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An October 2021 survey of Connecticut voters on clean energy shows broad support for clean energy solutions and a strong concern that climate change is already a crisis and getting worse.Description:A survey fielded by Global Strategies Group in October 2021 showed Connecticut voters view clean energy as an imperative to protect the climate and public health and safety.88% of Connecticut voters surveyed think that climate change is either a problem or a crisis, and eight in ten voters surveyed think it's getting worse. A significant majority of voters support a plan to transition to zero emissions by 2050 (68%) and zero carbon electricity (70%).Solar and wind are hugely popular among Connecticut voters, who support increasing their use in the state's energy mix by wide margins (87% and 74% respectively), while voters overwhelmingly support using less oil and coal (71% and 72%, respectively).Voters are generally split on whether gas is a clean energy source, suggesting there is more work to do in public messaging and education about the role that gas plays in worsening carbon emissions.Connecticut voters see a move toward clean energy as having potential to positively impact health and safety, with voters of color particularly optimistic. An overwhelming majority of Connecticut voters are ready for the state government to take bold action on a range of clean energy initiatives, with repairing leaking gas pipes at the top of the list (91% support), followed by provide incentives for people to make their homes and businesses more energy efficient (88%), incentives to homeowners to switch from propane, oil, or gas heating to cleaner alternatives such as heat pumps and funding for startup and emerging clean energy tech companies (both at 75%).
Voters in largest Northeast, Mid-Atlantic states are open to new policy to reduce transportation emissionsDecember 1, 2019
Over the course of this year, the Transportation and Climate Initiative, a collaboration between 12 Northeast and Mid-Atlantic state and the District of Columbia, have been designing a new policy to curb carbon pollution from transportation. Key details are yet to be decided, but in broad strokes, the program would cap the amount of pollution from transportation in the region. Over time, that cap would decrease. Fuel distributors would have to pay for the pollution their fuels produce by buying allowances. The funds generated from the sale of those allowances would be distributed to the states participating in the program to invest in cleaner and better transportation options.As these states finalize the details of the program, new polling finds broad public support for the concept. The MassINC Polling Group conducted simultaneous surveys of registered voters in the seven largest TCI states: Connecticut, Maryland, Massachusetts, New Jersey, New York, Pennsylvania, and Virginia.This report highlights key findings from the polling. Full topline results for the region and each state are appended to this report. Crosstabular results for the region each state surveyed are available online.
For more than a decade, states and cities across the country have served a leadership role in advancing science-informed climate policy through city, state and multi-state efforts. The rapid pace by which state climate policy is emerging is evidenced by the number of new laws, directives and policies adopted in 2018 and the first half of 2019 alone. Currently, there is an active ongoing dialogue across the U.S. regarding the intersection of climate and equity objectives with efforts targeted at addressing needs of disadvantaged communities and consumers. This climate/equity intersection is due to several factors, including recognition by many cities and states that climate change is and will continue to have a disproportionate impact on certain populations and will exacerbate existing stressors faced by disadvantaged communities and consumers. Research indicates that a greater proportion of environmental burden exists in geographic areas with majority populations of people of color, low-income residents, and/or indigenous people. It is well known that certain households (including some that are low-income, African American, Latino, multi-family and rural) spend a larger portion on their income on home energy costs. States and stakeholders are realizing that a transition to a low-carbon future by mid-century will require significantly increased participation of disadvantaged communities and households in the benefits of climate and clean energy programs.
While momentum in recent decades has elevated bus rapid transit (BRT) as more than an emerging mode in the U.S., this high-capacity, high-quality bus-based mass transit system remains largely unfamiliar to most Americans. In the U.S., lack of clarity and confusion around what constitutes BRT stems both from its relatively low profile (most Americans have never experienced BRT) and its vague and often conflicting sets of definitions across cities, sectors, and levels of government. As a result, many projects that would otherwise be labeled as bus improvements or bus priority under international standards have become branded in American cities as BRT. This leads to misperceptions among U.S. decisionmakers and the public about what to expect from BRT. Since its inception in Curitiba, Brazil, BRT has become a fixture of urban transport systems in more than 70 cities on six continents throughout the globe. Just twelve BRT corridors exist in the United States so far.This guide offers proven strategies and insights for successfully implementing BRT within the political, regulatory, and social context that is unique to the United States. This guide seeks to illuminate the upward trends and innovations of BRT in U.S. cities. Through three in-depth case studies and other examples, the guide shares the critical lessons learned by several cities that have successfully implemented, or are in the midst of completing, their own BRT corridors. Distinct from previous BRT planning and implementation guides, this is a practical resource to help planners, and policy makers specifically working within the U.S. push beyond the parameters of bus priority and realize the comprehensive benefits of true BRT.
Study of the Engage New England initiative, cross-site learning brief 1: Learnings from the cohort 1 planning process.October 29, 2018
In 2017, the Barr Foundation launched Engage New England (ENE), a signature initiative that provides a unique opportunity for local education agencies and nonprofits to plan for and develop innovative schools designed to serve students off track to high school graduation. School design partner Springpoint is leading three cohorts of grantees through a three-phase planning year: Understand, Design, and Build. During the Understand phase, grantees conduct research to understand the needs of their student populations. In the Design phase, the grantees design a school model to meet those needs; planning to launch that model begins in the Build phase. The first cohort of grantees received planning year grants for the 2017–18 school year and included a combination of new schools and school redesigns. During the planning year, these grantees assembled teams to lead the design work, collected and analyzed data to learn about their current or potential students and community needs and capacities, articulated design priorities, and began to plan for the launch of the new or refined school model. SRI Education, the research partner for the ENE initiative, captured the learnings from the planning process through interviews, classroom observations, and student focus groups conducted during March and April 2018. The findings in this brief are based on the reflections of the school and design leaders and staff members involved in the design process as well as Springpoint staff members who supported the design process. This brief is designed to benefit all three cohorts of ENE grantees as they plan and build their schools and to highlight key elements of planning for innovative school models.
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