Claim: Global shift away from cars saves US$100 trillion, eliminates 1,700 MT of CO2 pollution

From Burness Communications via Eurekalert

Urban transportation systems an emerging priority ahead of UN climate and sustainable development meetings

NEW YORK (17 September, 2014)—More than $100 trillion in cumulative public and private spending, and 1,700 megatons of annual carbon dioxide (CO2)—a 40 percent reduction of urban passenger transport emissions—could be eliminated by 2050 if the world expands public transportation, walking and cycling in cities, according to a new report released by the University of California, Davis, and the Institute for Transportation and Development Policy (ITDP).

Further, an estimated 1.4 million early deaths could be avoided annually by 2050 if governments require the strongest vehicle pollution controls and ultralow-sulfur fuels, according to a related analysis of these urban vehicle activity pathways by the International Council on Clean Transportation (ICCT) included in the report.

“Transportation, driven by rapid growth in car use, has been the fastest growing source of CO2 in the world, said Michael Replogle, ITDP’s managing director for policy and co-author of the report. “An affordable but largely overlooked way to cut that pollution is to give people clean options to use public transportation, walking and cycling, expanding mobility options especially for the poor and curbing air pollution from traffic.”

“The analysis shows that getting away from car-centric development will cut urban CO2 dramatically and also reduce costs, especially in rapidly expanding economies,” said report co-author Lew Fulton, co-director of NextSTEPS Program at the Institute of Transportation Studies at UC Davis. “It is also critical to reduce the energy use and carbon emissions of all vehicles.”

The report, A Global High Shift Scenario, is the first study to examine how major changes in transport investments worldwide would affect urban passenger transport emissions as well as the mobility of different income groups. The authors calculated CO2 emissions in 2050 under two scenarios, a business-as-usual scenario and a “High Shift” scenario where governments significantly increased rail and clean bus transport, especially Bus Rapid Transit (BRT), and helped urban areas provide infrastructure to ensure safe walking, bicycling and other active forms of transportation. The projections also include moving investments away from road construction, parking garages and other ways that encourage car ownership.

Under this High Shift, not only would CO2 emissions plummet, but the net financial impact of this shift would be an enormous savings over the next 35 years, covering construction, operating, vehicle and fuel-related costs.

The report was released at the United Nations Habitat III Preparatory Meeting in New York on September 17th, in advance of the September 23rd United Nations Secretary-General’s Climate Summit, where many nations and corporations will announce voluntary commitments to reduce greenhouse gas emissions, including new efforts focused on sustainable transportation.

“This timely study is a significant contribution to the evidence base showing that public transport should play central role in visions for the city of tomorrow” says Alain Flausch, Secretary General of the International Association of Public Transport, and member of UN Secretary General’s Advisory Group on Sustainable Transport.

Better Mobility Leads to Social Mobility

The new report also describes sustainable transportation as a key factor in economic development. Under the High Shift scenario, mass transit access is projected to more than triple for the lowest income groups and more than double for the second lowest groups. Notably, the overall mobility evens out between income groups, providing those more impoverished with better access to employment and services that can improve their family livelihoods.

“Today and out to 2050, lower income groups will have limited access to cars in most countries under almost any scenario; improving access to modern, clean, high-capacity public transport is crucial,” said Fulton.

“Unmanaged growth in motor vehicle use threatens to exacerbate growing income inequality and environmental ills, while more sustainable transport delivers access for all, reducing these ills. This report’s findings should help support wider agreement on climate policy, where costs and equity of the cleanup burden between rich and poor are key issues,” noted Replogle.

Emission Standards Save Lives

Air pollution is a leading cause of early death, responsible for more than 3.2 million early deaths annually. Exposure to vehicle tailpipe emissions is associated with increased risk of early death from cardiopulmonary disease and lung cancer, as well as respiratory infections in children. Car and diesel exhaust also increases the risk of non-fatal health outcomes, including asthma and cardiovascular disease.

The International Council on Clean Transportation evaluated the impacts of urban travel by cars, motorcycles, trucks and buses on the number of early deaths from exposure to soot emitted directly from vehicle tailpipes. “Future growth in vehicle activity could produce a four-fold increase in associated early deaths by 2050, even with a global shift to mass transit,” said ICCT’s Joshua Miller, a contributor to the study. “We could avoid about 1.4 million early deaths annually if national leaders committed to a global policy roadmap that requires the strongest vehicle pollution controls and ultralow-sulfur fuels.” Cleaner buses alone would account for 20 percent of these benefits.

Fuel Economy Standards Save Fuel and Cut CO2 Emissions

While this study has not focused on further actions to boost motor vehicle fuel economy, it takes into account existing policies that, in the International Energy Agency’s Baseline scenario, improve average new car fuel economy by 32 percent in countries that belong to the Organisation for Economic Co-operation and Development (OECD), a group of 34 of the world’s most developed, democratic, market economies, and 23 percent in non-OECD countries.

The High Shift scenario increases this to 36 percent and 27 percent respectively, due to improved in-use driving conditions and a slight shift to smaller vehicles. However, the Global Fuel Economy Initiative (GFEI) calls for much more: a 50 percent reduction in fuel use per kilometer for light-duty vehicles worldwide by 2030. Achieving the GFEI 2030 goal could reduce 700 megatons of CO2 annually beyond the 1,700 reduction possible from a High Shift scenario. Taken together, achieving this fuel economy goal with better public transport, walking and cycling could cut annual urban passenger transport CO2 emissions in 2050 by 55 percent from what they might otherwise be in 2050 and 10 percent below 2010 levels.

Cutting Emissions with Sustainable Transportation Across the World’s Cities

Transportation in urban areas accounted for about 2,300 megatons of CO2 in 2010, almost one quarter of carbon emissions from all parts of the transportation sector. Rapid urbanization—especially in fast developing countries like China and India—will cause these emissions to double by 2050 in the baseline scenario.

Among the countries examined in the study, three stand out:

  • United States: Currently the world leader in urban passenger transportation CO2 emissions, with nearly 670 megatons annually, the US is projected to lower these emissions to 560 megatons by 2050 because of slower population growth, higher fuel efficiencies, and a decline in driving per person that has already started as people move back to cities. But this pace can be sharply accelerated with more sustainable transportation options, dropping to about 280 megatons, under the High Shift scenario.
  • China: CO2 emissions from transportation are expected to mushroom from 190 megatons annually to more than 1,100 megatons, due in large part to the explosive growth of China’s urban areas, the growing wealth of Chinese consumers, and their dependence on automobiles. But this increase can be slashed to 650 megatons under the High Shift scenario, in which cities develop extensive BRT and metro systems. The latest data show China is already sharply increasing investments in public transport.
  • India: CO2 emissions are projected to leap from about 70 megatons today to 540 megatons by 2050, also because of growing wealth and urban populations. But this increase can be moderated to only 350 megatons, under the High Shift scenario, by addressing crucial deficiencies in India’s public transport.
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The Institute for Transportation and Development Policy (ITDP) is a global nonprofit that helps cities design and implement high-quality transit systems to make communities more livable, competitive and sustainable. ITDP works with cities worldwide to bring about transport solutions that cut greenhouse gas emissions, reduce poverty, and improve the quality of urban life. Please visit http://www.itdp.org for more information.

UC Davis is a global community of individuals united to better humanity and our natural world while seeking solutions to some of our most pressing challenges. Located near the California state capital, UC Davis has more than 34,000 students, and the full-time equivalent of 4,100 faculty and other academics and 17,400 staff. The campus has an annual research budget of over $750 million, a comprehensive health system and about two dozen specialized research centers. The university offers interdisciplinary graduate study and 99 undergraduate majors in four colleges and six professional schools.

International Council on Clean Transportation (ICCT) is a non-profit research organization dedicated to improving the environmental performance and efficiency of transportation to protect public health, the environment, and quality of life. ICCT provides national and local policymakers with technical analysis of regulations, fiscal incentives, and other measures for clean vehicles and fuels. For more information, please visit http://www.theicct.org.

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329 Comments
September 18, 2014 4:38 am

Just send us back to the stone age – that will do the trick

Nik
September 18, 2014 4:48 am

The peddle we pedal.

knr
September 18, 2014 5:16 am

The greens have long had a fantasy of a total ban on all personal motorised transport, partly has it fits in with their ‘collectivization’ idea and partly as they see such a thing as step to toward return to some mythic ideal rural best , full of rosy cheeked children and happy peasants , while in reality it was a time when life was both grim and short for most people and rosy cheeks with likely to be a sign of life threating illness not health.

michel
Reply to  knr
September 18, 2014 7:24 am

No, don’t be silly. Its not about banning personal motorised transport. Its about keeping high speed traffic away from people. Its not about going back in time either. Its about regulating traffic so as to have pleasanter and safer neighborhoods.
it probably will lead to more use of the subway or buses, but that is not the point at all. It will certainly lead to people feeling safer in cycling or walking, and that is very much the point.

knr
Reply to  michel
September 18, 2014 8:42 am

Given that a car is most efficient when its moving at study speed without change gear nor breaking.
Speed is not the prime issue , while the type of traffic claiming much beloved by the greens increases both pollution and fuel combustion’ thanks to all the stop/go nature it induces. Having a steady flow at 20 is better than an intermittent flow at 30 , but its actual an intermittent flow , or even no flow , that the greens want has a ‘punishment’ to cars drivers.
And by high speed we are talking freeways or motorways where people should not be walking or cycling on at all. Urban settings are not ‘high speed’ and its those setting people and cars are most likely to come into conflict. In these setting its poor behaviour which is the biggest factor and to date no ‘green tax’ as addressed that at all . In fact in the UK the focus on speed as meant that drivers may have got slower but their standard has got worse.
To be fair the green fantasy of no one having personal motorised transport and that would include electric , would cure that.

michel
Reply to  michel
September 18, 2014 11:00 am

knr, if you spend any time in London or Paris, what you will see is fast through roads flanked by residences or shops. Go look at Camden Town, for instance. The traffic is moving fast by pedestrian standards. Its not doing over 30 miles an hour, but its a continuous stream. You go from M&S on one side of the street to Waterstones on the other, and you cross four lanes of traffic, when the lights are green moving at 30+mph.
Go look at the Hollway Road. Same thing. Go look at the Champs Elysees,or any of the other big roads that were driven through Paris in the 19C. Drive around the Arc de Triomphe.
What the car fanatics want is to drive everywhere fast to where they are going, regardless of what is around the roads they drive on or the neighborhoods they drive through. What is needed is to confine the car to places where there are not people.
Will they like it? Yes, generally speaking people want fewer and slower cars going through their neighborhoods. They want their children to be able to play outside safely or ride bikes around safely. Take a look at any English village that has done surveys on a Parish Plan. You will find speeding traffic at the top of the list of concerns. If you could get hold of the requests for 20mph limits from Highways Departments there would be piles of them.
The problem is, they will not act until a few people have got killed. They are not interested in what the people who live in a place want. What we have is ordinary peoples property rights being trampled on by the interests of the car lobbies. Property rights, because all too often they have seen their property values damaged by autocratic decisions to route traffic through, or to refuse to limit speeds or take account of safety issues.
Go ask in any UK real estate agent how much a busy road takes off the value of a house or apartment. That will tell you what is really going on. Freedom to drive. For who? Buy twenty of the things if you like. But accept that there must be limitations on your right to drive where you like and how fast, because other people have rights too.

Pamela Gray
September 18, 2014 5:17 am

That cycling bit will go over really well in tornado ally Kansas. Where’s Todo?????

W.Fox
September 18, 2014 5:19 am

I personally would get into horse breeding , the amount of manure on the streets will be high and the USA will be a 3th world country in less then 20 years , now the next thing is that the army airforce and navy need to be scrapped as they are major polluters too.
Thats what Obama learnt in his church for 20 years GOD DAMN AMERICA .

tadchem
September 18, 2014 5:44 am

Millions of early deaths could be avoided annually by 2050 if governments would eradicate anopheles mosquitoes OR permit GMO crops OR develop reliable electric power infrastructures OR facilitate rural highway development OR develop desalination technology.
What the world needs is not the power to redistribute money to where it is wanted (lately its from the middle class to the rich) but the ability to redistribute resources (food, water, power, tools, raw materials) to where they are needed. THAT will drive prosperity, and in turn public health.

Reply to  tadchem
September 18, 2014 5:50 am

Good point Tadchem. And redistributing resources is greatly aided by having cheap energy.
I wonder if the world might be on the wrong track in continually pushing up the price of energy?

Dire Wolf
Reply to  markx
September 18, 2014 6:00 am

Yes, markx, you are on the right track. Pushing up energy/commodity prices only harm the poor. The rich can always purchase the latest and greatest energy-saving device. The poor must muddle through with less money in their pockets.
Here in the US, the cash for clunkers program (which incentivized the destruction of older cars) was a great boon for the car manufacturers selling new, efficient autos. Unfortunately, it drove up the used car market by drastically cutting the supply. Those too poor to buy new cars (whose price did not really change) had to pay 50-100% higher prices for used cars. Energy works much the same.
One more way that government planners harm the poor.

David A
Reply to  markx
September 18, 2014 6:39 am

“I wonder if the world might be on the wrong track in continually pushing up the price of energy?”
Yes, that is the track to follow. Cheep energy is the life blood of every economy, and the way to reduce population growth. Cheep energy, caring for others, and freedom to express that care in personal ways, not statist ways, can solve this worlds problems.

rgbatduke
Reply to  markx
September 18, 2014 8:00 am

Harm the poor and line the pockets of the rich.
This reminds me of the way the textbook market has recently evolved. A decade or two ago, textbook publishers realized that they were getting creamed by the used textbook market. They’d publish a perfectly lovely textbook that cost them maybe $5 to print and another $3 to ship and sell it to a captive marketplace “required” to buy it once a professor or school adopted it for $150. They’d give the author(s) a buck or two of this and keep the rest, supporting 20 or 30 employees and reaping handsome divisional profits. In the old days, local bookstores would buy up used copies and a few students would end up going there instead of taking the time to find the used stores and maybe finding the right edition of the textbook needed for their class, but most students ended up buying a new textbook.
Then along came Amazon, the universal used bookstore. Anybody can find a used copy of any textbook that has been in print for any substantial length of time, because no matter where you sell your used book, the buyer puts the used copy up on Amazon in addition to putting it on their local shelves. Why not? The faster you turn the book, the more money you make, and Amazon’s cut is smaller than the overhead on shelf space.
Run the numbers. Supposed only 20% of the students who buy a new copy of a textbook in year one of its selection as a brand new book end up selling it when the class that requires it is finished. In year two, new textbook sales are down 20%. In year three, add another 16% In year four, you are selling around half the number of copies you did in year one, and by year five and on, between attrition as schools change textbooks and the used market, only 20%/year used sale/resale has choked your exorbitant profits down to a trickle. The art department has to lay people off. Marketing eats you alive — you are working as hard to resell books at zero profit that you’ve already sold as you are to sell new books that make you money. The editors who spent whole weeks proofing the textbook (but who you have to pay for years afterwards whether they are doing any work or not) are going hungry.
The solution? Textbook publishers now publish a new edition every 3 – 4 years, like clockwork. The new editions aren’t new, of course — that would be work, and expensive. They fix errata (and introduce new errata, of course). Sometimes the author can be persuaded to add or alter a section or two, although (as an author) that is a pain in the ass of monumental proportions once you’ve finished the original write, and you aren’t doing it because you think it necessary but because the publisher tells you it is necessary. But what they really do is scramble the problems at the end of the chapters, deleting a few and adding a few as well.
Oh. My. God. That’s all it takes to shut down the used book market. I can’t use the fourth edition problems I carefully picked and solved three years ago, because the fifth edition is now out and the fourth is no longer available except in the used book market, which isn’t large enough to cover my class reliably. I have to switch textbooks even though the old one was perfectly adequate, I have to go through and find the new numbers of the problems I assigned before and replace the ones that went away, all of my students have to spend $150/copy — more work and expense for everyone — all so that the textbook publishers can pay the staff of forty people other than the author who briefly worked on the textbook and continue to rake off enormous profits from its monopoly sale, without one single actual advantage to the student or professor attendant on the process.
The moral of the story (and yeah, there is a moral relevant to the discussion at hand, this isn’t ENTIRELY a disconnected rant off topic:-) — is that an unexpected series of developments, such as the invention of the internet, internet commerce, Amazon as an embodiment of internet commerce, and Amazon’s book reselling marketplace, had the unintended consequence of seriously hurting a previously lucrative business. Well, really dozens of previously lucrative business, but one in the case at hand. That business took immediate action not to improve their business model, not to increase the quality of what they sell, not to decrease the price of what they sell or live with smaller profits, but to preserve the precise model they already had and its high profits, by disimproving all aspects of the model that actually benefited the purchasers. The rapid pace of new editions have more errors, are less coherent (you have to periodically stir up things like order of presentation that were originally set the way they were for reasons by the authors), have to parallel online editions (and hence look a lot like web pages blown up in paper print, imagine that) and if anything, are even more expensive than before for shoddier binding and thinner paper (after all, these copies are designed not to last long in a used book market!).
But the free market is not done with innovation. At least a couple of companies specialize in reprinting out of copyright textbooks, or textbooks written by authors with minimal “fanciness” compared to the glossy, photo-rich, unreadable textbooks that are easy to market and nearly useless to the student. And then there is the internet and maturing e-book market, allowing anyone to write a book, turn it into an image, and sell it online for essentially zero marginal costs per copy sold. A textbook can be offset printed and sold for $30 and still make more money for an author than they would get per copy sold from the world’s largest publisher, and it can be sold on the internet for nothing but pure profit, split as a commission to e.g. Amazon as the seller and the author. Even if you pay for editing out of pocket, you don’t have to support the editors with royalties. In the long run, authors benefit a lot more selling books cheaply directly to the consumer (especially in electronic form) than they do messing with large publishers who simply take all of the profit and distribute it among dozens of middlemen including (most handsomely) themselves.
In a decade, we’re going to see the great winnowing of the publishing houses, just as we’ve already seen the great winnowing of the non-online bookstore. Not because the government mandated it, not to protect the consumer, but because consumers will protect themselves by choosing economically sound options, because producers will want to maximize their ROI by eliminating as many 10%-ers as possible from the supply chain, because the Internet is an enabling technology, because tablets and smartphones are univeral textbook readers as well as being essential already and familiar to the owner and (actually) comparatively cheap.
The really interesting thing to meditate upon (finally, the point) is how this process is going to make mince-meat out of the “plans to save the world” like the one above. Will they subsidize the massive construction of public transportation in marginal or frankly unprofitable markets, only to have even their tiny expected profits or actual losses magnified to the breaking point because somebody, I dunno, invents a storage battery that can run an electric car for 24 hours of highway driving between charges that take only 2 hours, or invents commercially viable thermonuclear fusion and instantly turns wind farms and solar collectors and coal plants, and fission plants, into so much expensive junk? Well, the coal plans and fission plants can probably be retrofit for fusion, but the wind farms? Not so much.
This is one of the major downsides of planned economies. Planning necessarily assumes that the future will be like the past, that when one estimates costs and benefits, the entire economic landscape underpinning those estimates will not suddenly rearrange. Of course past experience tells us that this is almost never the case. Our plans come with risk. One Henry Ford can come along and ruin your perfectly fabulous business selling horse coaches. The invention of the transistor makes your thriving business making and selling electronic tubes decay to almost nothing, the irreducible market for which only tubes will do. And don’t get me started about the computer. I used to have to type things on paper or write them by hand on paper, and could never have knocked off a few thousand words of essay in less than an hour, words that will actually be read by anywhere from tens to hundreds of humans.
Personally, I think the way it is going to work is this. The single event that has had a greater impact on CO_2 production in the US is the one nobody planned or expected — they discovery that natural gas is a gangbusters fuel for making electricity, and CH_4 makes two water molecules for every CO_2 molecule when you burn it, with almost zero side production of soot or pollutants other than trace CO that is undesirable and easily mostly eliminated with well-designed (read, “efficient”) burners. The oceans are chock full of methane — locked up in clathrates, trapped in ocean silt. The ground is chock full of methane, although naturally extracting it has a cost and risk associated with it so the very same people who would scream their heads off if their electricity went out for a week knee-jerk oppose mining the stuff that makes their electricity. Most of the other schemes for reducing CO_2 are so dumb that they aren’t worth the paper they are printed on, or are so politically unpopular that the lights will actually have to go out for people to realize what they are doing when they oppose it, e.g. nuclear fission power. Some are only marginally dumb — wind, for example — with at least some places coming down on both sides of the margin. In a few locations, wind generation might not be actively unprofitable, but it is at best marginally profitable and only a tiny change in the economics or technology or politics of power generation would be enough to make it utterly pointless.
Solar, OTOH, is often marginally profitable, and where it is, it is driving itself. It is rarely a huge win compared to power generated other ways, but it can honestly hold its own even without subsidy in many contexts and markets. It is also a technology that is still maturing, and as economies of scale improve top to bottom, as people make research breakthroughs in solar generation or associated support hardware (especially batteries) solar is capable of either suddenly shifting to no-brainer the most profitable choice for many locations or gradually getting there as manufacturing follows its past schedule of production cost reductions, which project out solar cells themselves at a cost of $0.25/watt (down from the current roughly $1/watt) in ten or fifteen years, possibly accompanied by a jump in relative efficiency and higher quality. At $0.25/watt, a 5000 watt panel set is only $1250. Even if converters and support hardware don’t come down commensurately, even allowing for harvesting only in sunny daylight time, solar would be a no-brainer with amortization times of as little as five or six years. Then there are the other game-changing technologies — LFTR and Fusion being the big two. D2 fusion, in particular, would enable the entire species to construct a steady state civilization capable of lasting millions of years, as there is simply no way to exhaust the available fusion fuel LFTR would enable at least thousands of years to solve the fusion problem and work out cost effective solar and storage and transport problems.
I think that this is the most likely scenario — that without doing anything deliberate to combat CO_2, we’ll peak in production in the next 20 years anyway, well short of 500 ppm, and at that point we’ll see how accurate the Bern model really is.
In far less than 100 years (however solar works out), our technology will be almost unrecognizably different and any solutions we carefully “plan” now for 2050 will be a complete joke when 2050 rolls around, if the past is any judge of the future. 100 years ago, there were still horses on the street and airplanes were made out of paper or cloth and wood. They had barely started to construct an electrical grid. But a war had just started that would change everything, but driving the rapid development of dozens of technologies and beginning the end of the rule of people by Kings that in the long run probably even justified the horrible cost in money and lives. By the end of the war, airplanes were everywhere, pilots were everywhere, huge companies existed that turned their manufacturing to consumers once the need for war material dried up. World War II was even more of a shock — it produced rockets, nuclear power, and a military-industrial complex that still, sadly, largely runs the political and economic world but that produces many benefits as it does so. In the last 50 years — my lifetime plus a hair — the entire world has been politically remodelled, the enemies of civilization of today were unheard of then, personal computers were invented, the internet was invented, racism has been systematically reduced, global wealth has skyrocketed, the sky was dirtied with smog and then cleaned again, we went to the moon and then walked away from it, and random acts of incredible violence compete with random acts of incredible kindness on a global stage as ancient world and worldviews crumble in the face of a world where access to global information is nearly universal and so cheap that everybody can afford it.
We haven’t even begun to see the full impact of the latter. The number of people with access to formal or informal education continues to skyrocket. Got a phone? Wikipedia is there to be read and learned from. In India, or central Africa, or in China, or in South America. In Iraq, in Syria, in Egypt. No wonder the Imams fear the cell phone. They let all of the young people they need to culturally indoctrinate see a whole world of people who are happy, healthy, wealthy and free, who live without fear of religious police. They can see, correctly, that the culture of their past and their most cherished beliefs will not survive the coming winnowing as their young make choices between the old, dark and evil, and the new, between freedom and slavery to an ideal that they do not entirely agree with administered by old men who fear change.
So I wouldn’t be surprised to be surprised, as the future unfolds, as long as I live to see it. My whole life has been one surprise after another, one improvement after another. Never have so many been so wealthy, so well-educated, or so free, all over the world. We are at this point extending what is perhaps the longest stretch in human history without a major “world spanning” war (where the “world” was smaller in the old days, so European wars and things like the Crusades count). Longest in a couple of hundred years, anyway. Most of the argument is how to divert what fraction of that “unprecedented” wealth into what projects for making the world a still better place to live. Personally, I think that it is the major energy companies themselves who, like the publishing companies, have openly encouraged climate catastrophism, because they reap by far the greatest benefits from combatting it, real or not. If we force “evil” coal-based energy companies to put scrubbers on their stacks, or to find some enormously expensive way of putting CO_2 back into the recently fracked ground, who pays for it? Not the coal miners — not until we don’t need their product at all. Making coal more expensive merely makes them more money for less work and production. Not the power companies. As their costs go up, they just raise prices to match, maintaining their marginal profits! So let’s see, would I rather make 10% marginal profit on a product that sells for $0.10 per KW/hour or $0.20 per KW/hour, in an inelastic market where the increase in cost will have almost no impact on human consumption? Let me see, decisions, decisions…
Energy companies are laughing all the way to the bank. They make something we cannot live without. They know it. We know it (although some idiots like to pretend otherwise or take measures that if implemented would force them to learn the reality of it, so far opposed by sane people who outnumber the insane 10 to 1). The comfort and benefits of civilization require cheap and plentiful energy, period. Those companies are perfectly happy to change the way they produce power in any way you like and make it as expensive as you like. They know you’ll keep buying electricity because it gets dark at night, hot in the daytime, cold in winter, and your tablets and television need feeding, because you like to keep your food cold and serve it hot, because you need to get to work and have to have light to see that work when you get there, because you like being able to buy clothing, toys, entertainments, necessities that are all produced with energy, ordered and sold with energy, delivered with energy, and sent on their merry way into garbage or recycling with energy. They know that even the most fundamental of needs — clean water, and a functional sewage system, and houses to keep the rain off of your head cost energy.
You want to make energy more expensive? They are happy to oblige. If you want them to build wind generation plants at twice the cost of any other technology, why not? They’ll just pass the cost on to you, and you’ll have to live with the warts or else pay them even more to cover the shortfall with their shrinking number of coal plants. Is osolar getting cheap enough to “cut out the middleman”? No it isn’t. They have economy of scale and the backing resources for when the sun doesn’t shine, and while they are happy enough for your roof to form part of their grid at your expense to save them some of the trouble of building large scale collector plants, they can always build and maintain those plants at twice the economy of scale that you can. Only the possibility of high density, cheap batteries might keep them up at night. Solar plants on household roofs that can store 100% of their unused production over weeks really would put them at risk, as houses could indeed go off of the grid in much of the world in that case. But then, they’d simply become the companies making and selling the batteries, or (like the publishing houses) they’d insure that the batteries had some flaw or limited shelf life for other reasons.
Grandiose plans are, therefore, almost generically unwise. If anything, we should seriously question the motives of not the sock-puppets who push climate catastrophism, but the hands inside those puppets, the hands that make those big, profitable plans. Because none of this is about making the world a better place, or a place with less of our lives devoted to paying huge companies for critical services and commodities (for better or worse).
It never was.
rgb

rgbatduke
September 18, 2014 6:01 am

Personally, while I think public transportation is iffy economically in many locations — Durham already has extensive bus routes, but they are underutilized and may or may not pay for themselves, and they simply don’t go through or by affluent suburban neighborhoods at all — a very simple place to start is to tie federal highway funds to building roadways with actual, safe, sane, bike lanes in and around towns and cities, and to consider building bikeways — bike only transportation channels — that one can either drive to or ride your bike to with comparatively little time spent on the streets.
I would cheerfully ride my bike to work (between 2 and 3 miles, but some serious hills in between) and in fact do, when the weather is decent, for a variety of reasons including health and economy and because bike riding is pleasant — except for those hills. However, 1/3 of the ride is on a single lane country road used as a primary car commute channel, 1/3 of the ride is on a four lane city road used as a primary car commute channel that chokes all four lanes at certain times of day for a half mile back, and only 1/3 of it is “safe” — on low traffic roads or on campus where everybody bikes. The country road has a “bike lane” but it is only 1/2 a meter wide in many places, and hence it is a joke. The four lane road ditto, only where it goes under an overpass and in several other places the “lane” disappears and squeezes bikes out into traffic if they aren’t there already. In other words, the roadways, in spite of supposedly accommodating bicycles, really don’t.
A (comparatively) safe bike lane has to be at least 1 meter wide of clear, unobstructed, gutter-free pavement, plus a clearly marked white line, and I personally would feel a lot better with a full meter and a half or even two meters. The people that paint bike lanes onto roadways, however, seem to think that a half a meter is plenty — enough room for your handlebars to be inside it, maybe, sort of, if you ride on the inside edge of it where the gutter gratings and fallen branches and non-car hazards are. Absolutely no room for bike to pass bike unless they swing out into traffic, which is difficult and unsafe during rush hour.
Better yet would be a bikeway. A bikeway could easily be constructed from my neighborhood and a half-dozen other nearby neighborhoods into Duke (a primary area employer) and downtown Durham (where many others are employed) — there is a power/sewer right of way that cuts straight through Duke Forest that could easily be partially paved, turned into a greenway on the sides (instant parkland serving thousands of residents) and extended to cut through a golf course right up to where it is safe to cross over into campus and through campus access downtown, turning five miles of riding on congested roads into perhaps a mile at the very end (and there might be a way of sharing a railroad roadbed to cut off even that last mile).
For people who live further out, a handful of small parking lots for park and bike would let people use their cars to get to a satellite lot and bike in from there. If someone wanted to get very, very fancy, one could even establish an electric shuttle that ran only on unexpectedly rainy/snowy days to let people shuttle themselves and their bikes back to their cars without getting wet or snowed on.
This has nothing whatsoever to do with “CO_2”. It has to do with money and health and relaxation. Even if a bus went through my neighborhood, it costs me less to drive my EXCURSION (world’s largest car, basically tied with a Hummer) two and from Duke every day than it would cost me to take the bus and it leaves me free to come and go as I please not only home but anywhere I like or need to go. Why give up the freedom and save no money? And no, subsidized buses don’t save money, they just charge me the extra via taxes at a horrible efficiency penalty. The real problem with the top article is that it advocates some form of “mandating” and “subsidizing” the use of the alternative resources even where they aren’t cost effective or wanted for their own sake, under the assumption that cutting back on carbon-based fuel is a good that outweighs all evil.
In places where public transportation to work is popular, it is usually not for this sort of reason, it is because the alternative to a nice, clean, quiet train/subway ride is to fight traffic in massive rush hours through narrow choke points where all of the cars are spewing carbon MONoxide, soot, and incomplete combustion byproducts out into the stinking air, only to park in a slot in a paid parking lot in two that costs even more than the gasoline you use to get there and still have to walk or bus to work from there. Washington’s park-and-ride metro beats the hell out of driving in on any of the freeways for people who work at a huge number of high-density employers in the city — cheaper and more convenient. I’d love it if we’d do something similar here, but it is difficult. Aside from Duke and the hospital complex, Durham no longer has a whole lot of huge local employers that are spatially tight, although transport downtown would still be useful and might actually encourage the economic redevelopment of the city core. Chapel Hill (next door) has UNC and ITS hospital complex, and then even less concentration. Raleigh (also next door) might do a bit better downtown with NC State and government and a fair number of businesses. The real payoff here is Research Triangle Park in the middle of all three cities — a large collection of companies and corporate research offices that collectively support a huge rush hour every day on overstressed roadways from the bedroom communities and cities surrounding it, which incidentally connect the cities themselves where people often live in one city and work in another (because, for example, their spouse works in the city they live in, or they live in between two cities).
This is a circumstance where every few years somebody proposes a three-way rail system that links the cities themselves and RTP and the airport. This is a system that people would almost certainly use heavily if it were even close to cost competitive to driving, just to save the time and hassle. I literally dread having to drive on the rush hour roads during rush hour — it is congested, slow, dangerous, an hour’s drive where it is 20 minutes any other time of time with a good chance of a fender bender adding another 30 to 40 minutes on completely at random (and a chance that the fender bender involves YOU). Sadly, whenever the numbers are run, it just doesn’t quite end up making sense. Train right of way is expensive. Train tracks are expensive. Trains are expensive. People to run the trains are expensive. It would take a huge investment for a decade or more to build (just like the Washington Metro, although a lot of this system could just run over ground and would be much cheaper and easier) and in the end, how much could you charge per person, per day, and how many riders could you expect? I don’t think they are at break even on their projections, and nobody wants to sell bonds or bump taxes to pay for a future bloodsucking fiscal drain.
I hope that the numbers eventually work out. I also hope that they use some sense and ensure that the reasonably levelled train right of way is also a free bikeway! One potential corridor from Chapel Hill runs more or less next to my neighborhood, and would perforce run from right past Duke as the area’s largest single employer (and mine) on its way downtown, across the city, and off towards Raleigh (with interchanges for RTP). That would be awesome. I’d even pay an extra $50 or so in city taxes a year as my share of such a plan. But I suspect that this isn’t anywhere near enough, and I do not want to pay hundreds of extra dollars for tens of years to get there. Local bikeways would be much cheaper and don’t require much in the way of fuel or human FTE to maintain.
rgb

Bob Weber
Reply to  rgbatduke
September 19, 2014 10:08 pm

rgb, for many years I rode my mountain bike in Michigan’s UP year-round as as undergraduate, and the worst problem other than bad weather was arriving to anywhere sweaty. Enjoyed the heck out of it though – two wheeled free transportation. But not without challenges- try going up and down mega hills carrying a half dozen bags of groceries on your handle bars, or a giant bag of laundry slung across your back!
As you so articulately pointed out, the economics of utopian transportation options just won’t work for everyone in this real world, and I would say especially in rural areas. My sense is those whose hands control the puppets are trying their best to con the world into eventually giving up freedom of movement, and also freedom of location. In the long run, I think this ideology if implemented widely and forcably, would lead to people being shunted into city life against their wishes, which I recognize is part of the plan called “Agenda 21”, under the guise of sustainable development and “re-wilding”.
I define sustainable development as “what the market will bear”, and I think these socialist utopians are trying to rearrange and reconfigure the marketplace to fit A21 goals.
In the long run under such a system only the “privileged” and “chosen” would be allowed to freely move around and choose where they live outside of approved habitable zones.
For those who enjoy city life, it might work out OK under such a scenario, albeit with commensurate changes in lifestyle. For one thing, getting anywhere on time with public transportation everyday could be a real challenge, especially if almost all needed to use it.
Can you imagine what kind of scheduling changes society would have to make to smooth out the hourly demands on public transportation?
Look at the opportunity cost here too- what happens to all the industries dependent on individuals freely choosing what and where to drive and where to live. The claimed $100 trillion reduction in GDP is nothing to trifle over in a world where everyone needs to earn a living, and governments depend on tax revenue from that GDP. Leave it to arrogant central planner types and this world will become a city-based zoo with a reduced standard of living and quality of life.
No matter what, the utopians will not stop trying to reinvent the world to fit their desires. We and future generations must remain vigilant in protecting our choices or eventually be reduced to practically inmates in a tightly controlled police state city environment that is intended to be the norm all over the world.
I’ll believe the utopians care about people when they realize and prevent energy poverty from happening. But as you say, that is not likely as energy companies will gladly pass off onto customers all unnecessary government-forced costs associated with the CO2 “science” baloney, hitting vulnerable fixed income retirees and the otherwise poor the hardest.

MarkW
September 18, 2014 6:04 am

If this “study” is like the rest of the environmental “studies”, the benefits are exaggerated by three or four orders of magnitude, and the costs are ignored completely.
Regardless, forcing people to give up their personal freedom and start using mass transit has been one of the dreams of the controlling class for decades. Long before global warming reared it’s ugly head.

September 18, 2014 6:11 am

They could have arrived at nearly all the same conclusions without even mentioning CO2. High speed rail for both people and fraight offers many economic advantages. However, most people are more than willing to pay more by owning one or more cars so they can have the freedom to go when, where, and how.
Paving more and more land area with impervious material has a much greater effect on climate change than atmospheric CO2 . Changes in the water cycle is the big climate change factor. Should we be cutting down trees to add another lane to a highway?

mjc
September 18, 2014 6:21 am

Global shift away from cars saves US$100 trillion
So, shrinking the world economy by US$100 trillion is a good thing?
That’s like taking the current state of the economy, what it was in the 1930s, combining them and putting it on steroids…

MarkW
September 18, 2014 6:44 am

Back when I lived in Atlanta, they opened a rail station beside one of the more upscale shopping malls. Shop lifting rates immediately tripled.

markx
Reply to  MarkW
September 18, 2014 10:42 am

I’d guess it was those dang poor people who could not afford tobtravek now getting to go somewhere.
We can’t have that happening!

SparrowShadow
September 18, 2014 6:47 am

Does no one see what the unintended consequences of this move would make? The automobile industry ties in with so many jobs besides car making. Think of mechanics and parts stores, think of how many jobs will be lost. Not only the obesity crisis gets solved by biking, but by unemployed who can’t get enough to eat. Sure, a switch to scooters and bikes would open up some jobs, but the most powerful unions will finally be crushed. A socialist (or communist) society can’t have unions or trade organizations (have you already forgot about Poland?). I’ve got a little scooter, a 260cc rice burner, so has my wife. We bought them new way back at the first gas crisis. Wonderful things, gas mileage out the yang-yang, and I’ve never got it up above 65 mph although it can go faster. Problem was it’s not American made. We still have our car and truck, the disadvantages of a scooter is hauling stuff, cold weather, or stormy weather. Working only 20 miles away from home and our age ruled out bicycles, and I had to become a scooter mechanic to keep our scooters running. The upside was that other people came to me to work on their scooters when I got good and willingly paid me to fix their little rice burners. Think of the mighty web of industry that the automobile industry spawns. The sales jobs, the office jobs, etc. etc.

ferdberple
September 18, 2014 6:55 am

The people that promote mass transit do so without an understanding of the economics.
Mass transit works when you have large, centralized groups of people that must trade places. In this fashion you can ensure the buses/transit is kept full in both directions.
However, when you have large numbers of distributed people traveling in random directions, mass transit is a horrible solution, because of the number of transfers required. You end up with large number of vehicles traveling near empty, or with large delays as buses wait for enough passengers.
Running a 40 seat bus with 2 passengers is not nearly was efficient as these same 2 passengers driving their own vehicles. You need 20 passengers on each bus trip before it makes sense.
There is little difference pollution wise between 1 person in a 4 passenger car, of 10 people in a 40 passenger bus, except that the bus needs a driver, while the car uses the passenger as the driver.
It is the extra cost of the driver that makes the bus less efficient unless it ridership volumes are high, which is near impossible when trips are random.

Dudley Horscroft
Reply to  ferdberple
September 18, 2014 11:05 am

Ferdberple, you have it mostly right. Where you are wrong is in saying that “people that promote mass transit do so without an understanding of the economics”. Actually they do. It is the people that denigrate mass transit that have no understanding of economics.
Only a clown promotes mass transit in a city where there are no major demand lines – but only a clown argues against mass transit where there are major demand corridors that would be inefficient to serve using individual transport. If you have a corridor where at the peak time there are ten thousand people wishing to travel in the peak hour, consider them travelling by car. At the best, with a bit of car sharing/van pooling, etc, there will be about 1.25 persons per car. This requires 8000 cars in the peak hour. On a freeway, a single lane of traffic can take at best 2000 cars per hour. Hence to carry this traffic you would require four lanes of traffic. However, unless you are very lucky and have a freeway on this route, you are stuck with arterial traffic, and traffic lights. This means that traffic is interrupted for cross traffic. Not only cross traffic, but also turning traffic – which means that you are very unlikely to get away with less than 8 lanes of traffic. Instead consider running trams (aka ‘streetcars’). These can carry 400 people or more in peak hours. This means 25 trams in the peak, so they are running on average about 2 minutes apart. This is easily done with one set of tracks. On a main road which would carry a tramway like this, you would still have room on lanes alongside he tram tracks for car traffic which is not going the whole way along the line, ie joining here, running a short distance along the main road, and then going off to a different destination.
Nobody is forced to travel on the tram – they do so because it is convenient. Not so fast as a car, and having to stand is very likely, but the tram is quiet, not jerky, does not sway or swerve, and strangely, judging by the behaviour of people when the tram is lightly loaded, many people are quite happy to stand. Car buffs will, of course, beleve this to be impossible, but it does happen. See Budapest for routes 4 and 6 on the Grand Ring. Trams were built precisely to service this demand, and do it very well. I don’t know about Karlsruhe, but I believe that demand on the main route probably exceeds 10 000 per hour – so much so that I understand that a subway is being dug for that road.
That of course points out that when demand increases too much, it is necessary to look to the very expensive cost of a subway. It has been often said that if the planners in Los Angeles had realised what the demand on the Blue Line would have grown to, they would have gone for a subway in the first place. But they didn’t so LA has a surface tramway on the Blue Line. However, the demand on that route has sparked construction of other lines, Green, Expo, Gold, Crenshaw and others in planning, – and those wishing to drive their cars can still do so.
There is no war against cars, and nobody is trying to force people into using public transport. The dice were loaded in the USA against public transit by various acts of Congress – go to public transit enthusiasts in the USA if you wish to find out more. However, cities are now reaslising the benefits of good public transport – specifically ‘light rail’ and ‘streetcars’ – and planning, and even building such systems. That this will likely result in a reduction of CO2 emissions is often talked about as a ‘benefit’ of such systems, but this is because of the CAGW view of the Establishment. Play into their concerns if it helps get good transport (the power station still burns coal to fertilize the earth and provide electricity, but the CAGW mob generally forget that!). Good transport is justified on economic and financial grounds – usually costs less to operate than buses, and for heavy demand routes trams are better than buses, sometimes even a subway is better still.
Some of you might like to remember that mass transit in Hong Kong and Singapore operates at a profit, and many of the private railway companies in the UK operate at a profit, and return a ‘premium’ to the Government. Mostly, however, the level of fares is set by cities or other authorities at a level hopefully competitive with cars with their free use of roads, paid for not by car users, but by houseowners through rates or land taxes. Thus it is not surprising that most systems in the USA operate at a loss – often a thumping great loss.

Reply to  Dudley Horscroft
September 18, 2014 11:27 am

Dudley says:
…when demand increases too much, it is necessary to look to the very expensive cost of a subway. It has been often said that if the planners in Los Angeles had realised what the demand on the Blue Line would have grown to, they would have gone for a subway in the first place.
You argue eloquently against the California so-called “bullet train”.
That monstrosity will cost $300 – $400 billion in the end, about 3X ‘estimates’. That is what always happens. They lie to the public hoping for a buy-in. The “bullet” train will always require massive public tax subsidies. And the ridership numbers will never be acheived. Never.
Furthermore, there is already an infrastructure in place: airlines. I can fly from SF to LA in one hour for, usually, $99. No ‘bullet’ train will ever be that efficient. Politics being what it is, every hick town between NorCal and SoCal will have a “Bullet train” stop.
Current estimates are for a 4.5 hour train ride from LA to SF. A bus can make the trip for about one-thousandth of the ultimate cost of the ‘bullet’ train. But buses do not keep labor unions and Gov. Moonbeam happy; Moonbeam wants a ‘legacy’, no matter how preposterously expensive or unneeded.
People want their cars. Just ask them. The “do-gooder” mentality of the elected puppets of the eco-crowd are always operating on the “we know what’s best for you” mentality. To hell with them. That mentality is the basis for communism, socialism, and all the -ism’s that are directly contrary to personal freedom.
Yes, they will always find a ‘rationale’ for limiting freedom. They always do, don’t they?

Reply to  Dudley Horscroft
September 19, 2014 8:21 am

Re RGB on textbooks.
Surely the computer software industry is an even worse case of “continual upgrade rorting”.
Again… gigantic and growing corporations are continually toll charging the rest of us for energy, for communications, for finance, for medications …

Reply to  Dudley Horscroft
September 19, 2014 9:04 am

“…. I can fly from SF to LA in one hour for, usually, $99. No ‘bullet’ train will ever be that efficient….”
HSR travel cannot in any way be compared to the slight unpleasantness of modern economy class air travel.
The first trips I made were a revelation.
Wander into the station, checking the schedule as you walk up to the machine in the wall. Stick your credit card in, dab your fingure on the touch screen destination, pay, get ticket. Check yourself through the correct gate, and you may have a twenty minute wait or so for the train, so grab a snack or a drink and wander down to the correct platform.
Your carriage and seat number is marked in the ticket and carriage numbers are marked on the platform. So you can wait at exactly the right spot for your door. The train arrives, and stops for two or three minutes, plenty of time for all to dismount or mount.
If you have luggage stack it in the racks at the carriage end, or place your carry on in overhead racks. Hang your coat on the hook near your seat.
Notice there is ample space to move past a sitting passenger to your seat, and a large fold down tray which will easily hold your laptop, so you can use the in board wifi. You can start work immediately, as there are no safety lectures and no electronic bans.
You can get up and walk around at any time, smooth travelling and plenty of space and getting in or out of your seat is no disturbance to anyone.
You only know you are doing 280 km/hr by the speed indicator at the frint of your carriage.
Make some calls (quietly, so you. don’t disturb others, its all pretty quiet). Have a snack from the passing trolley…
SF to LA would take about 2.5 hours…
By the time you checked in for your flight, waited at your gate, boarded, travelled, taxied, disembarked, got through the airport, we’d both expend about the same amount of time.
One of us would have been more relaxed and productive.
That trip is about the golden distance for HSR.
(disclaimer.. HSR travel in China is not quite the same as the above in Korea, Taiwan or Japan, as you are often in fast moving qeues of a thousand or so people…but once you get to the platform it is as above…)

AndyZ
September 18, 2014 7:03 am

97% of economists agree that the US will save $100 billion quadrillion by driving less over the next 40 years! How can anyone doubt!

September 18, 2014 7:13 am

If we killed all the whales that would stop 10 MT of CO2 being spewed into the atmosphere.

ferdberple
September 18, 2014 7:14 am

a much better transit model for random trips are a pool of cars/bikes, positioned randomly around the city. you access them with a credit card, drive to your destination, and get out. the fee is charged to your card. the next passenger in your area that needs a vehicle can take the one you just finished with.
the ultimate solution will be driverless cars, owned by private “cab” companies. you need a ride, you pick up you cell phone and an empty car arrives. you get in and it takes you to your destination. this can be made much more efficient than today’s emphasis on large vehicles and mass transit.

Dire Wolf
Reply to  ferdberple
September 18, 2014 7:29 am

You still face the problem of the commons. Since those riding in the cars have no incentive to preserve them, they won’t care if they get in dirty or leave food behind or vandalize. Yea, we could put cameras in each of them and trace people by credit card. If it were that easy then there would be no vandalism/crime on busses and subways.
Furthermore, what happens to the poor who don’t have credit? How do they get around in your driverless society?

ferdberple
September 18, 2014 7:18 am

the idea model for mass transit is holiday vacations. 100 people board a plane in San Diego for Cancun, Mexico. next week they need to come back, and 100 more people need to go. in this fashion you can run one flight each week, with 100% load.
but now imagine that the same 100 people that got on your plane were instead traveling to 50 different cities, all over the world. Now you have a much harder problem keeping the planes full, and need a whole lot more planes.
planners thing that mass transit follows the first case. In reality it follows the second.

SparrowShadow
September 18, 2014 7:27 am

Another thing fries my grits. Where’s my global warming? If it warm all the time I could ditch my car or truck all winter long and ride my scooter. I had to build a greenhouse to grow a coffee plant and the snow we had last winter brought down the power-lines and killed it and my palm trees. I have alternative heating now and may buy an avocado tree if this winter is mild. It’s not fair, if the oceans rise a couple of hundred feet I’ll be just a few miles from the beach.

Ken
September 18, 2014 7:43 am

You first, Mr. Replogle. Then tell us how it went. Then maybe we will do it.

September 18, 2014 7:48 am

Take out the CO2 references and this study is the same old deluded utopian rubbish of the academic city planner.
Just another fool or group there of who are absolutely certain they know best how to contain the nature of man.
Personally I believe we need a planned city, where all these experts can do their thing and live with the consequences.
We Canadians should relocate our Federal capitol to the geographic centre of this country.
A quick glance at a map points to the vicinity of Baker Lake in Nunavut.
Here on the windswept tundra, these government mooches,I mean urban planners, could start with a clean slate.
The cost? Insignificant to a nation that will spend Billions on a “Human Rights Museum”.
The benefits?
Well we get to move Ottawa Bureaus to an area without road access.
Canadian Sovereignty over the Arctic would be enhanced.
One obnoxious shop steward of the airline refuelers union could be a national hero.
We could claim a truly central government and leave them to freeze.
The Barren Lands Grizzly and the local Polar Bear populations could benefit from a new food source .
Only the truly crazy or convicted persons would volunteer for public service.
And finally Canada can imitate China, we too could have a ghost city, built for political reasons and sitting empty.

Resourceguy
September 18, 2014 8:08 am

In the end only limousine libs will have cars (large black SUVs actually).

Justa Joe
Reply to  Resourceguy
September 18, 2014 3:17 pm

In the end, our economic freedom will just melt away quite suddenly.

Steve Oregon
September 18, 2014 8:28 am

Here in the phoniest city in America (Portland) our politicians, planners, regional government, TriMet and light rail mafia have been in collusion to force their chronically failed vision upon our communities while obstructing public votes and enriching themselves and their crony beneficiaries of light rail boondoggles for 25 years. They have mastered the climate war type public deceit like none other.
This cabal was only too eager to join the climate war. It fit them like a glove.
There is no limit to what they will make up. Their bureaucrats have been very busy dreaming up ways to impose themselves on every aspect of our lives. They call it smart.
http://www.oregonmetro.gov/public-projects/climate-smart-communities-scenarios
Thankfully our primary newspaper came out yesterday with an editorial ripping our foolish governor’s carbon tax.
http://www.oregonlive.com/opinion/index.ssf/2014/09/carbon_tax_the_cover_oregon_of.html

Resourceguy
Reply to  Steve Oregon
September 18, 2014 12:34 pm

I’ll continue to stay away in droves.

hunter
September 18, 2014 8:36 am

Here is a view of the future these kooks want to give us:

hunter
September 18, 2014 8:38 am

Here is how our economy looks if these kooks get real power: