Why CAFE standards (fuel efficiency) suck. (3 pages, double spaced, written in about 2 hours)
In the United States, private automobiles form the backbone of our transportation systems, providing quick convenient transportation to various destinations, consuming vast quantities of processed petroleum, mostly from other countries, while producing large amounts of problematic air pollution. The Corporate Average Fuel Economy (CAFE) legislation mandates increases in fuel efficiency for new automobiles, in an attempt to reduce these harmful problems. Unfortunately, the indirectness of the approach hinders its effectiveness and produces a number of unintended side effects, which introduce harms of their own, making this a poor choice as a method of reducing dependence on foreign oil and the ecological and health damage from its consumption.
Any barrier to free exchange is politically difficult to implement, even when the exchange carries with it a great deal of negative externality. Thus, the direct approach, to limit fuel production or to tax it more heavily, has been avoided as motorists, fuel producers, and dependent industries all resist such changes. Regulating fuel efficiency in new cars, on the other hand, is a less direct exercise of power, which affects people only as they purchase new cars, and has a smaller impact on the relevant political constituencies than the gas tax does.
The CAFE standards produce a variety of secondary effects in addition to its directly legislated effects, which make it doubtful that it is worth the costs it imposes. Prior CAFE regulations resulted in smaller lighter vehicles which were less safe for their drivers in the event of an accident, it seems likely that new efforts for fuel efficiency would result in similar choices being made, further increasing the safety risks. The proposed changes would result in a reduced range of options for automobile manufacturers to producers, and consumers to purchase. It would also force manufacturers to focus research efforts on increasing fuel efficiency, rather than other potentially valuable areas, such as designing engines for alternative fuels or increasing safety and maneuverability.
Additionally, a number of effects of increasing fuel efficiency act to offset benefits gained by implementing more stringent standards. Increasing fuel efficiency reduces the costs of driving born by the driver and will likely increase the number of miles driven, cutting into the reduction in fuel consumption. Current pollution regulations set limits based on the number of miles driven, rather than the gallons of fuel consumed. Furthermore, the delay introduced into this process by introducing these standards for new cars only means a very gradual increase in average fuel economy for the fleet of vehicles.
Weighing the effectiveness of the proposal and the costs it would entail, it seems to be a poor investment of time, attention, and energy, further a superior alternative exists. This indirect approach to the goal of reducing oil consumption and dependence produces a range of side effects, and compensates for itself in other ways that make it unlikely to work. Raising the gas tax, while politically difficult, would be much more effective in reaching the desired goals. The gas tax could also be targeted geographically to the areas where air pollution is likely to do the most harm. Local governments in areas with high population densities ought to implement their own fuel taxes, and an entry fee for vehicles entering from areas that do not have the environmentally oriented gas taxes. Additionally, reducing dependence on private automobiles by working to improve public transportation and increase the density of development has great potential to reduce both oil dependence and the negative externalities of fuel use.
Talk about the participation process involved in selecting a superintendent for minneapolis schools, particularly as regards last year’s fiasco, from the perspective of a trusted community leader of color. (4 pages, single spaced, written in about 3-4 hours)
Thank you for asking for my opinions on the matter of the school board’s selection of a Superintendent and how this may be done more effectively in the future. Speaking as the president of the FBNCG*, my neighbors and I were alarmed by the action the board took in selecting David Jennings to replace Carol Johnson as Superintendent. We feel that this selection was made without enough consideration of all the potential repercussions for our children. We also want processes put in place to effectively solicit and value our input for the future.
We felt that Carol Johnson made an excellent superintendent and were quite content with her performance. In the decades preceding her appointment, she had earned the trust and loyalty of the community. In office, she showed us the depth of her devotion to the cause of improving our schools and worked to move us in a direction of greater achievement and greater equality. It will always be difficult to select the successor of a great leader.
Choosing David Jennings caused a great deal of anxiety for a number of reasons. He does not match the constituency of the district: He is a wealthy, Republican, white man in a school district that serves a large number of poor student, that is consistently more Democratic, and has more black students than any other racial group. This raises the concern of many concerned about the equitable treatment of their children in schools. His lack of certification, a doctoral degree, and prior direct educational experience brought in other concerns related to his performance. Further, appointing an individual without experience in district relations with the community exacerbates the uncertainty of exactly what sort of leadership he is likely to provide. The evidence that other community representatives brought forward, and the reactions it provoked should be considered in this light.
The points from his voting record in the legislature directed our concern exactly to those points on which we were most uncertain. Opposition to a holiday celebrating a leader in the struggle for racial equality and supporting the continuation of investments in a racist regime suggest a lack of sensitivity to concerns of racial equality and fair treatment. Without strong evidence or convincing testimony from a trusted leader who had worked closely with him, such as Carol Johnson, to counter these claims we had valid reasons for concern. Without official channels which would have allowed us to express our fears, unofficial channels brought the message to the public.
That the school board did not anticipate potential controversy before the announcement of David jennings’s appointment or address the public outcry until after David Jennings’s resignation also reflects poorly on the board. Some from our community took this to mean that you did not take our concerns seriously. We do believe that you intend to do what is in the best interests of the students, but we wish to be sure that we have the same ideas as to what their best interests are.
It is quite reasonable to point out that the media has a vested interest in inflating controversy, thereby making it difficult to judge the extent of the dissenting opinion. This is a major reason for public participation: It allows everyone to know whether a complaint is the voice of a loud, disappointed minority, seeking attention beyond what it deserves or represents the groundswell sentiment of a broad swath of society with limited resources to present their concerns.
Speaking for myself, my family, my neighbors, and the rest of my community, we are deeply concerned about the welfare of our children, but it is difficult for us to make our voice heard. Many of us work long hours, at low pay to care for our children. Many of us are single parents. Many of us are poor. Many of us do not own a car and travel by bus. Additionally, many of us have been discouraged from participating and speaking up, and feel we are not heeded when we do. This makes it harder for us to participate, because we are short on time, transportationally limited, and feel that our efforts are ignored or denigrated. Further, there seems to be a reluctance, aversion, or ignorance as to the appropriate community centers through which to reach a broader range of the black community. These barriers must be overcome in order to bring us to the table.
Unfortunately, the second superintendent process selection did meet these standards. The biggest problem was that the sole purpose of the participation was to establish standards for selection of a superintendent. Additionally, the face to face meetings were held on weekday evenings in area schools. Having all the participation events in the same time slot excludes the people working at that time. Holding the meetings at different times, perhaps one on a Saturday afternoon, and another during the school day, would have allowed for fuller participation. The means selected to contact the black community may also have been inadequate. Churches and the black radio station, KMOJ were not used to publicize the venues. Finally, we received no feedback on how our input helped shape the criteria used to select a candidate, so our participation may consequently feel even less meaningful.
Later steps in the process, including selection of semifinalist candidates and interviews to select the finalists were also conducted without public input. In the brief period for public input between the announcement of the finalists and the decision, there was little opportunity for genuine community involvement. Ultimately, the candidate selected seems like she has superior credentials, and is more politically and socially congruous, and this may be the reason that the second selection process was significantly smoother than the first.
I have faith that we can overcome the barriers, and have fuller participation as a result. In order to do this, we need the opportunities to come to us. As a district, we have to keep moving, and cannot afford to get bogged down delaying important decisions. Therefore, the board should set the range of the debate by providing options for consideration, examination, and feedback. At the same time it is important to give people sufficient advance notice so that they may adjust plans and schedules to accommodate the new event. This structures the debate and helps people on a time budget to effectively participate. All such processes should involve several venues for participation in multiple locations to cut down on travel problems. Call in, mail in, and other such options for participation are helpful and should be broadly advertised. Approaching institutions, such as businesses, churches, and neighborhood organizations, and communicating through them will allow the board to reach a much larger audience. And finally, feedback is an important final step to assure us that our input is being put to good use, and that it is worth our time to continue to provide it.
Providing proposals controls the range of the debate. Providing drafts for public feedback and comment provides a natural language and shared system for the exploration of options and values. As the process progresses, it provides a source of information that can be referred back to for guidance and inspiration. It also makes it easier to allow communication and development of ideas and alternatives when there are specific ideas to be examined and amended. It also compensates for the amount of lead time needed. Public participation needs enough advance warning to allow the would-be participants to prepare.
Using multiple venues at varying times for in person participation helps to increase the size of the participating group. This helps individuals to work around barriers of limited transportation and heavily constrained time so that they more easily give their input to the process. Additionally, using other options, such as call-in, write-in and email feedback allows people to participate, albeit to a more limited extent, at their own convenience, and allows a large number of people who might not otherwise participate to let their opinions be known.
Additionally, working through centers of target communities is an important strategy for gaining full inclusion. Churches, neighborhood groups, and subculture radio stations are important venues for the sharing and spreading of information. Working through these institutions and other cultural centers allows a larger portion of the public to be reached at less expense.
A process taking these barriers into account can improve outcomes in unexpected ways. If a process allows all the stakeholders to become genuinely involved to the degree and at the time they want to be, it can dramatically improve cooperation and increase the social investment in solutions and outcomes. Ultimately, buy-in is an important dimension of public decision making, on the par with technical correctness. Effective participation produces that buy-in and should be cultivated by reaching out to people on their own level.
*=Fictitious Black Neighborhood Community Group
Is it really true that the CAFE standards cause smaller lighter cars that are more risky for passengers? It seems to me that if cars uniformly get smaller and lighter, fatalities from car-car collisions will stay the same, fatalities from car-pedestrian collisions will decrease, and only fatalities from car-obstacle collisions will increase.
It’s true about the encouragement of further miles driven though. The gas tax definitely seems like the right way to go. But it really won’t fly, except possibly in very odd constituencies. Like maybe in NYC itself, since they’ve already got those heavy tolls going in.
I absolutely agree with what you’re saying from a physics perspective. I’d also go so far as to say that driving the more massive vehicles shows that you are far more sensitive to your personal safety than to the harm you cause when you fuck up. (and decreasing your vulnerability to others’ fuckups. This is a major part of why I hate to drive)
There is also the factor that a smaller car will have less to crumple on impact.
I think the security factor of vehicle size is blown out of proportion, particularly if everyone were to reduce size. But I really don’t have the numbers on this one. I’m all but quoting directly from the source papers we were given on that one.
whenever i see proposals or discussions about these kinds of things, i can’t help but think that any argument i see is weighted towards one or the other solution – and that’s a flaw in the thinking..
particularly, cars have their advantages for some situations. i think that maybe a pretty good solution to most problems would be to have everyone rent cars when the need them – but it would have to be as easy to rent a car as it is to hop on a bus.
the main reason i own a car these days (a relic from suburbia) is for extended travel.. i don’t drive to work mostly, and it’s even a pain to keep the car (and expensive) most of the time, but then on weekends, i need to drive to band practice, and it’s not feasible to rent a car (never mind that i store stuff in it). also, i have family that’s located too far away an inconveniently to get to by any other means.
so, i am not a ‘gas guzzler’ at all, and use the car only occasionally. (though if i lived in brooklyn, public transport would be worthless for me and i WOULD drive to work every day, despite traffic, because it’s STILL faster. but that’s your public transport improvment suggestion and i’m all for it!)
public transport’s big selling point is that you can do ‘open-jaw’ trips. you can go to point A, walk to B, and come back home without having to fetch your vehicle.
vehicles’ big selling point is that public transport doesn’t always go directly where you’re going, and can take much longer, if it gets there at all.
all that said, i think your gas tax is intruiging. for people who own cars but don’t use them much, it would not penalize them as much (good thing). for out-of-city-commuters, it would encourage not waiting on longer lines to pay the entry fee and instead taking public transport.
BUT
there would have to be good public transport – otherwise it wouldn’t discourage anyone, would just take more money from people and give it to governments and not solve any problems – it’d just be a revenue generator.
i think a lot of car owners are pretty stubborn (the ones in cities anyway), and are obviously already willing to pay a premium for slightly more convenience (or maybe a lot more convenience).. point being, if you raise prices on this convenience, it won’t stop them, because it already costs so much more to be a car owner in a big city than to take public transport. these people are paying for the convenience big time, and i imagine that if it were MUCH more convenient to take public transport, they would do so.
i am bothered by the fact that if we had a way to automatically trace all cars (big brother style) it would be easy to implement a fair tax for driving into big cities… but big brother powers are kind of bad 🙂
incidentally, how is the london situation?
that was a pretty rambling post, but i think the bold point was my main one 🙂
sorry for the verbage 😉
You are quite correct on all counts, though at present, I view revenue generation for governments as a huge problem.
Something that pretty much matches your notion of small scale car rental are car sharing programs, such as the city car share program in the bay area. They’re also attempting to start one up in the twin cities. You pay for the very short term use of a car. Its main conceptual flaw is that it only does two way trips. So, until you return the vehicle to the lot you initially picked it up from, it’s your dime, and no one else can use it. The main practical problems are getting sufficient lots, and getting people on board (of course, you have to wonder why they’re not on board, but then we leave my area of expertise. I could ask one of my fellow research assistants, though).
London has implemented a charge on the absolute center of downtown (the most congested area), such that it is 5 pounds to enter, and it’s good for all day. It’s only in operation during peak times. It’s crude and inefficient, compared to some other options, but better than nothing. Basically, the way it works is that cameras take pictures of the license plates, and the drivers are mailed the bill. Or it can be paid online, or by phone.
there’s a car-share program here (not city-owner or managed, like the ones you mentioned might be? or did you just mean city-located?)…
i know someone who’s a member of it, but has two complaints – you have to register to use the car kind of far in advance (you lose the convenience of owning a car), and it isn’t any cheaper than renting for anything practical (who needs a car for a short period??). you pay by the hour instead of by day or something but it turns out it’s the same price,
incidentally, this guy just bought a used car. 🙂
that kind of thing, where you need to notify in advance, prevents you from using a car for things you most use it for – spontaneous family visits, spontaneous shopping in the suburbs, etc…
for day to day life, owning a car in new york is more responsibility than convenience – but we do it because the convenience is worth that much. you have to make sure it’s safe during the day, isn’t ticketing unjustly, defend the tickets, find parking, etc, but it’s still the only convenience way to do all those other things that there is no solution for…. (that i know of).
did you ever read stephen fry’s making history? in it is described some university that had an idea like the car one, but for bikes. there were red bikes (or something) all over campus, and the idea was you could get on any red bike and take it wherever you wanted.
within a month all the official university red bikes had disappeared! but a lot of students seemed to now own green and blue bikes.
(not that this is an issue with the carshare solution 🙂
so is the london situation actually helping the traffic problems, or is it just generating revenue?
agreed, not that revenue is bad, but they often use these taxes as an excuse to try and prevent things, when i wonder if it really does.
like i said, making it more expensive to own a car in the city will get you money, but it’s already so expensive to own a car in the city that i’m not sure it will stop anyone from doing so.
if preventing people from USING cars in the city is the agenda (which it sounds like it is for you), then improvements to public transport are, i think, all you need to do.
but they need to be BIG improvements!!
(i take the train to work because it’s one train line, and a fast rich-wallstreet-type one that’s reliable, and it’s only for 5 stops. it takes 20-25 minutes door to door, while driving takes 30-35.)
i’m curious, what kinds of improvements could be made to public transport? i think they’d have to be radical, and i can’t think of what they would be.. i think the current systems i know of are fairly flawed, but i can’t think of an alternative. at least, a realistic,non-sceince fiction ideal one 🙂
The london solution is helping some with traffic and generating some revenue. A flat tax at a given boundary is more prone to generating edge effects and stupid dodges than dynamic congestion pricing. Plus it’s not as effective at controlling traffic flow. But it’s a hell of alot easier to explain. =)
As for the convenience of cars for spontaneous long distance trips, you have a point. But if one structures their life appropriately, one doesn’t need to make long distance trips spontaneously. For instance, my parents are too far for driving to make sense, and basically any shopping I’d want to do, I can do locally. I picked my location with the latter in mind.
The yellow-red-green-blue-white-etc bikes program has been tried in a few places in the US, including minneapolis (yellow bikes), Amsterdam, Copenhagen, and some other spots. Theft has been a huge problem in every instance, and anti-theft measures have been attempted (unique construction, special parts, etc), with some success. Maintenance is probably the second big one. The bigger problem for bikes in the US is that they have to mingle with either pedestrians or motorists, and the biggest problem for bikes is that destinations are often too far away (a problem of both city structure and personal living choices, see above. =)
As for public transportation changes, there are several proposals. Alot of it is in the details, like, do we stop _every_ block? How about every other block, or every third block? How do we speed up loading? (payment separation from boarding is big there, allowing multiple entrances to a single vehicle, and no payment delays. Another one is low floored buses for more convenient access to the disabled. No stairs to climb means they don’t need special ramps. The other big one is exclusive right-of-way. Those are the micro changes.
Elevated rail (or, more expensively, subways) have the advantage of being automatically on exclusive right of ways, but are very expensive. You need to have very high density of use to justify it. The most futuristic I’ve heard of is personal rapid transit. All the research types at umn have said it’s too radical and wacky, and it’ll never go anywhere. It sounds like the idea I had for the ideal (and mind-bogglingly expensive) transportation system, from what little I’ve heard, so I’d like to find out more about it, but I suspect it’s just not practical.