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New York’s bike share gets a new new new new new launch date

New York’s bike share gets a new new new new new launch date

New York City’s bike-share program — originally slated for late summer, then this fall, then some point next year, then who-knows-when-because-Sandy — will be launched in May of 2013. If you believe the city, which you shouldn’t, based on its prior track record.

D.C.’s version of the bike share, which made launching one look deceptively easy.

Here’s what the plan is this time, according to The New York Times:

In August, the city said the program would initially feature 7,000 bikes at 420 stations by March, then expand to 10,000 bikes and 600 stations by this summer.

Now, the plan is to have at least 5,500 bikes at 293 stations by May. There is no timeline for the program to expand to 10,000 bikes. …

[City transportation commissioner Janette] Sadik-Khan said “we still remain committed” to expanding the program to 10,000 bikes, but she said she was unsure when that might happen.

My guess: no time soon! My sympathies to Ms. Sadik-Khan, however, for constantly having to update her talking points on why the bike share isn’t yet in place.

Anyway, no need to rush. Who would ever need a bike in a city with public transit that always works flawlessly and in which there’s never any problem getting fuel?

Intrade, the online, bet-on-anything-you-want market, isn’t yet taking bets on when New York’s bike share will go live. If a market appears there, a bit of investment advice: go short.

Source

Newly Delayed Bike Share Program Is Now to Begin in May, New York Times

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China’s going greener, even if it means flattening 700 mountains

China’s going greener, even if it means flattening 700 mountains

China’s economic growth may be slowing for the first time in decades, but its air pollution is still going gangbusters. The city air is choked with fine particulates, and experts are projecting 3.6 million global deaths due to air pollution by 2050, many of them in China. The country announced this week it would be investing $56 billion in cleaning that up over the next three years, in part to appease, as Reuters reports, “increasingly prosperous urban residents.”

AdamCohn

Henry Paulson, the former Goldman Sachs CEO and treasury secretary who became the face of the 2008 economic collapse, has some advice for this newly struggling China. Paulson says the country’s potential “is stifled by traffic and pollution.” From The New York Times:

By adopting a new approach to urbanization, its leaders can assure more balanced investment, address a major source of debt, achieve a consumption windfall and clean up the country’s environment. Otherwise, China’s economic and environmental problems will worsen, with vast implications for the rest of the world …

A flawed system of municipal finance is driving debt, corruption and dissent, while unsustainable urban planning has yielded polluted cities that are destroying China’s ecosystem. Yet China’s future requires continued urbanization, which, absent a new approach, will only make the problem worse.

Cities can, however, be part of the solution: better urban policies can put China on a healthier path forward, economically and environmentally.

Hey, you know what sounds like a better urban policy to me? Destroying 700 mountains! From The Guardian:

In what is being billed as the largest “mountain-moving project” in Chinese history, one of China’s biggest construction firms will spend £2.2bn to flatten 700 mountains around Lanzhou, allowing development authorities to build a new metropolis on the northwestern city’s far-flung outskirts …

The first stage of the mountain-flattening initiative, which was first reported on Tuesday by the China Economic Weekly magazine, began in late October and will eventually enable a new urban district almost 10 square miles in size to be built.

Yes, of course. This city is so dirty — let’s make it bigger!

Lanzhou, home to 3.6 million people alongside the silty Yellow River, already has major environmental concerns. Last year, the World Health Organisation named it the city with the worst air pollution in China. The city’s main industries include textiles, fertiliser production and metallurgy.

Liu Fuyuan, a former high-level official at the country’s National Development and Reform Commission, told China Economic Weekly that the project was unsuitable because Lanzhou is frequently listed as among China’s most chronically water-scarce municipalities. “The most important thing is to gather people in places where there is water,” he said.

Where once there were 700 mountains and no water, there shall now be this megalopolis. Wait through the ad on this video and you will be graced with the Lanzhou developer’s vision for this future city, from trees to light rail to oil refinery. I’m not sure if I am supposed to excited or so, so scared.

Yeah, I’m gonna go with scared.

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NYC Mayor Bloomberg calls for climate preparedness, reviews Sandy recovery

NYC Mayor Bloomberg calls for climate preparedness, reviews Sandy recovery

Mike Bloomberg’s tenure as mayor of New York has been bookended by disaster. The primary election that vaulted him to his position was originally scheduled for Sept. 11. And with just over a year left in his term: Sandy. This morning, in a high-profile speech, Bloomberg made his case for how New York will prepare for the next climate disaster.

The mayor’s first two terms, from 2002 to 2010, were largely defined by 9/11 and how he and the city responded. The massive increase in the reach and power of the NYPD happened under Bloomberg — as did a variety of foiled terror plots of various likelihoods and origins. Bloomberg’s mantra has been safety, how even allowing NYPD to infiltrate out-of-state mosques and run a blatantly discriminatory stop-and-frisk system is worth it because crime dropped and no bombs exploded.

In 2007, just shy of halfway through his second term, Bloomberg announced PlaNYC, a push to prepare the city for a changing climate. “We’re going to seize this opportunity,” Bloomberg said at the time, “to lead the way forward and create the first environmentally sustainable 21st-century city.” The plan moved forward without much fanfare, particularly once a signature element, congestion pricing, was killed. Nonetheless, as Bloomberg noted today (and as we’ve discussed before), the city launched a $2.4 billion green water infrastructure plan, revamped zoning, and restored wetlands.

What Sandy showed was how spotty the city’s preparation actually was, five years down the road. While large portions of New York City woke up the day after the storm, yawned, and went about their business, hundreds of thousands woke up in the dark. Thousands woke up above flooded first floors. Dozens never woke up. Today, five weeks afterward, parts of the largest, richest city in America are still dark; just blocks from the arhythmically beating heart of the world of finance, massive buildings are still not ready to be reentered.

Mike Bloomberg makes his speech.

At this morning’s event in lower Manhattan, Bloomberg joined Al Gore and Michael Brune, executive director of the Sierra Club, to outline how the city would recover from Sandy and work to prevent similar damage from happening again in the future. Held at a hotel that had been flooded during the storm by the Hudson River, which lies just across the street, the event felt like a scene from the end of a disaster movie — the celebrity mayor describing how the city would rebuild, but smarter; would again plan for the future, but wiser. “Remember: There are no panaceas or magic bullets,” Bloomberg noted, in perhaps the most elegant summary of the speech. In a city as diverse and distributed as New York, the problems and points of failure are innumerable.

Bloomberg first detailed the recovery efforts. “In our city’s long history, we’ve never had a storm like Sandy,” he said. The surge at the Battery exceeded 14 feet — something that FEMA gave a less than 1 percent chance of happening. After 2011′s Hurricane Irene, the city remapped Zone A, the area most likely to flood in a big storm. Flooded areas again far exceeded Zone A — and extended far past the areas designated as a 500-year flood zone in FEMA’s most recent map of possible flooding. It is from 1983.

In the weeks since Sandy, the Department of Sanitation removed some 350,000 tons of debris and wreckage from flooded areas. The city has provided loans to nonprofits and small businesses. A sewage treatment plant in the Rockaways was brought back online in two days, Bloomberg noted, comparing it obliquely to the facility in New Jersey that’s still not working properly. The city is assisting homeowners in finding contractors to assess and repair gas and electrical systems — all on FEMA’s tab.

Jenna Pope

But the heart of Bloomberg’s presentation was on moving forward. “We live next to the ocean, and the ocean comes with risks that we just cannot eliminate,” the mayor said. He disparaged the much-discussed idea of a seawall, but suggested that other systems — dunes and levees, for example — could be effective in lessening damage. People will be allowed to rebuild by the shore, but with flood mitigation measures in place and with revamped height restrictions to prevent buildings from being flooded. Throughout the city, cell towers will need to have backup systems that last for more than eight hours. ConEdison, the largest regional power provider, will invest $250 million in upgrades to prevent the sort of widespread blackout that is still ongoing in parts of the city.

As the push begins in earnest for funding from Washington — earlier today, the president suggested he’d seek $50 billion in relief, far less than regional leaders have sought — the mayor was deliberate in thanking the federal government for its efforts. He did, however, note that it was at times slow: The city will move ahead with its own assessment of better preparing for flooding while the Army Corps of Engineers undertakes a three-to-five-year study process.

One of the more striking aspects of this morning’s event was the tonal difference between Bloomberg and the man who introduced him, Al Gore. Gore railed against government inaction. “What will it take for the national government to wake up?” he asked.

Our democracy has been hacked. It no longer functions as it is intended to, to serve the public interests. And when the large carbon polluters and their ideological allies tell the members of Congress, they do say: how high? …

This country is the only nation that can provide global leadership. And the dysfunctional governance globally is directly related to the dysfunction of the government here, in our own country.

Perhaps because of the need for votes from those members of Congress, Bloomberg demurred from similar exhortations, even saying that “you can argue about what caused the weather to change,” but it is changing.

At one point, Bloomberg almost wistfully noted the resilience of New Yorkers and the city’s long tradition of recovery from disaster — including 9/11. Quoting former Mayor Ed Koch, “New York City is where the future comes to audition.” The mayor regularly and proudly notes how the city passed the audition posed by 9/11. But that was unforeseen, unexpected, an improv. Climate change has been a shadow approaching on the horizon that many people, including Bloomberg, have seen coming.

“We may or may not see another storm like Sandy in our lifetimes, but I don’t think it’s fair to say that we should leave it to our children to prepare for the possibility,” Bloomberg said this morning. The mayor’s legacy may very well be not how the NYPD and the FBI set up and knocked down a few Muslim men, but how he laid the groundwork for a New York that is truly prepared for climate disaster. No doubt to Bloomberg’s consternation, he only has one year left to do so.

Philip Bump writes about the news for Gristmill. He also uses Twitter a whole lot.

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Will twentysomethings head for the suburbs?

Will twentysomethings head for the suburbs?

The millennial generation stands to shape our cities for decades to come, largely because it’s so big: 86 million, compared to 77 million baby boomers. Millennials are just starting to turn 30, and middle-aged demographers are wondering how many of them will run to the suburbs like their parents and grandparents before them.

s.yume

From USA Today:

Now, cities face a new demographic reality: The young and single are aging and having children. If the pattern of the past 50 years holds, they might soon set their sights on suburbia.

“We know young people move the most,” says Richard Florida, whose book The Rise of the Creative Class published 10 years ago helped spark the wooing of young professionals to revive declining urban centers. “So capturing people early on in their lives in a metro really matters. It’s important to compete with suburbs for people once they get a little older and have children.”

The older they get, the less likely people are to live in cities, according to recent Census data. The peak age for urban living is 25 to 27, when 20% of that age group are nestled in urban centers. By the age of 41, about a quarter have moved to the suburbs.

Experts say getting cities baby-ready would entail improving schools, building housing near public transit, and expanding and improving parks. That all sounds well and good to me, but here’s the hitch: Demographers say millennials want to bring the suburbs to the city with more low-rise townhouses and single-family homes instead of apartments. So much for that density thing?

Cities are growing, but it’s still unclear just how much they’re growing compared to the ‘burbs.

Will young people move to the ‘burbs because older people before them did, or will cities be able to retain young families?

There are still plenty of young and childless professionals for cities to pursue (the youngest Millennials are in their teens), but as the oldest move to another life stage, cities face a balancing act: Provide adult fun and culture and trendy lofts, but build family-friendly homes and child care centers at the same time.

Even with all the changes cities are making, many Millennials will head to the suburbs when they start a family — but probably not as many as in previous decades, [cities guru Richard] Florida says.

“Before, 90% to 95% would’ve moved, and I would see it more as 60% or 70% now,” he says, based on research and observations. “My hunch is many will move to a close-in suburb that’s walkable, near transit.”

My hunch, as one of these mysterious, potentially ‘burb-bound millennials? There are still lots of factors that would keep us in the cities: urban job growth, rising gas prices, the collapse of the housing market, safety improvements, declining interest in cars, delayed marriage age. These could all be good news for urban areas — even if some of us still secretly want a ranch house with a picket fence.

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Bumps on the road to EV infrastructure in California

Bumps on the road to EV infrastructure in California

About a third of the electric cars in the U.S. are spinning on California roads, but the state still has much work to do to build the charging infrastructure to support them.

drwhimsy

There are about 1,000 public chargers in the state right now, and New Jersey-based NRG is poised to install 200 fast chargers and the wiring for 10,000 more regular chargers throughout the state by 2016. A fast charger can juice up a vehicle in as little as 15 minutes, while the regular kind can take hours. But building up the infrastructure isn’t simple, as KQED reports:

Still, a multitude of challenges face NRG and other charging companies, like Bay Area-based ChargePoint andEcotality. Fast chargers produce very high voltage. They require complicated permitting. And they cost upward of $40,000 each.

Right now, the financials don’t add up says NRG’s Terry O’Day.

“The public charging infrastructure is extraordinarily expensive and there aren’t enough cars right now so there isn’t an effective business model to make the investment work,” he says.

But that charging investment is vital if more Californians are going to start buying and driving electric cars.

John O’Dell, Senior Editor at Edmunds.com says for electric cars to catch on its vital to have a reliable charging network.

“Public charging infrastructure is critical to the widespread acceptance of plug-in and particularly battery electric vehicles. Because without public chargers you basically have a fairly short leash on your vehicle and you are not going to be willing to drive it long distances.”

To complicate matters, companies have developed competing charging standards. E.g., you can’t just charge your Tesla at any old charger — it has to be a proprietary Tesla charger. The CEO of one Silicon Valley charging company describes the whole situation as “somewhat of a mess.”

Still, what the state might lack in competence in makes up for in enthusiasm. Despite all the problems, the number of fast chargers is California is expected to quadruple over the next year.

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Fossil fuels beat renewables in race for state and local incentives

Fossil fuels beat renewables in race for state and local incentives

Over the weekend, The New York Times launched a series considering how state and local incentives to private business benefit the localities that bestow them. The bottom line seems to be: not much. Incentives frequently fail to prevent companies from relocating or going out of business, and often cost huge amounts of money while returning very little value to the public.

Reading the report, we couldn’t help but wonder how those incentives — a combination of tax breaks, zoning changes, and contributions — broke down by industry. (Full disclosure: We have a bit of a chip on our shoulders about fossil fuels.) The report offers a teaser hint:

Far and away the most incentive money is spent on manufacturing, about $25.5 billion a year, followed by agriculture. The oil, gas and mining industries come in third, and the film business fourth. Technology is not far behind, as companies like Twitter and Facebook increasingly seek tax breaks and many localities bet on the industry’s long-term viability.

Third place is instructive, but not nearly enough. Happily, the Times also included a searchable database of incentives by company name. So we searched it.

First, a note on methodology. Here’s what the database contains:

The New York Times spent 10 months investigating business incentives awarded by hundreds of cities, counties and states. Since there is no nationwide accounting of these incentives, The Times put together a database and found that local governments give up $80.3 billion in incentives each year [stemming from] 1,874 [different] programs.

We searched the database for company names we associated with either the fossil fuel or renewable energy sectors, and threw in the following words for good measure: coal, oil, gas, ethanol, wind, solar. Some expected names didn’t appear (Solyndra; remember, this isn’t federal money); some appeared often but were too broad in scope to be included in our analysis of energy subsidies (Halliburton).

Now, the findings:

Of the 103 incentives we identified, fossil fuel companies received $2.5 billion compared to renewables’ $382 million — or more than six times as much.
Of the total for renewables, $118 million went from the state of Iowa to ethanol companies. Iowa also gave $1.2 million to Plymouth Oil.
The most generous state was Pennsylvania, but only due to the $1.6 billion it offered to Shell (something we covered here).
Excluding Pennsylvania’s largesse, the most generous state was Louisiana, which offered $426 million — all to fossil fuel companies.
If we’d included Halliburton, it would have added only about $15 million to the total.

A chart and some maps. In each map, the darker the color, the more money went to incentives. (Note: We excluded the Pennsylvania/Shell incentive from these because it dwarfed the other data.)

Click to embiggen.

Fossil fuel incentives, by state

Renewable incentives, by state

All energy incentives, by state

Here’s the spreadsheet we used to make these calculations. See something we missed? Leave it in the comments.

Philip Bump writes about the news for Gristmill. He also uses Twitter a whole lot.

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Traffic signals for cyclists pop up nationwide

Traffic signals for cyclists pop up nationwide

It’s not all about the painted lanes, folks. In an effort to make streets more bike-friendly, more than 16 U.S. cities have embraced traffic signals just for bike-riders.

sgray21

The lights are standard in Australia, Germany, the Netherlands, and Sweden, and over the last couple years have started gaining traction in America, according to a study commissioned by the Oregon Department of Transportation and the Federal Highway Administration.

USA Today reports:

Bicyclists can be at risk when entering an intersection on a yellow light that allows enough time for cars to clear the intersection, but not for bikes, the study found. Even traditional green lights may not allow enough time for a bicyclist starting from a stopped position to make it across. Bicycle signals can also help prevent collisions when a motorist is turning right and a cyclist is going straight, by allowing the cyclist a few seconds head start.

Some bicycle signals stand alone, while others are incorporated into regular traffic signals. Some are timed, while others are activated when a bicyclist approaches the intersection, the study found.

Over the last few months, adoption has picked up as Chicago, Atlanta, and Salem, Ore., have all installed the new signals, to cyclists’ delight.

Salem resident Joel Cleland, 39, rides his bike two miles to and from work each day. His route takes him past the new signal.

“It’s a lot quicker and easier to make my way through that intersection now,” Cleland said. “I’ve never waited more than 20 seconds for the new light to turn green.”

As for the other kind of green, the lights in Salem cost just $1,000 each, compared to $80,000-$100,000 for a whole new traffic light.

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Supreme Court takes on dirty water

Supreme Court takes on dirty water

Nobody wants to take responsibility for nasty, polluted storm-water runoff. But the Supreme Court might soon force a few somebodies to do just that.

cbcastro

Today the court is hearing two cases on runoff from logging roads in the Pacific Northwest, which environmentalists say can threaten fish.

And tomorrow the court will hear a case on Los Angeles’ filthy storm water, which contains “high levels of aluminum, copper, cyanide, fecal coliform bacteria and zinc,” the U.S. 9th Circuit Court of Appeals said last year. That water flows into the Los Angeles and San Gabriel rivers and ultimately pollutes the area’s beaches.

The fight over L.A.’s dirty water began back in 2008, when the Natural Resources Defense Council brought suit against the county flood control district, hoping to force stricter measures to prevent water pollution. But the county doesn’t acknowledge that the water is its responsibility. From the Los Angeles Times:

County officials agree storm water is polluting the rivers but disagree on who is responsible. Its one monitoring station along the Los Angeles River is in Long Beach, near where it empties into the ocean.

“Yes, there are pollutants in the water, but dozens of municipalities are upstream from there. It’s a collective runoff. It doesn’t point to a particular source,” Gary Hildebrand, assistant deputy director of the L.A. County Flood Control District, said in an interview.

In court, the flood control district’s lawyers have argued that because the Clean Water Act regulates only “discharges” of pollutants, the county is not responsible for discharges that come from the thousands of drains in the county’s 84 cities.

The dispute, if nothing else, illustrates the difficulty of regulating storm water. The Clean Water Act of 1972 first targeted “point sources” of pollution, such as an industrial plant putting toxic chemicals into a creek, or a sewage plant that was leaking sewage into a river. Violators could be identified and forced to stop the pollution.

By contrast, a heavy storm sends water flowing from across a vast area, picking up pollutants along the way. There is no obvious point source.

Who will win: Clean water or municipal fiefdoms that buck collective responsibility?

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Sea levels are rising 60 percent faster than expected

Sea levels are rising 60 percent faster than expected

One thing that can be said categorically about Hurricane Sandy is that sea-level rise was a key factor in the damage the storm caused. New York Harbor is 15 inches higher than it was in 1880, eight of which are due directly to human-made climate change. A 2007 report suggested that by 2100 the seas could be at least seven inches higher still.

But those estimates may have been conservative. The Institute of Physics revealed today that the seas are rising 60 percent faster than expected.

mshehan

Manhattan in 200 years.

While temperature rises appear to be consistent with the projections made in the [Intergovernmental Panel on Climate Change’s] fourth assessment report (AR4), satellite measurements show that sea-levels are actually rising at a rate of 3.2 mm a year compared to the best estimate of 2 mm a year in the report. …

Satellites measure sea-level rise by bouncing radar waves back off the sea surface and are much more accurate than tide gauges as they have near-global coverage; tide gauges only sample along the coast. Tide gauges also include variability that has nothing to do with changes in global sea level, but rather with how the water moves around in the oceans, such as under the influence of wind.

The study also shows that it is very unlikely that the increased rate is down to internal variability in our climate system and also shows that non-climatic components of sea-level rise, such as water storage in reservoirs and groundwater extraction, do not have an effect on the comparisons made.

Which means that in 88 years, New York’s harbor will be at least 11 inches higher — assuming that the speed of the rise doesn’t increase still more.

From The Guardian:

The faster sea-level rise means the authorities will have to take even more ambitious measures to protect low-lying population centres — such as New York City, Los Angeles or Jacksonville, Florida — or risk exposing millions more people to a destructive combination of storm surges on top of sea-level rise, scientists said.

Scientists earlier this year found sea-level rise had already doubled the annual risk of historic flooding across a widespread area of the United States. …

“The study indicates that this is going to be as bad or worse than the worst case scenarios of the IPCC so whatever you were planning from Cape Hatteras to Cape Cod in terms of how you were preparing for sea-level rise — if you thought you had enough defences in place, you probably need more,” [study coauthor Grant] Foster said.

The other lesson of Sandy, of course, was that we should be under no impression that we have enough defenses in place.

Philip Bump writes about the news for Gristmill. He also uses Twitter a whole lot.

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Why New York ran out of gas

Why New York ran out of gas

China Ziegenbein

When Sandy hit the New York metropolitan area, the first thing to go was the electricity. The second thing to go was the gasoline.

Reuters has a lengthy look at how one of the busiest regions of America suddenly found itself short on fuel, leading to shuttered gas stations, price spikes, and rationing that only ended in New York City last week.

The storm’s destructive powers were bad enough — knocking out equipment and power at oil terminals and other energy infrastructure, while disrupting shipping for days because of debris in the harbor. But a series of decisions over recent years had also made the region much more vulnerable. The shuttering of regional oil refineries, decisions by companies to keep low fuel stocks because holding extra supply has become expensive or unprofitable, a recent government downsizing of emergency reserves, and the heavy reliance of fuel terminals on a vulnerable electric grid all played into the supply squeeze.

New York Harbor plays a key role in the area’s fuel infrastructure. So for Commander Linda Sturgis, who leads emergency prevention at the Port of New York, the effects of the storm were immediately obvious.

Live feeds from military cameras in secret locations allowed Sturgis to watch Sandy raise sea levels by as much as 14 feet. That, she knew, would submerge low-lying zones, with frightening implications for residents. But Sturgis, who also holds a business degree in supply chain management, recognized another threat too.

“When I saw that surge, I knew it would impact oil supplies,” she says. “The public probably doesn’t realize how critical the harbor is. It’s the epicenter of fuel distribution for the whole Northeast.” …

Sturgis said Phillips 66, operator of the 238,000 barrel per day Bayway refinery in Linden, New Jersey, reported that a 13-foot surge of corrosive saltwater had inundated parts of the plant. Its power was out, and the plant — known among oil traders as “the gasoline machine” because it produces enough fuel to meet half of New Jersey’s demand — had no timeline for restarting.

Another low-lying Harbor refinery, Hess Corp’s 70,000 barrel-per-day plant in Port Reading, New Jersey, was also incapacitated by power outages. Along the coast, two dozen major fuel terminals were inoperable. Tanks at the terminals store and blend oil to ship around the region.

Supplies in the region were already depleted from people buying fuel in preparation for the storm. (Reuters notes that, according to MasterCard, fuel sales in the area were 65 percent above normal before Sandy hit.) But when the water receded, and barges with fuel would normally move in to resupply gas stations, they discovered that the harbor wasn’t operational. Power outages and lingering effects of flooding meant it couldn’t process the deliveries.

Thousands of fuel truckers were forced to improvise. One national shipper, Mansfield Logistics, diverted trucks for hundreds of miles in every direction, bringing fuel from as far as North Carolina to northeastern customers, some located just a few miles from the harbor’s tanks.

The crunch was worsened because many regional filling stations lacked generators and couldn’t dispense gasoline. …

Government officials tried several fixes. The Environmental Protection Agency eased clean fuel standards, allowing emergency vehicles and generators to run on dirtier fuel oil, and federal officials approved Jones Act waivers to lure fuel cargoes on foreign-flagged tankers usually barred from transiting between U.S. ports. BP Plc diverted a Liberian-flagged ship to the harbor, but only a few other cargoes arrived quickly.

The damage was so widespread that there was only one sure-fire solution to the problem: time. Gas stations and the port slowly powered back up; damaged refineries came back online, each on its own timeline.

The Reuters report suggests that there are places that can provide guidance in avoiding this problem in the future: namely, Texas and Holland. The latter says it is prepared “even for the storm that only happens once every 10,000 years.”

Confidence in preparation is one thing. What actually happens in the aftermath of an unprecedented event is something else entirely.

Source

Insight: Sandy gives New York oil supply lesson, Reuters

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