Streetsblog Capitol Hill

In a recent study out of Seattle, researchers Erica Wygonik and Anne Goodchild found that having groceries delivered by truck can cut mileage by up to 85 or 95 percent compared to driving a car. ”It’s like a bus for groceries,” Goodchild told NPR. ”Overwhelmingly, it’s more efficient to be sharing a vehicle, even if it’s a little larger.”

The most efficiency can be squeezed out of grocery delivery when dispatchers can design short routes that serve many people. When customers can choose their delivery times, however, the routes become significantly less efficient.

But in urban areas, where houses are close enough together that delivery might be relatively efficient, not everyone drives to the store. And people without access to a car might be the most likely to use a delivery service. In these locations, perhaps delivery services are replacing walking, biking, and transit trips more than driving trips.

It looks like more research is needed to evaluate the full impact of grocery delivery services on travel choices and carbon emissions. “We don’t have great data about how people get to the store,” Goodchild said in an email exchange. “We also don’t know to what extent these shoppers (bike/ped) might choose to shop online, versus those who drive to the store.”

She said she and her co-author have talked about conducting simulations where they consider biking “but would need to estimate calorie burn.” Yes, calorie burn — but hopefully not “increased respiration.”

The House has finished marking up its transportation bill in what shaped up to be a very Groundhog Day-esque ordeal of unending, repetitive partisan theater (if you missed it, follow coverage on twitter).

The centerpiece was yesterday’s/last night’s/this morning’s Transportation & Infrastructure committee markup, where members debated more than 80 amendments for over 18 hours before finally approving Chairman Mica’s bill, 29-24, at about 3:00 a.m. Not one Democrat voted for it, and only one Republican — Tom Petri of Wisconsin — voted against it. Energy and Financing titles were also approved by their respective committees.

Streetsblog has already pointed out that there’s plenty to dislike in the bill, especially for pedestrians, cyclists, city-dwellers, transit riders, and the environmentally-conscious. But believe it or not, there are a few groups out there who still like this bill a whole lot. In fact, at today’s markup in the Ways and Means Committee, Chairman Dave Camp submitted for the record a letter of support from over 50 organizations.

It’s worth noting that the list of supporters is getting smaller. The T&I bill may have enjoyed the support of AASHTO and the U.S. Chamber of Commerce, but both have now opposed the Ways & Means committee’s financing title. In fact, over 600 organizations have voiced their opposition to that particular bill. However, there are still some hold-outs.

For starters, there’s trucking. Bill Graves, the American Trucking Associations’ CEO, called the bill “a major step forward, not just for trucking, but for all users of our transportation system.” Graves was disappointed when new rules allowing longer, heavier trucks were put off pending further study, saying, “We hope that Congress will see that wasting taxpayer money on further study is not necessary and as this legislation moves forward, enacts these long overdue reforms.”

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Federal safety officials missed their own deadline Friday for making new rules about dangerous trucks.

October 28 was the original deadline by which the Federal Motor Carrier Safety Administration was supposed to announce new hours-of-service regulations for trucking, but in the end, they gave themselves another month to do it.

The pending change is the result of a lawsuit brought by Public Citizen, the Teamsters Union, Advocates for Highway and Auto Safety, and the Truck Safety Coalition against the FMCSA to tighten the standards. The suit resulted in an agreement that the FMCSA would change the current 11-hour driving day and the 34-hour rest period before starting a long workweek to a 10-hour driving day, keeping the 34-hour “restart” but with new restrictions.

The Bush-era rule has been struck down twice before by the courts, but the FMCSA kept reinstating it — first in late 2007 and then about a year later. This time, the agency appears ready to make a change.

The 11-hour rule was a “midnight regulation” made during President George W. Bush’s final days in office, according to the Teamsters. The Bush administration increased the workweek from 60 to 77 hours of driving and reduced the restart period from 50 hours to 34.

The Teamsters say truck crashes cost the nation $20 billion in 2009, and that truck driver fatigue is a major factor in truck crashes. Some statistics indicate fatigue is a factor in 30 to 40 percent of truck crashes, though the FMCSA itself puts the number at 5.5 percent.

“We will continue to push for a rule that protects truck drivers, instead of the greed of the trucking industry,” said Teamsters President Jim Hoffa when the court case was decided two years ago. “Longer hours behind the wheel are dangerous for our members and the driving public.”

The problem isn’t limited to highways. Six percent of pedestrian fatalities and nine percent of bicyclist fatalities in 2009 were caused by crashes with large trucks, according to the NHTSA. Between 1996 and 2005, crashes with large trucks accounted for almost a third of all cyclist fatalities in New York City, according to a joint report by NYC agencies [PDF].

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Freight transportation, which accounts for nearly a quarter of transportation-related greenhouse gas emissions, doesn’t get as much attention as passenger transportation because most people don’t feel it affects them as much. But more than 15 million trucks deliver 70 percent of the goods this country consumes – and the GAO says that’s a mistake.

The Government Accountability Office published a study finding that the costs of freight trucking that are not passed on to the consumer are at least six times greater than the equivalent rail costs and at least nine times greater than the equivalent waterways costs. Many of those are externalized costs passed on to society – like congestion, pollution, and crashes – as well as public costs, like infrastructure maintenance.

These externalized and public costs are just another way that taxpayers subsidize highways. The GAO implies that the country’s highway-centric transportation policy could be damaging the economy.

“When prices do not reflect all these costs, one mode may have a cost advantage over the others that distorts competition,” writes the GAO. “As a consequence, the nation could devote more resources than needed to higher cost freight modes, an inefficient outcome that lowers economic well-being.”

The report goes on to say, “If government policy gives one mode a cost advantage over another, by, for example, not recouping all the costs of that mode’s use of infrastructure, then shipping prices and customers’ use of freight modes can be distorted, reducing the overall efficiency of the nation’s economy.”

The GAO didn’t make recommendations in this report but did say that policy changes that make prices align with the true costs of freight shipping would provide a great economic benefit. Less targeted changes, like charging user fees, subsidizing more efficient alternatives, or applying safety or emissions regulations – could be helpful as well. The report acknowledges that “the current configuration of transportation infrastructure can limit the shifting of freight among modes.”

After all, we’ve been building a lot more highways than railroads lately.

Maybe you commute by train, or maybe you've switched from driving to biking. But your stuff is still traveling the country by diesel truck.

Nearly a quarter of transportation-related greenhouse gas emissions come from freight. The movement of goods from port of entry to a store near you throws enough particulate pollution into the air to shorten the lives of 21,000 people each year, according to the Clean Air Task Force.

The freight sector is lumbering under inefficient and outdated systems that cause pollution, public health problems, safety hazards, and delivery delays. There’s never been a coordinated national approach to solving these problems. And with no deliberate strategy, the default approach is often to build more highways.

As Stephen Davis of Transportation for America writes:

If a port is congested or wants to expand, there’s little available federal money to spend directly on rail or any other mode. Your choices are highways or highways. When a state or port does spend to improve operations, there is no accountability to make sure they’re actually reducing port/freight congestion, moving freight faster, or reducing air pollution in surrounding communities.

Enter the FREIGHT Act. (That’s the Focusing Resources, Economic Investment and Guidance to Help Transportation Act of 2010, with true Capitol Hill acronym panache.) The FREIGHT Act was introduced in the Senate toward the end of July and in the House a week later.

The bill focuses on areas known as "connectors," said Kathryn Phillips of the Environmental Defense Fund. “All the literature and studies say it’s the connector areas, the hubs, where you have the most congestion and environmental impacts.” The bill calls for troubleshooting at these bottlenecks, where products are transferred “from boat to truck to another truck to rail” and everything gets bogged down. Trucks get stuck in traffic; trains sit on the tracks; ships idle at port.

Communities near international ports pay the price. In Riverside, California, traffic gets tied up at 26 at-grade rail crossings 128 times a day when trains pass. Add to that the noise and pollution nearby neighborhoods must contend with.

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Last Wednesday in Brooklyn, the driver of a private garbage truck ignored a bicyclist riding alongside and crushed him as the truck rounded a corner, according to a preliminary NYPD investigation. Police identified the victim as Eling Rivera, 51, of East New York.

No definitive count is available, but Rivera’s death could well be the hundredth in which a garbage truck ran over a New York City pedestrian or cyclist over the past decade-and-a-half. Twenty-six such fatalities were recorded during a four-year period in the mid-1990s, a rate that equates to between six and seven per year, according to research I directed for Right Of Way in our 1999 report, Killed By Automobile [PDF, see pages 33-34].

With an average of 23.8 peds or cyclists killed per hundred million miles driven, garbage trucks had by far the highest fatality rate in the study, exceeding the all-vehicle average of 1.7 killed per hundred million miles by a factor of 14. Within the garbage truck category, the per-mile rate of killing pedestrians and cyclists was two-thirds higher for private haulers than for NYC Department of Sanitation trucks.

Six hours before Rivera was killed, operators of a Philadelphia garbage barge ignored a radio distress call from a stalled “duck boat” and rammed it, killing two tourists and sending 30 more into the Delaware River, the National Transportation Safety Board revealed yesterday.

Investigators from the NTSB, the federal agency chartered with determining causes of transportation accidents and formulating recommendations to improve transportation safety, are combing the Delaware River for clues in the duck boat-barge smashup. Yet none can be seen in Bushwick, just as no NTSB personnel have looked into any of the 100 or so other garbage truck-related pedestrian and cyclist fatalities dating to the mid-nineties.

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As the federal government moves forward on a mandate to set stronger fuel-efficiency rules for trucks and buses, a new report from an independent scientific body is urging lawmakers to take another approach: raise fuel taxes.

The National Research Council (NRC), which often advises Congress and the executive branch on environmental and transportation issues, yesterday reported on several strategies to decrease emissions from heavy-duty vehicles.

Several technological improvements scored high on the NRC's fuel-savings scale. Adding hybrid powertrains to big rigs, for example, could cut fuel use by up to 50 percent over five years, and phasing out gas engines in favor of diesel-powered ones could achieve up to 24 percent in fuel savings.

But the NRC's most surprising advice came on the topic of higher fuel taxes, which the report described as an efficient way to correct the "social inefficiency" that results when private businesses decline to cut emissions "since the private return is too low." The report also projected that higher fuel taxes would encourage freight-carrying firms to make wider use of other gas-saving tactics.

"Although the committee recognizes the political difficulty with increasing fuel taxes, it strongly recommends that Congress consider fuel taxes as an alternative to mandating fuel efficiency standards for medium- and heavy-duty trucks," the NRC authors wrote.

Another benefit of raising fuel taxes to spur emissions cuts, according to the report, is the prospect of more immediate economic and environmental benefits.

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To hear American Trucking Association (ATA) vice chairman Barbara Windsor tell the Senate environment panel today, truckers would face a grim economic future if the price of diesel fuel rises, as the ATA predicts would happen if Congress passes climate change legislation.

"If we have to add costs for diesel, I think we'd have a decline in jobs," Windsor told Sen. Jim Inhofe (R-OK), the senior Republican on the environment committee.

But for the ATA, more expensive diesel fuel isn't always a bad thing -- only when it results from putting a price on carbon.

The truckers' group supports increasing the federal diesel fuel tax, which has remained static for 16 years at 24 cents per gallon, but only "so long as the revenue is not diverted to other causes," as ATA's chairman explained this month.

So the ATA is in favor of putting a price on high-emissions diesel fuel, but only when the resulting revenue is used to advance transportation policies that meet with the trucking industry's approval. What makes the truckers different, then, from any other D.C. interest group that lobbies tooth and nail for its own bottom line?

For one, the ATA-endorsed claim that the climate bill amounts to a "$3.6 trillion gas tax" uses inflated estimates that differ markedly from those used by the independent Congressional Budget Office (CBO) and the Environmental Protection Agency (EPA).

Both the CBO and EPA have found that acting on climate change would lead to fuel price increases of around 25 cents per gallon by 2030. Meanwhile, diesel prices rose by 56 cents per gallon over a span of just three months this spring, a phenomenon the ATA chalked up to oil speculators. (The ATA has yet to endorse Rep. Pete DeFazio's [D-OR] proposal to tax oil speculators to pay for infrastructure improvements.)

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Earlier this week, we took a closer look at the congressional lobbying teams employed by the transport sector's biggest players, AASHTO and APTA. Today, it's time to meet the representatives of the American Trucking Association (ATA), which reported $1.32 million in lobbying spending during the first half of this year on its congressional disclosures -- more than AASHTO and APTA's combined K Street bills.

The ATA is a dedicated opponent of expanding tolling to pay for infrastructure improvements, particularly on the interstate highway system and through congestion pricing plans.

Its lobbying activities extend to throwing cold water on legislation tackling climate change, which the group recently lamented would "impose significant costs on American consumers."

One prominent recent addition to the ATA's lobbying slate is James Lee Witt, director of the Federal Emergency Management Agency (FEMA) during the Clinton administration.

Witt and two colleagues at the consulting firm Global Options Group, Edward Fry and Bob Nash, who was Hillary Clinton's deputy campaign manager during her presidential run, registered to lobby for the truckers in June but have yet to declare any activity.

Aside from Global Options Group, the ATA has 15 lobbyists defending its priorities on the Hill. Its in-house team includes CEO Bill Graves, formerly the GOP governor of Kansas; Timothy P. Lynch, a 27-year veteran transport lobbyist; and Michael Robinson, a longtime adviser to the ex-House Majority Leader (and current indicted TV dance contestant) Tom DeLay (R-TX).

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This image comes courtesy of TrucksDeliver.org, not the Onion.

If BP can stand for "Beyond Petroleum," what's to stop the trucking industry from claiming to "deliver a cleaner tomorrow"? Not much, apparently.

In a story about the current practices of K Street lobbyists, the Washington Post reports that even the American Trucking Associations -- a national trade group -- is adopting an eco-friendly tone:

Record gasoline prices have done more than boost advertising budgets for worried energy lobbies. They also have turned long-held positions of significant lobbying groups upside down -- and decidedly pro-environmental.

The American Trucking Associations last week did a 180 (or pretty close to that) on two key issues. In news releases notable for their use of the color green, the truck company lobby said it would accept a fuel tax increase -- once its most hated policy proposal -- if the extra revenue went toward reducing highway congestion. It also suggested tougher fuel economy standards for trucks, another shocker for the trucking industry.

Guess the ATA might have to iron out some differences with Truckers and Citizens United, a more grassroots-style group that staged a gas-guzzling, street-clogging "rally" in Washington last month to protest the price of fuel.

To get its green message across, the ATA has launched a campaign called "Trucks Deliver" touting six steps to reduce the industry's emissions. Their congestion mitigation strategy comes after the jump.

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