AP).  

Despite past experience with bad flooding, local authorities punted on funding emergency warning systems, partly because they didn't want to spend the money, even with grants as part of the funding mix.  Emergency siren systems are more effective in the middle of the night when people are mostly asleep, and when the flooding happened ("Texas state leaders call for more sirens, flood gauges and mitigation efforts," Texas Tribune).

6.  Wildfire.  Oregonians aren't happy about having to cover the cost of wildfire risk ("Oregon tried to inform residents about wildfire risk. The backlash was explosive," Grist Magazine). From the article:

Last summer, after a series of devastating wildfires, the Oregon state legislature passed a sweeping bipartisan bill to protect against future blazes. The law unlocked money to develop new building codes in vulnerable areas and help residents who wanted to fireproof their homes. It reached the governor’s desk with support from Portland-area Democrats and rural Republicans alike.

Before state officials could implement the new regulations, though, they needed to figure out which areas faced the greatest fire danger. For this reason, the bill required the state forestry department to create a comprehensive wildfire risk map within a year, assigning a risk score to every household in the state. The forestry department finished the map right on time in June. It then mailed a letter to every homeowner who was in a high-risk zone, alerting them that new regulations would be coming soon.

The first version of the Oregon Wildfire Risk Explorer map, published earlier this year. The state retracted the map after public outcry. Oregon Wildfire Risk Explorer

This seemingly anodyne mapping measure produced a frenzy of backlash from every corner of the state. Hundreds of residents showed up at public meetings to berate state officials for designating their homes high risk, and hundreds more wrote in to contest their risk status. Many argued that the state was going to make their insurance more expensive and their property less valuable.

The same Republican lawmakers who had supported the wildfire bill then pounced on the map as an example of state overreach. In early August, the state caved and withdrew the map, vowing to spend another year gathering feedback before releasing a final version. In a tight race for state governor that will be decided next week, the Democratic candidate has distanced herself from the old version of the risk assessment, saying the revision “must address concerns from property owners.”

Like covid, fire pretty much ignores politics.

In Washington State, given federal cutbacks to the US Forest Service and Federal Emergency Management Administration, more wildfires are expected ("WA’s wildfire future: More volatile forests amid slashed budgets," Seattle Times). 

In 2019, Texas paid for billboards in California making fun of electricity shortages in the summer.

7.  Electricity.  With extreme cold and extreme heat, electricity demands are now high throughout the year, rather than peaking and dropping, with demand approaching the edge of capacity.

Supply failures are increasingly likely because of increased demand by Internet data centers ("AI Data Centers Are Sending Power Bills Soaring," Bloomberg, "Big Tech’s A.I. Data Centers Are Driving Up Electricity Bills for Everyone," New York Times, blog entry, "Data centers").

Hundreds of people died in Texas in 2021 because of utility failures in winter ("Talk and lying versus doing: The electricity crisis in Texas is produced by state regulatory failure").  And it turned out that when electricity fails, so do water systems, furthering the negative impacts of the failures.

Drought and power generation.  Note that in the West, where a majority of federal dams generating electricity are located, drought is making it tougher for the dams to be able to generate electricity in the face of water levels dropping below water entranceways for the generating systems ("Lake Powell forecasts show hydropower generation is at risk next year as water levels drop," Colorado Sun).

8.  Extreme heat and deaths.  Communities in hot regions are experiencing a lot more heat-related deaths in the summer, as a result of extreme temperatures having disproportionate effects on those of lesser means. 

More cities are appointing "chief heat officers" to plan for and address the effects ("Planning for heat/climate change | Public health" and "Climate change is already here in many US communities | "Heat Officers" versus Climate Change Officers").

Columbia South Carolina has a pilot program measuring heat islands ("Scientists look for help to exactly measure Columbia’s heat," AP).

9.  Flooding and impact on stormwater and water treatment infrastructure.  Rain events are a lot stronger than they were when most communities built their stormwater capture infrastructure.  Now it is common for the piping to be overwhelmed during storms.  

In 2022, rain-related flooding overwhelmed the water treatment infrastructure in Jackson, Mississippi ("EPA determines water in Jackson, Mississippi, is safe to drink two months after treatment plant failure," CNN), calling attention to how racism leads to underfunding of urban needs, but also the reality that there are billions of dollars in unfunded needs for improvements to existing sewer, stormwater, and water treatment infrastructure.

A man rides his motorcycle through a flooded street in the Melrose Park neighborhood in Fort Lauderdale on Friday. (Carline Jean/South Florida Sun Sentinel)

Last Friday, the Fort Lauderdale Sun-Sentinel reported on high-tide induced flooding there ("Heavy rain during high tide swamps Broward roads ahead of weekend cold front").

Residents on the west side of Salt Lake City were flooded out a couple weeks ago, after the strongest rain event in 120 years--rain also made entry into the foundation wall of our bedroom ("The Oct. 4 rainstorm is just one example of the severe weather in our future," Salt Lake Tribune, "Salt Lake City mayor issues emergency declaration in response to weekend flooding," KSL-TV).

People clean up on Sunday, after Saturday’s historic rain caused significant flooding in a Rose Park neighborhood. Salt Lake City Mayor Erin Mendenhall declared a state of emergency over the flooding late Monday. Wesley Barton, KSL-TV

10. Systems of local government finance, created when the US was growing, are hard pressed to meet demands for new infrastructure needs induced by climate change ("The real lesson from Flint is about municipal finance," 2016).

Public Power week: October 5-11 | Let's think more broadly about utility issues

This week is Public Power Week, calling attention to public power producers (federal dams) and local utilities in electricity (and sometimes gas) that are owned by the local government.  The webpage calls these "community owned utilities."  

-- promotional resources

The American Public Power Association doesn't represent public water utilities (although some local governments are exploring the possibility of harnessing energy from temperature-controlled water streams).

October is also National Energy Awareness Month ("October is National Energy Awareness Month," 2021).

Roots in the rural electrification movement.  Public power organizations grew out of the Rural Electrification movement in the 1930s.  

Since outside of center cities it was rural, some public power utilities exist on the outskirts of cities, like the Southern Maryland Electric Cooperative in Suburban Maryland.  

The ones, like SMEC, that buy electricity from traditional sources just like "investor owned" utilities, don't have a lot of pricing discount compared to those based on hydroelectric power sources.

Community power boards.  Interestingly, with the TVA, many of the communities have community owned utilities, called Electric Power Boards, although TVA like other federal dams, sell power to both for profit and non profit utilities.

Some, like the EPB in Chattanooga, sell cable and Internet services--they did this because they needed an Internet backbone to run their system of smart meters, and made it more robust and a separate service for their customers.  It's an economic development tool ("Chattanooga, Tenn., Makes Economic Case for Municipal Broadband," Government Technology, "The Infrastructure Success Story in Chattanooga," American Prospect) as well.

Drought and power generation.  Note that in the West, where a majority of federal dams generating electricity are located, drought is making it tougher for the dams to be able to generate electricity in the face of water levels dropping below water entranceways for the generating systems ("Lake Powell forecasts show hydropower generation is at risk next year as water levels drop," Colorado Sun).

Local governments want to buy out investor owned utilities.  Some municipalities like Ann Arbor ("Ann Arbor residents plan ballot initiative to dump DTE and begin shifting city toward public power," Michigan Advance), or previously Montgomery County explore(d) taking over electricity services but the cost of buying out the utility is too high.  

-- "Publicly-owned utilities as a way to move sustainable energy policy and practice forward + better operation," 2020

Already in Ann Arbor, the city "sustainable energy utility"--other cities have them too, like DC, is working to build a parallel system to DTE ("Ann Arbor’s sustainable energy utility aims to build the electric power grid of the future − alongside the old one," The Conversation).

The city, with voters’ strong support, is launching its own sustainable energy utility. This new utility won’t replace DTE Energy, the local investor-owned power company, or even use DTE’s wires.

Instead, Ann Arbor will slowly build out a whole new modern power system, starting with installing rooftop solar and battery storage and reducing energy usage in individual homes and businesses whose owners opt in. The city then plans to expand by connecting homes and neighborhoods into microgrids and by using community solar and networked geothermal to allow broader access to clean energy.

When their multi-state utility went bankrupt, the City of Portland tried to buy the city electric utility infrastructure but were denied by the Bankruptcy Court.

LA has a municipal power authority, while San Diego has the capability to do it, but keeps selling franchise rights to San Diego Gas & Electric.  While not cheap either, LA's electricity costs are significantly less than SDGE.

Should California buy PGE.  Because of the wildfire issue, it's even been suggested that the State of California should buy and operate Pacific Gas & Electric, to get them focused on service, and hardening, not just generating profits ("Let’s end the devastation by making PG&E public," San Francisco Chronicle).  Regardless, the Wall Street Journal, "Here are 5 fixes for PG&E," suggests fixes:

1. Stop running equipment til it breaks [and only then replacing it].
2. Use predictive tools to assess risk.
3. Regulate utility safety separate from rates.
4. Manage forests more aggressively.
5. Threaten PG&E's monopoly franchise.

Utility costs are rising.  While not directly a part of the Public Power Week promotion, it should be part of National Energy Awareness Month and provides an interesting opportunity to think about that state of utility costs--electricity and gas--in the US.  Because most markets are profit driven and prices are based on international and national pricing systems, prices are going up.

Over the past 15 years, many companies switched from coal to natural gas because prices were cheaper.  This has combined with increased solar and wind energy to keep prices down, until recently.

But now that international systems for selling and delivering natural gas have been developed, US electricity costs are trending higher, because utilities have many more competitors ("Fracking didn't drive down PA energy bills. What happened?," Spotlight PA).

The Trump Administration is addicted to fossil fuels.  One reason is because the Trump Administration is deliberately de-supporting cheaper forms of electricity generated by solar and wind power ("Trump’s hatred for renewables means the US is falling behind the rest of the world," Guardian, "Puerto Rico’s rooftop solar boom is strengthening grid resilience — why is a federal board trying to stop it?," UtilityDive, "New Report Examines Fossil Fuel Ties of Dozens of Trump Administration Hires," Inside Climate News, "The Trump administration's war on wind & renewable energy," KALW/NPR).

It's also de-funding a wide range of clean energy programs ("US green energy forecast cut by half under Trump despite global surge in solar and win" Financial Times).  From the article:

The IEA said a major factor in the US downgrade was President Trump’s One Big Beautiful Bill Act, which has sped up the end of tax credits for green developments. Permits for wind and solar projects on federal land or waters have also been suspended.

“With the pushing forward of deadlines, renewable capacity additions are now projected to peak in 2027, then decline in 2028 and remain stable through 2030,” the IEA said. 

Doubling back on "conservative fuels/a conservative economy" [I read about this idea recently but I can't find the citation--that for example fossil fuels are conservative and renewable energy sources progressive) reduces US economic competitiveness and resiliency.

Focusing on coal, to some extent oil, and the revived interest in nuclear power ("The New Nuclear Age: Why the World Is Rethinking Atomic Power," Goldman Sachs, "Trump dreams of nuclear as he axes grid projects," Politico) will only increase rates. 

Conservative state action against "progressive power" is an increasing problem as well ("Blaming the Wind for the Mess in Texas Is Painfully Absurd," New Yorker, "With Federal Support for Wind and Solar Waning, States Are Trying to Push Policy Through on Their Own," Inside Climate News

Other issues are:

• strengthening the transmission grid for more resilience in the face of more violent weather ("Building a more climate resistant grid," NRDC, "Three Ways to Prevent Our Next Massive Power Failure," Mother Jones).
• the increased demand for electricity from electric vehicles, although there is the counter-argument that EVs can serve as "batteries" to provide back up power ("The Truth About Electric Vehicles and the Grid: Strengthening—Not Straining—Our Energy Future," NRDC).
• the increased demand for electricity from data centers and AI ("Data centers," 2025),
• that regulatory cost systems for electricity infrastructure push a lot of the cost of servicing data centers on residences ("AI Data Centers Are Sending Power Bills Soaring," Bloomberg, "Big Tech’s A.I. Data Centers Are Driving Up Electricity Bills for Everyone," New York Times).
• continued public opposition to large scale renewable energy projects "in their backyard" ("Nearly all 50 states face local opposition to renewable projects, report finds," Factor This).
• weatherization and electrification household improvement programs to reduce energy demand ("Local neighborhood stabilization programs: Part 5 | Adding energy conservation programs, with the PUSH Buffalo Green Development Zone as a model," 2021). 

Railroad mergers are driven by stagnation in demand | Why not focus on increasing demand?

The US has 6 "Class I" railroads after multiple mergers, two are in the West, two are in the East, two are (with some exceptions) north-south.  

Different railroads have different mixes of loads, but the decline of coal production as electricity plants shift to natural gas has really hurt.  

RRs have long since given up on short loads delivered fast enough.  That traffic has been diverted to trucks.  

Although CSX among others has invested a lot in truck-trailer/container portage ("Back on Tracks," Washington Monthly).  

Note that railroad demand is increasing, but in the context of including truck delivery, it's far less as a proportion of the total market, compare to the prime of railroading.

Over the weekend there have been reports that Union Pacific wants to buy Norfolk South, creating the first true transcontinental railroad ("UP-NS rail merger spotlights individual legacies in a legacy business," Freight Waves).

There are some proposals out there to divert trucks to rail, mostly to provide more capacity on constrained interstate freeways including I-81 in Virginia ("Why Putting Trucks on Trains to Bypass I-81 Won't Work," Heavy Duty Trucking,  Feasibility Plan for Maximum Truck to Rail Diversion in Virginia’s I-81 Corridor, VDOT) and I-70 in Colorado ("'Truck Train': Former Amtrak conductor shares plans to reduce semi-truck traffic on I-70," ABC Denver).  

From the I-81 article:

As the Roanoke Times reports, several members of the Roanoke Valley Transportation Planning Organization really liked the idea put forth by Rail Solution. The nonprofit says instead of pouring money into widening I-81, the state should double-track the Norfolk Southern rail line that runs alongside the highway to carry “through” trucks that don’t need to make a stop in the state. 

Envisioned is a service that could run the 600-mile corridor between Knoxville, Tennessee, and Harrisburg, Pennsylvania, and allow truck drivers to sleep on the train. At terminals on each end, truckers would drive their rigs onto a train with perhaps 30 truck positions, and the train would go once it reached a certain number of trucks, such as 30.

From the I-70 article:

The idea? Moving semi-trucks and other large commercial vehicles off the highway and putting them on rail lines instead. Swartzwelter and his family, like many Coloradans, enjoy going into the mountains, but are fed up with the traffic they have to deal with when traveling there. Swartzwelter said the roll-on, roll-off bridge would remove around 1,100 commercial trucks a day from I-70.

“I-70 is the biggest problem with that entire endeavor for everybody in the state,” he said. “Congestion and the danger of accidents, and then sometimes the highway itself is just closed.”

He said his idea is based on a successful European model. “Semi-truck drivers would drive their entire truck — the cab, the trailer, the whole rig — right onto a flatbed train," he explained. "That train would then traverse the mountains, and then the driver would be in a sleeping car up at the front of the train. At the end of the trip, the driver would get out fully rested, climb back into his truck or her truck, and continue on."

This would also address the shortage of truck drivers, even as the industry is shrinking too.

Freight Rail webpage, Federal Railroad Administration

Other freeway corridors like I-95 or I-15 probably have a similar profile that supports truck diversion.

The other is to ensure that when appropriate industrial businesses can still be served by the big railroads assisted by short line operations--even when car volumes are low transportation demand management requirements might make it efficacious.  This means industrial parks, logistics hubs, warehouse districts etc. ("This logistics hub plan is a huge win for the Illinois economy," Crain's Chicago Business).

Related to the connecting industrial businesses to railroads point is building to transit to serve new urban neighborhoods ("More than 100,000 people are expected to move into this new Toronto neighbourhood. So why is there still no transit line?," Toronto Star).

In any case, mergers approved going forward should have significant transportation demand management requirements, like the ones suggested here, the Chicago railroad decongestion initiative, etc.  

It should also include better support of passenger rail service.  The expansive powers given to railroads through federal franchises, at the time, was also based on railroads providing necessary travel services, which have since been offloaded to Amtrak and local rail passenger services.

Government failure in Texas: electricity generation in extreme cold weather (reprint)

The Guardian has a story, "Texans brace for freezing weather in hopes storm won’t be repeat of 2021," about how the forecasted severe cold weather potentially threatens electricity generation in Texas, because the state hasn't moved that quickly to add resilience to their system, despite hundreds dying and billions of dollars of damage just last year.

They just don't seem to have a bias for action.  

Similarly, Republicans in Florida are dealing with the insurance repercussions of extreme weather in Florida, because most property casualty firms are abandoning the state, leaving the market to the state captive insurance firm, which is underfunded ("Why Republicans are coughing up billions of dollars to save Florida’s insurance market," Grist).  From the article:

In the three months since Hurricane Ian struck Florida, the state’s fragile property insurance market has been teetering on the brink of collapse. The historic storm caused over $50 billion in damage, more than any disaster in U.S. history other than Hurricane Katrina. It also dealt a body blow to an industry that was already struggling to stay standing: Several insurance companies had already collapsed this year even before the hurricane, and major funders are now poised to abandon those that remain.

In recognition of this crisis, Florida Governor Ron DeSantis convened the state’s Republican-controlled legislature last week for a special session devoted to stabilizing the insurance market. In a matter of days, lawmakers passed a package of bills aimed at doing so. The package includes bills that will cut down on litigation and fraudulent claims that raise costs for insurers, but it also provides insurance companies with a $1 billion public subsidy to help them stay afloat next year. That’s on top of another $2 billion the legislature rolled out earlier this year.

I am naive in believing that acting in advance of the potential for failure is better than acting afterwards.

This is a reprint from last year:

Annual household energy resilience planning: a new imperative?

For the past 10+ years, in December, I usually publish an entry on winter weather and "maintenance of way" for pedestrians, bicyclists, and transit, as most snow clearance planning and practice prioritizes motor vehicles.

-- "Snow, winter and the Sustainable Mobility City," 2019 (includes links to many previous entries)

While there is a fair amount of writing about how many households are installing generators in places where the electricity system is likely to fail, I haven't been in a situation, either in DC or Salt Lake, where utility interruption is a frequent occurrence, therefore the cost isn't justified.

But we all know what happened in Texas last February, a record cold snap, and the state's regulatory regime's failure to require winter hardening for critical supply and transmission infrastructure, in particular natural gas, led to massive failures across the state, blackouts, water system failure, and many hundreds of deaths.

-- "Talk and lying versus doing: The electricity crisis in Texas is produced by state regulatory failure"
-- Cold wave: the Texas power debacle disproportionately impacts the less well off"
-- "It's not rocket science: 10 ways to fix the Texas power grid, according to experts (From the Houston Chronicle)"
-- "October is National Energy Awareness Month"

In response, mostly the State of Texas has done very little to mandate system hardening, even though the Federal Energy Regulatory Commission once again has recommended that they do so, just as they did after a similar but less deadly event in 2011 ("Feds call for more regulation of Texas power grid, natural gas industry," Austin American-Statesman).

So what's up for Texans this winter?

The Dallas Morning News reports ("ERCOT report says Texans face steep shortfalls in power capacity if extreme event hits this winter") that the state energy coordination ERCOT, is warning Texas residents that the state is still vulnerable to catastrophic utility interruptions, if this winter is particularly cold.

Texas’ grid operator on Friday released its predictions for peak electricity use in Texas for this winter that showed steep shortfalls in power capacity in an extreme event, despite not accounting for February’s deadly freeze. 

ERCOT’s power demand projection known as the Seasonal Assessment of Resource Adequacy was already facing criticism for using data that did not account for climate change and did not take into account weather and outage data from February’s deadly winter storm. 

The main failure of the report, according to Texas A&M University professor Andrew Dessler, is that the Electric Reliability Council of Texas based projections of extreme demand on the 2011 winter event that left wide swaths of North Texas without power. 

Dessler, an atmospheric sciences professor, said the report shows that Texans have around a one-in-10 chance of seeing weather-related power outages this winter. “One in 10 years seems to me to be not a great worst-case scenario,” Dessler said. “That means that there’s a 10% chance we’re going to do worse than that.”

It's definitely criminal that the State Legislature, Governor, and regulatory authorities have basically done nothing in response to February's crisis, which also affected states outside of Texas, because they were dependent on natural gas supplies from Texas.

This means that residents that can afford it are likely to install generators ("Facing power grid anxiety, Texans are buying generators and bracing for blackouts," San Antonio Report), install converters if they have solar power systems, and buy vehicles, like the Ford F-150 truck, which if you buy the special electricity generation package can power their houses in case the utility distribution system fails, although it still needs gasoline ("Texas man uses new 2021 Ford F-150 to heat home, power appliances during blackout," Detroit Free Press).

But what about the people without the means to protect themselves by buying large stocks of water and generators?

And in any case, if water systems fail because of power interruptions, people will have to store large supplies of water as well.

======

States that frequently experience winter cold have long since weatherized their electricity generation systems.  It's the southern states, that before climate change became as serious as it has didn't worry much about "cold snaps," that haven't done this.  It's particularly important in Texas, since it is such a large energy producer.  When systems fail there, they don't just effect Texas, but all the other states that rely on Texas energy production.

 

Uber: criminal?

Uber app (many years ago).

Ride hailing has never really made sense as a business.  The people who serve as taxi drivers tend to have limited work choices which is why they did/do type of work.

It wasn't particularly remunerative but it paid the bills.  But the costs (car, gas, labor, maintenance) were expensive enough that it wasn't a good competitor to public transit.

Uber (and Lyft and others) inserted themselves (intermediaries) between rider and driver to capture a significant portion of the transaction. Making it even less profitable for drivers.

And they lowered the ostensible cost of the trip through venture capital subsidization, driving traditional taxi companies out of business. 

Making it easier for them to reduce reimbursement rates to drivers, who had few alternatives since local providers were now out of business.

These firms evaded regulation, but were able to mobilize their customers as advocates and pay for campaigns to support what they were doing, making it difficult for elected and appointed officials to challenge their narrative.  (If they even had the understanding to be able to do so, they'd lose. Mostly.)

And they did this at the expense of the success of public transit as well as adding to traffic and congestion even while arguing they did the opposite.

124,000 files from Uber were leaked to the Guardian and they found that "Uber broke laws, duped police and secretly lobbied governments, leak reveals."

It's merely proof for what I had been writing on and off for years.

-- "Misunderstanding Uber, Taxi regulation and what we might call the "Overground Economy"," 2013
-- "App based ride services and creative destruction and plain old destruction," 2014
-- "The false promise of ride hailing as a pro-city transportation mode," 2018
-- "What a terrible idea: deregulating taxi fares in DC for mobile-based hails," 2014
-- "Taxi fares in DC and not planning," 2011
-- "DC and taxis: need for a comprehensive plan,"2012
-- "Taxis," 2011

Although one thing that was brilliant from ride hailing was the creation of a unified (inter/)national mass market for "taxi" type trips.  

Before the rise of the app you had to know who was the taxi provider in every city and contact them to get a ride, unless you hailed a cab on the street or went to a taxi stand. Plus, without an app it was more sticky and less efficient.

The app even built in payment capabilities.  No more finding cash or using your credit or debit card.  It was all built in.

With Uber and Lyft, one app worked not only across the US, but in most countries across the globe.

Hailo had an office in the U Street district of DC.

A startup called Hailo tried to do this for taxi companies independently of firms like Uber, but they didn't have the capital and ability to compete--plus many taxi companies were technologically laggard and didn't understand they ought to jump on the Hailo bandwagon.  

Hailo didn't last long ("Hailo Shuts Down: How Taxi Drivers Sabotaged a Golden Opportunity and Handed Uber and Lyft the Keys," Frommers, 2014).

That's the advantage of "disruptive innovation," you just do it, rather than trying to convince existing firms to join up.

Guardian has many stories based on the leaked documents.

-- "The Uber Files" 

Traffic safety

I get frustrated when reading about pedestrian and bicycle injuries and deaths because there are good evaluation program, PEDSAFE and BIKESAFE, for analyzing accidents and determining if structural-urban design changes are in order.

 

Many communities seem to lack systematic review procedures for accidents ("crashes"), lack a sense of urgency to respond, nor do they have a sense of urgency to be proactive--to act when they see problems without an accident having occurred.

As I get older and my vision declines, which is an issue with night driving in particular, I am more conscious that:

• signage on buildings is less readable because of the "small" type, day or night
  
• street and road signs are less readable because of the small type (fortunately sign shape is another way of communicating)
• street and road signs are less readable because of low light, so lighted street signs are a plus
• house address numbers are usually poorly lit at night, but badly placed and difficult to find and read even in the day time. 

There are a couple of interesting articles on traffic safety that touch on some of these issues.

1.  Stop signs.  Laguna Woods, California, home to if not the first, one of the first, large retirement communities, is going to test lighted stop signs because they have a lot of stop sign violations ("Laguna Woods may replace 21 stop signs with flashing ones ," Orange County Register).  From the article:

The Golden Rain Foundation last week discussed a proposal to replace 21 stop signs throughout Laguna Woods Village. The new signs would feature red solar-powered, flashing LED lights...

“The reason for this truly is to gain higher visibility (for drivers),” Director of Security Services Eric Nunez said during a regular meeting of the board June 7.  According to a staff report, traffic specialists wrote about 500 stop sign violations in 2021.

Intersections that would get the new stop signs would be monitored over the course of six months to measure effectiveness, like a pilot program, Nunez said.

The proposed program covers only about 10% of the stop signs in the community, estimated at about 250, he added. Director Debbie Dotson agreed that the new signs were necessary.

“We don’t need a fatality to show us that we need (this program),” she said.

I think this is noteworthy because it's an instance of using data to identify and respond to problems.

One of my big issues with Vision Zero/Towards Zero Deaths programs is that they don't seem to be particularly data focused and action driven, even though that is the whole point. 

--  "Revisiting Vision Zero in DC and NYC ," 2021

Do we really need fatalities to know that crosswalks need to be repainted or created or stop signs installed?  

In August 2010, a light-rail train struck a pickup that was making a left turn across the tracks at Martin Luther King Jr. Way South and South Dawson Street in Seattle. The pickup ended up wedged against a railing. (Steve Ringman / The Seattle Times)

2.  Light rail trains.  Seattle is concerned about the number of crashes involving light rail trains, where about 90% of the incidents are determined to be the fault of pedestrians, cyclists, and motor vehicle operators ("Seattle’s most dangerous light-rail stretch — and how to make it safer ," Seattle Times).  

They are analyzing the data in a systematic way, like the PEDSAFE/BIKESAFE systems, and beginning to develop systematic responses in an attempt to reduce incidents.

Although some of the issues are age (declining reaction time), and unfamiliarity with traffic that mixes light rail vehicles with motor vehicles.

3.  Brightline railroad/South Florida.  Brightline is a private limited express train operating between Miami and Palm Beach, with plans to extend the service to Orlando and points in between, as possibly further west to Tampa.

There have been many deaths ("After 57 deaths, Brightline in Florida pleads with people to stop dangerous crossings," Tampa Bay Times).  From the article:

Tuesday night’s death was the ninth involving Florida’s privately owned passenger railroad since it resumed operations in November after an 18-month shutdown caused by the COVID-19 pandemic. It’s the 57th since Brightline began test runs in 2017, giving it the worst per-mile fatality rate in the nation, according to an ongoing Associated Press analysis that began in 2019.

Investigators found none of the deaths were the railroad’s fault, determining that many were suicides or drivers or pedestrians trying to beat the trains. The trains travel up to 79 mph through densely populated urban and suburban areas along about 70 miles of track between Miami and West Palm Beach that it shares with the Florida East Coast freight line. 

According to the Associated Press, Brightline is the most dangerous passenger railroad in the country in terms of crashes and deaths.  Regulatory authorities are stepping in ("Higher-speed train safety on agenda of Florida officials," AP). 

 I wonder if for profit firms are less inclined to be focused on this as an issue, even though the regulatory requirements for safety are quite high ("Brightline, Florida seek funds for grade-crossing safety projects," Trains Magazine).

According to a video of a crash, it appears that the gates have gaps.  And while I appreciate the proposed improvement project, obviously Brightline and Florida and federal regulators should have planned better/anticipated that there would be significant problems, and upgraded the crossings to begin with.

4.  TRAX light rail and railroad crossings at grade, Salt Lake Valley.  One thing I find very interesting with the street crossing bars where light rail tracks cross the street is that there is no gap between the two bars.  Such gaps usually "encourage" people to try to make it through, often unsuccessfully.

Freight and commuter railroad crossings use the same system.  This crossing at 2100 South is used by Union Pacific freight trains and FrontRunner commuter rail.

Although the pedestrian crossings, of "maze" gates, aren't close-able, and there have been some pedestrian and bicycle related deaths at TRAX crossings as a result.