Tag: portland

Your Great-Grandma’s Public Transport Is Making a Comeback

Posted on by robbie

When Elon Musk announced his plans to build a Hyperloop that would travel between New York City and Washington, D.C., in 29 minutes, Twitter had a field day, with users imagining the ways the technology could be used in their cities (take a bow, NYC subway).
But in the more immediate future, there are a number of cities that have taken up something old as a way to bring about the new: streetcars.
Streetcars — which differ from light-rail systems in that they share the right-of-way with cars, pedestrians and bikes — were used heavily post–WWI in cities like New York, San Francisco and Philadelphia. These urban hubs found that the electric wiring of cars for mass transportation was more effective than the mechanical cable cars of the the previous century. But after General Motors financed a national campaign in the 1930s for the use of buses, streetcars went the way of the buggy. By the mid-’50s, they were considered obsolete.
But then something strange happened: Since 2000, streetcars have seen a resurgence in popularity. Cities like Portland and Seattle set off a national trend by using streetcars less for tourism, as they are in San Francisco and New Orleans, and more for general public use. Most are currently financed by federal and state grants. And the benefits have been measurable, from rejuvenating formerly blighted neighborhoods to offsetting carbon emissions.
But President Donald Trump recently argued to cut federal funding for streetcars, saying they should be built using local dollars. As more cities plan to lay tracks and federal funding appears uncertain, here’s what to consider before ordering a whole fleet of streetcars.

Neighborhood Renewal

For any government official interested in implementing streetcars, the gold standard can be found in Portland, Ore., which launched its system in 2001.
There, streetcars connect two major universities and hospitals, and have been credited with building up the artsy Pearl District, a former industrial neighborhood that saw millions of private-investment dollars pour into the development of mixed-use buildings along the streetcar line (though PolitiFact pointed out that a sizable chunk of those buildings were already in the works).
Former Portland Mayor Charlie Hales paid tribute to the streetcars’ effect on the Pearl District’s popularity in 2013, saying that the city “no longer [has] to provide subsidies for downtown development.”
Other cities have reaped similar rewards. Since announcing the launch of its KC Streetcar system, which began operations last year, Kansas City, Mo., has seen an increase in businesses, such as hotels and restaurants, that line the route, along with a sales tax growth of 58 percent.
Kenosha, Wisc., built its system in 2000 with a $6 million grant, and has seen its downtown perk up in the years since. A hotdog shop owner told the Associated Press in 2013 that before the streetcar, the area “was very dark. Now it’s lit up more, there are businesses,” with shops, bookstores and cafes bordering one side of the line.

Not hailed by all

Despite their popularity and proven economic benefits, not everyone is on board with the streetcar.
Less expensive than putting down light rail systems, a Federal Transit Administration report found that Portland’s streetcar system — the one lauded by transit advocates — cost $60 million per mile to build. The same study, though, gave an example that Little Rock, Arkansas’ streetcar helped spur $800 million in development between 2000 and 2012.
Jeffrey Brown, a Florida State University professor and public transit researcher, told Future Structure that investing in streetcars is “just the latest variance of that downtown revitalization agenda” and that buses — though not as trendy — would be more effective in keeping transportation costs down.
Another study done by students at the Florida State University found that compared to other modes of public transportation, streetcars underperform in bringing in transit revenue.
And streetcars are also more expensive to operate compared to buses. The Federal Transit Administration in 2014 found that streetcars cost $1.50 per passenger for every mile they ride. That cost is cut to $1.05 for buses. Another FTA report said that “regular bus service improvements are likely to be the least costly of all measures to increase transit capacity.”
So why the appeal? In Kansas City, for example, they were cheaper to build and more environmentally friendly than traditional buses. When its LEED certified streetcar started service, the system was lauded by local and state press for bringing an “eye-popping” edge to the city’s developing downtown area, and for being part of a larger city infrastructure plan committed to eco-friendly design and development.

Want more? Check out these reads on the challenges and rewards of streetcars:

All-American Streetcar Boom Fuels Urban Future
Tram wars! Why streetcars are back — whether you like it or not
Homepage photo courtesy of Courtesy of Portland Streetcar

Street Books: This Library on Wheels Brings Great Reads to People Living Outside

Posted on by robbie

For the past five years, Laura Moulton has spent her days in underserved areas of Portland, Ore., lending books to people living on the fringes of society.
Those living outside or in temporary shelters are usually barred from borrowing books from regular libraries because they lack the required documentation (such as identification or a home address) to get a library card. Additionally, their everyday lives often make it hard for them to return books in good conditions and on time, triggering hefty fines and dissuading them from the practice, Moulton, an artist and writing professor, explains.
In 2011, she launched Street Books, a bike-powered, mobile library to ensure the homeless community has access to literature.  
“Being recognized and spoken to on the street and offered a book for someone who has really been struggling can be a really powerful thing,” Moulton says. “Books have the power to have us feel empathy and have us experience the thrill of a journey of someone else”.
So far, Street Books have served more than 5,000 patrons, many of which have become regulars.

Discover more about Street Books and its patrons by watching the video above.  

This Is a Smart, Nonpartisan Way to Improve Local Government

Posted on by robbie

What is the ideal size of government? Should decisions be centered in a strong federal branch or diffused across thousands of municipalities? Liberals and conservatives have duked it out over these questions ever since Patrick Henry demanded a Bill of Rights to protect individual liberty from a tyrannical president. But there’s a retro, nonpartisan answer that’s been tested recently to add to the expected pull between local, state and federal governments: a regional body. The model first arose in the late 1960s as cities confronted the rise of suburbs, and it’s making a comeback as dealing with a new era of climate change — flooding, regional transport and open space — becomes a top priority. NationSwell looked at how this system of metropolitan governance has changed two cities and could impact a third.

Metro Council, Portland, Ore.

Leave it to Portland, Ore.’s biggest city, to come up with a new way of doing government. The area features the nation’s first and only elected regional government, which coordinates planning across Portland plus 24 neighboring cities and three counties along the Columbia and Willamette Rivers. (Minnesota’s Twin Cities, Minneapolis and St. Paul, have another notable Metro Council, but their board is state-appointed and has been criticized for a lack of accountability.) The core of greater Portland’s government is a Metro Council consisting of six nonpartisan representatives who direct more than 1,600 government employees: rangers for 17,000 acres of park land, economists, climate scientists, urban planners, mapmakers, garbage truck drivers and even animal keepers who staff the zoo. Among the challenges it’s dealt with? Everything from the boundaries of urban growth to retiring old elephants.

The body’s emergence dates back to more than half a century ago, when Portland residents first recognized the need to safeguard outlying forests and historic neighborhoods from population growth — in essence, preserving the attractions that were making the city a destination. At the same time, community members also wanted to see efficient government services, not the “wasteful, fragmented and uneven” delivery that Portlanders witnessed in 1960, according to a League of Women Voters mailer. After a regional vote, the body was officially set up in 1979. “Places in the west — and Portland’s a good example of this — were growing rapidly. This expansion tends to get people thinking regionally,” Kate Foster, an expert in regional governance, tells The Atlantic’s CityLab. Residents cared about “these gaps in service delivery at the regional scale, things like water, sewers, and roads. These are things that weren’t really thought of in the same way in the east.” That concern led to a new model, but today, “it’s oft cited, never copied,” Foster adds.

Unigov, Indianapolis

Indiana, as we’ve written before, has an intricate set of laws regulating the structure of local government that can lead to some incredible results, including one county’s precipitous drop in income inequality. Back in the 1960s, cheap, flat land at the midpoint between Chicago, Cincinnati and Louisville made Indianapolis a prime location for suburban sprawl. The result: 11 suburban towns popped up right outside the city’s downtown in Marion County. A state law passed in 1970 created Unigov, a unified structure that essentially consolidated most of the area’s municipalities under a city-county council with 25 seats. White flight in the postwar years led to a decaying urban core, but the new organization allowed tax dollars to flow regionally. (Nashville and Jacksonville took on similar unifications around the same time.) Some say that Unigov made Indianapolis “a city captured by its suburbs,” but others point to economic growth that resulted from cutting through the bureaucracy of 60 local governments, a population boom that rocketed it to the nation’s 12th largest city, increased clout on federal grant applications, streamlined services and created a revitalized downtown.

For all the positives, politics was never far from the decision to unify. Some insiders speculated Republicans had created Unigov to dilute the Democrats’ urban vote with conservatives in the suburbs (the GOP held power for 30 years). And to get the law passed, legislators settled on a big compromise: school, police and fire district borders stayed unchanged, allowing richer (and much whiter) suburbs to keep property tax dollars within their enclaves. “The spectre of racial integration … would have met instant death for the plan,” the head of the school board said at the time. That hasn’t changed much, but consolidation continues to have support, with the local police and county sheriffs joining forces in 2005 and the creation of a centralized fire department in 2007. 

A view of Cleveland’s Cuyahoga River.

County Merger, Cleveland

After being a hot trend in the 1970s, the reorganization of local government had died down — until recently. On the shores of Lake Erie, Cuyahoga County residents are now debating how to merge the two cities, 19 villages and 38 townships around Cleveland. The change in thinking started slowly and has been discussed for more than a decade. Back in 2004, Cleveland watched Louisville merge with Jefferson County, Ky., as its own population packed up and left. It took notice and rewrote the county charter to switch from a three-member board to a more active 11-member council and a county executive.

But a full merger is still in the works. In 2012, engaged readers of the local paper, the Plain Dealer, sent in thousands of color-coded maps for how the county could be reorganized. If nothing’s done and things continue as they are, at least 10.5 percent of the region’s housing stock — about 174,900 homes — will sit vacant and abandoned. East Cleveland, a separate city, is looking at bankruptcy. Based on what the experts are predicting, Cleveland could be the next spot to try out a different system of government.

MORE: While Roads and Rails Crumble, These 3 Projects Are Rebuilding America’s Infrastructure

The Future of Housing Is Now. What Sustainable Homes Look Like

Posted on by robbie

Every time your air conditioner or furnace rumbles on, greenhouses gases spew into the air. All those volts —about 10,900 kilowatt-hours per person — used to charge laptops and phones, light rooms, and keep the refrigerator running don’t come without an environmental cost. American electricity generation contributed 2.04 billion metric tons of carbon dioxide in 2014, clouding the earth’s atmosphere with emissions and worsening climate change.
A hot new trend in architecture may offer one of our best hopes for significantly diminishing that pollution. “Passive house” construction — usually built without central heating or cooling systems — can reduce energy usage to net-zero or even net-positive, meaning a building generates more energy than it consumes. Applicable to both commercial and residential properties, passive construction centers on five key design elements: heavily insulated walls (sometimes up to 15 inches thick), an extremely tight envelope, triple-paned windows and doors that are outfitted with high-performance locks, high-tech ventilation and moisture-recovery systems filter the air and solar panels on rooftops.
“There are no drafts in the winter. And in the summer, it stays cool without strong air conditioning blowing on you,” Jane Sanders, a Brooklyn architect, tells the New York Post about her home. “This morning, there was jackhammering two doors down from me, but I could barely hear it. It’s so quiet that I feel like I live in the country.”
Some homeowners will take objection with the boxy design; others will balk at the price tag. But as more passive homes are built, architects are experimenting with chic design and developing cheaper construction methods. NationSwell looked into five of the most interesting passive houses in America today.

Cheap land helped determine the location of the Smith House.

The Smith House, Urbana, Ill.

American designers first pioneered passive construction — then known as “superinsulation” in the early 1970s — after the oil embargo caused wild swings in energy prices. When conservation fell out of fashion during the Reagan years, the idea caught on among Germans in 1988, but it took until 2002, for the idea to return across the Atlantic. Katrin Klingenberg, a young German architect, and her now-deceased husband Nic Smith broke ground on the first American passive house prototype in Urbana, in part, because they could test the house against the harsh Midwestern climate. “I believe that climate crisis is real and that buildings need to do their part of reducing carbon emissions. The good news is that buildings have a lot of potential to do just that,” Klingenberg tells the Chicago Tribune. “We have to work a bit harder to get those reductions and invest a bit more upfront. But the reward is huge with long-lasting payback.”

Window detail, Kiln Apartments.

Kiln Apartments, Portland, Ore.

Portland is undeniably at the center of the American passive house movement, with more than 100 certified buildings in its metro area, according to some counts. The Kiln Apartments, in North Portland, are one of the largest mixed-use buildings — 19 apartments above ground-floor retail — to meet passive house standards.
The Oregon city already has one of the strictest building codes in the nation, but these units save up to 75 percent more energy than equivalent ones. With many south-facing windows, the buildings is heated largely by the sun during the winter. Thick metal sunshades that look like modernist awnings block the sunlight during hotter months, when the summer sun rises higher in the sky. The four-story building does have an elevator, but because everything is about energy efficiency, residents are encouraged to take the stairs.

Dedication ceremony for the Empowerment House, a 2-unit townhouse.

Habitat for Humanity Townhomes, Washington, D.C.

Demonstrating that passive house principles can be readily implemented, volunteers in the nation’s capital are building six townhouses for poor homeowners. Located in Ivy City, a portion of the structure was originally designed for the U.S. Solar Decathlon, a competition for college students to build the most energy-efficient home. Students from The New School and Stevens Institute of Technology put the one-bedroom together on the National Mall for under $230,000. After being moved northeast in 2012, a second story was added and Habitat for Humanity built a copy next door. Now, as the neighborhood gentrifies, the families in the six brick rowhouses have affordable rent and a a minimal utility bill. “I just remember thinking, we did it: a non-profit, affordable house developer can do this, even using volunteers with no construction experience,” Orlando Velez, manager of housing services at Habitat for Humanity’s D.C. chapter, tells ThinkProgress. “I started thinking, what’s everyone else waiting for?”

The north building of the Uptown Lofts.

Uptown Lofts, Pittsburgh, Penn.

This 47-unit housing affordable project, provides greener living spaces to those who can’t afford a market-rate home. Split into two buildings across the street from each other, 18- to 23-year-olds who aged out of the foster care system live in the northern building’s 24 one-bedroom apartments; to the south, 23 affordable units go to people who make less than 60 percent of Pittsburgh’s median income. The $12 million project was also notable for being the first time any state subsidized a passive house with tax benefits.
At the ribbon-cutting ceremony this February, the project was praised for realizing its ambitious goals with limited dollars. “How proud we are to help bring these buildings to reality,” said Stan Salwocki, manager at the Pennsylvania Housing Finance Agency, according to the Pittsburgh Post-Gazette. “This project shows how cutting-edge, state-of-the-art, energy-efficient affordable housing can be done.”

The central utility plant at Cornell Tech is currently under construction.

Cornell Tech, Roosevelt Island, N.Y.

Still in the works, the world’s tallest and largest passive house began construction this June. Rising 26 stories above Roosevelt Island, a sliver of land between the boroughs of Manhattan and Queens, the apartment tower will house about 530 grad students, professors and staff for Cornell University’s new 12-acre applied sciences campus. Since nearly three quarters of the carbon emissions in New York City’s come from heating and cooling its skyscrapers, school administrators hope this project will set a new standard for energy efficiency and gain the attention of engineers and designers across the Queensboro Bridge in midtown.
The construction “is a clear signal that in today’s era of climate change, it’s not enough to simply build tallest. To lead the market, your tall building will need to be a passive house,” Ken Levenson, president of NY Passive House, an advocacy group, tells The New York Times. The $115 million project is expected to open in 2017 and will save 882 tons of carbon dioxide annually — the equivalent of planting 5,300 trees, according to the university.

While Roads and Rails Crumble, These 3 Projects Are Rebuilding America’s Infrastructure

Posted on by robbie

After decades of neglect, America’s infrastructure is in shambles. To get back on track, we need to invest at least $3.6 trillion in the next five years, according to the American Society of Civil Engineers. Coming up with all that cash will be a herculean task, especially since the Highway Trust Fund, which pays to build and repave our roads, is at its lowest balance since 1969 and is set to run out of funds this summer.
While Congress works to find a way to rebuild America, here are three innovative methods already underway.
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Everyone Should Be Interested in These Banks

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In her small New England city, Heather Kralik is known as an “expert duster.” She will clean house for any of her neighbors and won’t charge a penny.
Elsewhere in town, a famed pianist who’s losing his eyesight offers free music lessons. Locals chop each other’s wood during the winter and tend their gardens in the spring. They share rides around town. Sometimes, strangers get together just to chat over a cup of coffee.
The goodwill in Montpelier, Vt., a quaint town where the population’s barely budged since 1910, is the result of a practice called “timebanking.” Here’s how it works: For every hour that someone spends helping others, he or she stores a credit at the time bank. Later, that credit can be redeemed for a service or donated to someone else. At its core, timebanking is both a bartering system and an alternative currency, in which everyone’s time carries the same value — whether teaching French or fixing pipes. In this section of the Green Mountain State, residents bank hours with the Onion River Exchange.
Using an online board, Montpelier residents offer their unique talents or request help. Carpenters repaired the rotting central beams in one woman’s unsafe home, a retiree who had a stroke trained himself to speak again by meeting with his neighbors and a young man arranged his entire wedding — from the invitations to the cake — through the exchange.
“There are so many reasons why people join: to save money, to meet people, to connect to the community or to support using the alternative economy,” Kralik, outreach coordinator of the Onion River Exchange, says.
Even though it encourages community service, the timebanking model differs from traditional volunteering. “It’s a network that focuses on reciprocity. If I give something, other members are giving as well. We’re not a charity,” Kralik explains.
Some of the most significant benefits can be seen in the elderly population. One 85-year-old woman in the Onion River Exchange has been racking up tons of hours now, so that when she needs help driving to a doctor’s appointment or picking up her groceries later on, she’ll have credits saved up. The time banks also give retirees a sense of purpose and companionship, which improves their physical and mental health, according to a study of a Pennsylvania time bank.
The concept of timebanking was thought up in 1980 by law professor Edgar Cahn at a time when “Ronald Reagan was withdrawing funding for social programs,” Cahn says. “I thought that if there was going to be no more of the old money to support communities, we should create a new one.” Originally called service credits, Cahn believed storing hours would incentivize volunteer work and, in the process, build stronger communities. The following year, the first time bank started in St. Louis. By 1995, a national organization, TimeBanks USA, was founded in Washington, D.C. to support development of the concept across the country. Today, there are approximately 400 registered time banks nationwide.
Montpelier’s time bank officially opened for business in April 2008, but it arose out of discussions years earlier when the town was setting ambitious goals to reach by 2050. At one of the many brainstorming groups, someone mentioned an idea they’d heard about in Portland, Maine, where residents were spending time (or “saving” it, you could say) in service to the community. Inspired by this example, the Vermonters organized the time bank, which covers a 30-mile radius of Central Vermonth around Montpelier. As of this week, 37,000 hours have been exchanged on nearly 12,400 projects.
Recently, Kralik accrued a few hours herself by helping an 80-year-old woman dust her overcrowded house. Taking a pause from the work, Kralik looked up and noticed that the elderly homeowner was beaming with happiness. “When I first heard about [time banking], I was looking forward to getting all these cool exchanges. It was more about what I was going to receive,” she recalls. “But the more I started exchanging, it was just this amazing epiphany. I was feeling really connected to a community that I had lived in for the last 30 years, connecting in a way that I’d never done before.”
Homepage photo: Andrew Burton/Getty Images

5 Cutting-Edge Ways That Cities Are Digging Out After Record Snowfall

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Snow removal hasn’t changed much since the introduction of the horse-drawn plow in 1862. But this winter’s blizzards, which have already shattered records for the sheer amount of snow (Boston’s been deluged in 78.5 inches of powder — three times its average — and Worcester, Mass., has received a hefty 92.1 inches), are prompting smart collaborations and innovations to get the white stuff out of thoroughfares.
Make it a group effort.
Local governments plow the streets so that school buses and emergency vehicles can pass through, but some fed-up pedestrians say the policy prioritizes drivers over those who walk, bike or take public transit. Instead of griping, neighbors in Ann Arbor, Mich., banded together to operate the Snowbuddy, a 32-horsepower tractor to clear 12 miles of sidewalk each storm. Paul Tinkerhess, a 30-year resident and the lead organizer, says a unified effort makes much more sense than individuals shoveling. “It’s like taking something that’s really a linear transportation corridor, it’s one line, and dividing its maintenance responsibility into hundreds and even thousands of little links,” he says, “and assigning that responsibility to people who have a widely varying ability and even interest in maintaining that walkway.”
Solicit others to shovel.
One of the downsides of plowing the roadways is that all that snow gets piled up in huge icy banks on the curbs and corners, impeding pedestrians and upping their risk of taking a hard fall. To remove the windrows, some public transit authorities, like Rhode Island’s, have negotiated deals with advertising companies, requiring them to clear the snow around bus shelters where their signs are posted.

D.I.Y.
Chicago residents invented an ingenious way to make every ordinary citizen into a street-clearing machine: By attaching plows to almost any kind of personal vehicle. You name it, SUVs, Priuses, lawn mowers, ATVs. The Nordic Plow is a lightweight, rounded snow blade that works on almost any surface, too, so you can clear your grassy lawn or your gravel driveway. “The idea for the Nordic Auto Plows came from watching people struggle with shovels and snow blowers in cold, wintry weather,” says Richard Behan, the founder and CEO. “I believed there must be a better way.”
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Move it out of town.
Conjuring odd images of the original Tea Party protest, hard-hit Boston has considered dumping the snow into the harbor. But concerned citizens have cried foul, worried that the snow will also carry salt, litter and residue of gasoline that could pollute the bay. The strategy in Minneapolis has always been to use payloaders and dump trucks to pick up snow and consolidate it into giant piles in vacant lots. The strategy is the same in Portland, Maine, where one of the collection sites has been filled with so much snow that the mound is now 40 feet tall, just below the FAA height regulation.
Melt it.
This one’s a no-brainer. In Boston, the city is using machines that can zap up to 400 tons of snow per hour. Some of the technology is so advanced that it filters debris out of the water before releasing the cleaned H20 down a storm drain, as the Snow Dragon does by heating snow over a tank of hot water. (Other melters work like giant hair dryers, blowing out hot air.) While effective, these machines are expensive and require lots of energy to operate. But until the city implements civil engineer Rajib Mallick’s idea — building a network of pipes that could be filled with rushing hot fluid near the surface of streets, warming the pavement and melting the snow — it’s Boston’s best bet to get rid of 6+ feet of the white stuff.
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This Company Wants to Bring Back American Bike Manufacturing

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Americans are fast embracing cycling as a means of commuting.
But as more and more cities make room for bike lanes, the price tag that comes with the pedaling lifestyle is a hefty one. In fact, a conventional bike costs upwards of $1,000, while more specialized bikes can retail for more than $10,000.
Despite the popularity of cycling in the United States, 99 percent of the 16 million bikes sold across the country in 2013 were made abroad — mostly in China or Taiwan — according to the National Bicycle Dealers Association. But a Portland-based startup is looking to change that statistic by bringing back jobs to Oregon and creating affordable custom bikes all at once.
Circa Cycles uses a manufacturing process that can produce a 21.5-pound custom bike in just 10 hours or less, compared to the typical 50 to 100 hours of hand labor that other companies require to make an average bike.
Founder Rich Fox broke down the process of manufacturing a bike and then found ways to reduce the time required. “It goes together almost like a Lego set. It’s kind of like a combination of Ikea, and Lego, and Swatch, in a way,” Fox tells Fast Company.
The one-of-a-kind bikes are put together with a specialized glue used to construct race cars and airplanes. And rather than using a hand-painting process, Circa bikes are anodized at a Portland shop, allowing a customer to personalize the color. Fox uses all local milling and piping suppliers to ensure a fast turnaround.
Customers can also decide on size, handlebars, drivetrains and tires using computer-controlled milling (CNC) machines to produce customized designs in a short period of time. Frames cost $1,100 with the completed bicycle starting at $1,500.
“Typically, making a custom bike takes anywhere from three months, up to as much as five years,” Fox tells Fast Company. “So the idea that you can turn a bike around in less than 10 days — it’s pretty innovative to go from zero to bike that quick.”
While the price tag is still high, Fox hopes the more affordable option will encourage more cyclists to opt for an American-made bike. Ultimately, he hopes to bring more jobs back to Oregon.

“I moved to Oregon about 15 years ago and I really love it here, and I really wanted to contribute to the local community by creating something here to boost the economy,” he says. “I just wanted to make where I live a better place.”

MORE: What Has Two Wheels, Two Pedals and Can Boost the Economy?

The Innovative Combat Medic That Has Developed a Life-Saving Device for the Battlefield

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For more than two decades, John Steinbaugh served as a Special Forces medic in the Army, and now he’s reinvented himself as an inventor.
Steinbaugh is the man behind the company RevMedx, which is developing new technologies to keep soldiers wounded at war alive. Back in February, NationSwell reported that the company’s first invention, XStat, was awaiting FDA approval, a hurdle it cleared in April. Now, RevMedx is gearing up to supply XStat to the military, plus developing additional technologies.
Steinbaugh’s innovation grew out of his observation that people have been using gauze to staunch bleeding for centuries, but the material doesn’t work well for wounds on certain parts of the body, such as the armpit and pelvis.
Steinbaugh tells Cat Wise of the PBS NewsHour, “Back in 2006-2007, at the height of the war, medics were getting fed up with the standard gauze. And we started seeing wounds that were much worse than what we were seeing at the beginning of the war. Medics were having more difficulties stopping the bleeding. And the way the medics described the device they wanted was fix-a-flat. So if you think of your tire, you inject the fix-a-flat into your tire, it finds the escaping air, it plugs it, and done.”
Steinbaugh couldn’t provide Army medics with fix-a-flat for people, but the product inspired his idea for a syringe loaded with tiny, compressed sponges that instantly expand when inserted into a wound, thereby stopping the bleeding. When Steinbaugh retired from the military he started RevMedx in Portland, Ore., and a $5 million grant from the Army sustained the company during the three years needed to develop XStat.
The sponges in an XStat are coated with blood-clotting medicine and expand 15 times their original size — applying pressure to the wound and stopping arterial bleeding within 20 seconds, according to testing the company has done. Additionally, each sponge includes markers detectable by X-ray so that surgeons can easily locate and remove them.
The company has starting shipping XStat to the military and is already modifying the idea for civilian applications, as well as developing a gauze with XStat sponges inside: XGauze.
Steinbaugh says, “Ever since the first day we started working on this, there’s been an immediate interest for other types of products, smaller shrapnel wounds, or small-caliber pistol wounds, and even in the civilian community, like law enforcement, or prison knife wounds and stabbings.”
MORE: Two Keys to the Future: 3-D Printing and Employed Veterans
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Name the Most Pedestrian-Friendly City in America

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Pedestrian life is picking up speed across the country, with an estimated five percent more Americans walking to work now compared to 2000, Bloomberg reports. But with more than 4,700 pedestrian deaths in 2012, city planners are recognizing the importance of improving pathways and policies to protect citizens on their feet.
In a study of the safest cities for pedestrians by insurer Liberty Mutual Holding Co., Seattle topped the list. The Pacific Northwest city had fewer than 10 annual pedestrian deaths in 2012 and was noted for its investment in infrastructure to improve the walking safety of more than 108,000 commuters each day. That same year, the city ordered more than 500 crosswalks and also improved walking routes for students.
Boston and Washington, D.C. came in second and third, respectively. San Francisco notched fourth and New York City grabbed the fifth spot on the list of of 25 cities analyzed for pedestrians. The most dangerous for walkers? Detroit. The report ranks cities by traffic data, infrastructure and local attitude on public safety among 2,500 residents across the observed cities.
Dave Melton, Liberty Mutual’s managing director of global safety, attributes well-planned pedestrian safety to countdown lights and flashers at crosswalks that help drivers focus on the road and direct attention from pedestrians. But pesky cellphone usage still remains an issue. 

“The human brain doesn’t multitask,” Melton says. “It switches back and forth.”

It’s tricky to try to control phone distraction, but ensuring every other component of protecting pedestrians is a step in the right direction.

MORE: These Kids Are Powering Their School Just By Walking