“The late-summer surge in gasoline prices is heightening the risks that inflation poses for President Joe Biden, and offering Republicans a new chance to pin the blame on his green agenda.
The GOP narrative has a major hole: U.S. oil production — already the highest in the world — is on track to set a new record this year, and will probably rise even more in 2024. But the ever-increasing flow of U.S. crude has failed to keep a lid on gasoline prices, showing once again that a global market drives the fuel prices that shape presidents’ political futures.”
“In the EU, car fatalities, already far lower than America’s, were down by 22 percent over the last decade. Car crashes are just behind guns as the second greatest killer of US children. Black, Hispanic, and Indigenous Americans are disproportionately likely to be killed by a car. Merely taking a walk outside is becoming particularly dangerous: about 7,508 pedestrians were killed by cars last year, the highest number since 1981 and a massive increase over the last decade”
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“there’s a lot we can learn from the aviation system’s approach to passenger safety.
The most obvious is that we shouldn’t accept carnage just because the activity seems inherently dangerous. If we can figure out how to make it exceptionally safe to hurtle through the sky at over 500 miles per hour, we can definitely figure out how to keep people alive on the ground, especially because other countries have done it already. The Netherlands is a famous example, but others, including Canada, with an urban geography much more similar to ours, have steadily decreased their death rates to levels far lower than ours.
A second lesson from the aviation sector is that safety is a systemic responsibility. “The [air] safety regime, with its built-in redundancies, is known in aviation circles as the Swiss cheese model: If a problem slips through a hole in one layer, it will be caught by another,” the New York Times explained, which has added up to a near-spotless safety record.
Compare that to the situation in car safety, where high death rates are accepted as a baseline part of how the system works rather than an institutional failure. Media coverage treats surges in crash deaths as if they are uncontrollable fluctuations in the weather and blames people driving recklessly for getting themselves killed. In the American traffic engineering bureaucracy, there’s a widely circulated myth that the vast majority of crashes are caused by “human error,” transportation writer David Zipper explained in the Atlantic in 2021.
Of course, individuals making unsafe choices — speeding, say, or driving drunk — matters. But these are distractions from what makes the American system of driving so unsafe in the first place: we have a proliferation of fundamentally unsafe roads, known among traffic safety advocates as “stroads,” that combine wide lanes and speeds higher than 25 miles per hour with frequent turns, stops at traffic lights, and shared traffic with cars, pedestrians, and bikes. With all these conflict points, it’s inevitable that collisions will happen.”
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“A third lesson from aviation is that dangerous technology has to be adequately regulated. Empirical research increasingly shows that the rapid takeover of big cars — SUVs and pickup trucks — is a major factor behind our car safety backslide over the last decade. But US Transportation Secretary Pete Buttigieg has declined to call for policies to discourage the proliferation of these vehicles (like Washington, DC’s tax on oversized cars).”
“What if I told you there was a fairly simple policy initiative that would reduce auto traffic by 15 to 20 percent in the heart of America’s most congested city, raise $1 billion annually for the country’s biggest mass transit system at a time when such services are on the edge of a financial death spiral, and improve air quality for urban neighborhoods that have long suffered disproportionately from pollution?
I have good news: Such a plan exists. It’s called congestion pricing, and at the end of June in New York City, the plan cleared its last federal hurdle. As early as next spring, motorists will be charged a fee — perhaps $23 for a rush-hour trip and $17 in off-peak hours, according to a report released last year — to enter the most crowded parts of Manhattan south of 60th Street and below Central Park.”
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“congestion pricing demonstrates two things: one, that the US can implement smart solutions to some of the most difficult climate and urban problems we face today. And two, that the byzantine review system we’ve created — ostensibly to protect the environment — has made it so, so, so difficult to do so.”
“Transit agencies face a conundrum. Because they view transit ridership largely in equity terms, they design the systems largely as social-welfare programs designed to provide poorer residents with a means to get around. Yet when they dump billions of dollars in boutique rail lines, they inevitably cannibalize funds from the bus routes that serve the bulk of their riders—and few drivers end up taking those rail lines, anyway.”
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“Instead of thinking like business-people who need to meet the needs of customers, California transit officials act like government bureaucrats who are married to high-cost government and union solutions, and mainly want to impose their preferences on us—rather than lure us into transit by offering high-quality transportation alternatives. Until they change their thinking, Californians will continue to vote with their gas pedals.”
“While the BLM took longer than anyone else to approve the project, the TransWest Express line suffered from “a ‘spider web of jurisdiction’ across multiple levels of government,” according to Roxane Perruso, the company’s COO. Perruso told EnergyWire, a trade publication, that the project required approvals from state, local, and federal entities—and getting those permits required surveys of over 40,000 acres of land for environmental impacts and 60,000 acres of land for cultural impacts.
All that to get permission to build a power line, which is less invasive than other forms of infrastructure can be. In addition to the BLM and state governments of Wyoming, Colorado, Utah, and Nevada, the project needed approval from the U.S. Forest Service, part of the federal Department of Agriculture, and the Western Area Power Administration, which is part of the federal Department of Energy. (In fairness, EnergyWire notes that the project also got snagged by disputes with some private property owners along the planned route.)
With all the permission slips finally locked down, construction on the line will begin later this year, and the 3,000-megawatt line could be operational by 2028, EnergyWire reports. By then, it’ll be 23 years since the project was first proposed in 2005.
To put it simply: It should not take nearly a quarter century to build a supply line connecting renewable electric supply with an area where there is growing demand. But this is a recurring problem in America. A recent Princeton study found that 80 percent of the potential emissions reductions from green energy projects funded by the Inflation Reduction Act would be lost without an expansion of transmission lines.
The time and expense of permitting have slowed or prevented some major renewable energy projects in recent years. “Windmills off Cape Cod, a geothermal facility in Nevada, and what could have been the largest solar farm in America have all been blocked by an endless series of environmental reviews and lawsuits,” Alec Stapp, a co-founder of the Institute for Progress, which advocates for policies that accelerate technological and industrial progress, wrote last year in The Atlantic. “U.S. climate spending could exceed more than half a trillion dollars by the end of this decade—but without permitting reform, those investments won’t translate into much physical infrastructure.””
“The Biden administration has framed its new, tighter “Buy American” regulations as a way to bolster domestic manufacturing and benefit parts of the country that have been left behind by technological innovation.
To many of those same communities, the White House has promised better connectivity and higher internet speeds. The bipartisan infrastructure plan signed by President Joe Biden in 2021 dedicated $42 billion to expanding broadband access, with much of the funding aimed at laying fiber optic lines in parts of the country where they don’t exist.
There’s one small problem with all this: Finding enough fiber optic cables that comply with the Buy American rules.”
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“Under Biden’s Buy American rules, 55 percent of the component parts of any product used in a federal construction project must be sourced in the United States. That disqualifies any imports of finished cable, but it also wipes out most of the available American-made supply since many of the component parts are sourced overseas.”
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“Another problem, according to a Bloomberg report earlier this week, is that building a fiber optic network requires more than just fiber optic cable. You also need switches, terminals, routers, and other pieces of tech that are mostly imported or manufactured with imported components. In both cases, the Buy American requirements mean broadband companies can’t use those parts for projects funded with federal funding from the infrastructure bill.
That means less infrastructure gets built, and lots of perfectly good American-made fiber optic cable doesn’t get purchased, simply because less than 55 percent of its components happened to come from somewhere else.”
“NTSB’s preliminary report released Thursday showed that the engineer at the controls of the Norfolk Southern train that derailed in Ohio tried to stop the train following a warning about an overheating wheel, but by that time several cars had already come off the tracks.
According to the report, before it derailed, the train passed three detectors intended to alert train crew to physical problems, including overheating wheels. Though the train detectors showed one of the wheels was steadily getting hotter, it did not reach a temperature Norfolk Southern considered critical until it passed the third detector and alerted, as outlined by the National Transportation Safety Board.
When the train passed that last detector, the detector “transmitted a critical audible alarm message instructing the crew to slow and stop the train to inspect a hot axle,” the report said.
By then, the engineer was already trying to slow the train because it was behind another train. Upon hearing the alarm, the engineer increased the application of the brakes, and then automatic emergency brakes initiated, bringing the train to a stop.
When it stopped, the crew “observed fire and smoke and notified the Cleveland East dispatcher of a possible derailment,” the report said.
Thirty-eight cars derailed and 12 more were damaged in the ensuing fire.
The hopper car with the overheating bearing was carrying plastic pellets, which caught fire when the axle overheated, Homendy said.
The placards that designate which cars are carrying hazardous materials — and which she said are “critical in response and in protecting the community,” were also made of plastic and melted. NTSB may recommend a different material for the placards.
The focus of the investigation is on the wheelset and the bearings. They are also looking at the design of the tank cars themselves, the accident response, including the venting and burning of the vinyl chloride, railcar design and maintenance procedures and practices, Norfolk Southern’s use of wayside defect detectors, and Norfolk Southern’s railcar inspection practices.
NTSB plans to hold a rare investigative field hearing near the site in the spring with the goals of informing the public, collecting factual information from witnesses, discussing possible solutions and building consensus for change.”
“the government currently has no idea where broadband actually is and is not available.
The government defines broadband as any high-speed internet connection that is always on without needing to dial up.”
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“To determine what areas need investment, the government relies on maps from the Federal Communications Commission (FCC). But despite costing $350 million, the FCC’s maps are notoriously unreliable and have been for many years. In 2021, The Washington Post noted the maps are based on census data, so “if even one household in a census block—a statistical area that conveys population data—has broadband available, then the agency considers the entire group served. In rural areas, one block could cover dozens of square miles.” The FCC’s maps also don’t take into account physical impediments, like trees and mountains, which can disrupt wireless signals.
As Karl Bode noted this week at Techdirt, the FCC’s maps were so unreliable that multiple states took it upon themselves to draw up their own. Vermont determined that more than 18 percent of its residents lack broadband access, while the FCC’s newly redrawn maps put Vermont’s shortfall at only 3 percent.
Now, with more than $40 billion in state grants on the line, states are scrambling to challenge the new maps, which cost the FCC nearly $45 million in addition to the $350 million previously spent.”