New Survey Research on Autonomous Vehicles

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Koala-front2-180x180I continue to be concerned about visions of an autonomous vehicle future based not only on the impressive capabilities of fully (level 4) self-driving cars but also of fleets of robotaxis replacing personal vehicles. These would, indeed, be major changes. But how soon large numbers of people will accept such vehicles, and whether they will own them or purchase “mobility as a service,” will make an enormous difference in the outcome.
We are just starting to get serious survey research data on what people think about an AV future, and the results are sobering. Fairly detailed survey research was released in April by the Texas A&M Transportation Institute: “Revolutionizing Our Roadways: Consumer Acceptance and Travel Behavior Impacts of Autonomous Vehicles.” TTI conducted the survey in the Austin, Texas metropolitan area—a far more representative location than often-studied New York City or Singapore. The study objective was “to gather empirical evidence on consumer acceptance and adoption: the factors associated with the intention to use, how that intention might influence mode choice and vehicle ownership decisions, and what all this could mean for travel demand and congestion.” The researchers did an online survey of 556 residents and followed up with in-person interviews with 44 participants.
Interestingly, respondents were split just about 50/50 on intent to use AVs, and nearly two-thirds described themselves as late-adopters of new technology. In addition, concern about data privacy was negatively correlated with intent to use AVs. When broken down by people’s current commute mode, 52% of those who currently drive to work were unlikely to be AV adopters, while 57% of those who walk, bike, or use transit were likely adopters. And while there was some correlation with age (younger people more likely, older ones less likely), the researchers found that psychological and behavioral traits were better predictors of AV adoption than demographics.
When it comes to travel behavior, 59% said that if they went with an AV, they would want to own it, compared with 41% favoring use of a shared on-demand vehicle. Interestingly, when asked to speculate on how the advent of AVs would affect the total number of vehicles owned by their household, 61% said no change, 23% said fewer, and 16% said more. On estimating the impact on their amount of travel, 66% expected the same annual VMT, 25% expected an increase, and just 9% expected a decrease. And when it came to the location of their residence, 80% expected no change, with most of the rest expecting to move farther out than their present location.
Drawing on these results, the TTI researchers then made use of the travel demand model of the local MPO, CAMPO. They tweaked a few parameters based on the idea that AVs would make travel time less onerous, ran the model, and compared the results with the status quo. The three main findings were a small increase in daily VMT, an increase in total auto trips, and less transit use. That is a long way from the utopian vision of a society where people have given up personally owned vehicles for mobility as a service, have relocated into high-density urban cores, and use transit or robotaxis for most of their trips.
These Austin, Texas results are broadly consistent with some recent international findings. In March 2015 the CityMobil 2 project in Europe convened transportation experts from the United States, Europe, Japan, and Singapore in La Rochelle, France to discuss the potential impact of AVs. After much discussion in various sessions, the experts were polled about the long-term impact of AVs in four different urban settings and for both individually-owned and robotaxi scenarios. As reported by Bern Grush and John Niles, “The direction of the responses point to more [VMT], lower vehicle occupancy, and lower ownership.” And because in most countries VMT will be increasing for demographic reasons (wealth and population), AVs “would likely make the growing problem of congestion a bit worse still.”
(This article first ran in the June 2016 issue of Surface Transportation Innovations)
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Why Iowa Farmers Should Win Drainage Case

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(Editor’s note: articles such as this are run in the Jefferson Policy Journal because the outcome of lawsuits such as this will have an impact on Virginia since the outcome will encourage or discourage similar actions.)
map-iowaThe Des Moines Water Works (DMWW) federal case is coming to a close. DMWW sued Sac, Calhoun, and Buena Vista Counties in Iowa, as trustees of numerous Iowa Drainage Districts. After the complaint was f
iled by DMWW, the Counties sought summary judgment in federal court regarding the Clean Water Act (CWA) issues. The U.S. District Court referred the common law issues to the Iowa Supreme Court for review and decision. The CWA claims are now fully briefed.
The Drainage Districts filed their reply brief on May 31, 2016. It is a homerun. Regarding jurisdiction issues, the Drainage Districts brief destroys DMWW’s claims. First, the districts describe how there is no jurisdiction for the Court to order a drainage district to resolve an issue where it has no power to resolve that issue. Second, the Drainage Districts point out DMWW sat on its hands for 44 years and did nothing regarding permits for tile drainage discharges. The killer argument the brief makes is “…everyone including Congress, the Environmental Protection Agency…the Iowa Department of Natural Resources…and every single state in the Union with drainage tile makes [it] clear NPDES permits are not required for drainage tile.”
Notwithstanding these facts, the bloviating director of DMWW claims he knows better than everyone else “…is a majority of one.” No, really.  In an answer to a question, the DMWW director responds that DMWW is a majority of one and his rate payers are a majority of one. He claims he is correct and everyone else is wrong in interpreting the CWA.
The Drainage Districts and their law firm actually demonstrate to the court that DMWW’s arguments are in conflict with 44 years of consistent interpretation. The brief actually reviews the CWA’s legislative history and cites to EPA documents which declare EPA has never required NPDES permits for drainage tile. On page 18 of the Drainage Districts’ brief, a thorough discussion begins describing how Congress placed agricultural runoff under State control in 1972.
A real surprise
In a real surprise, the Drainage Districts’ law firm cites a December 5, 1975 Federal Register which describes Congress’ understanding that agricultural runoff is considered to be “…a problem of significant magnitude, [and] Congress believed that technological solutions were not available…” The Drainage Districts’ lawyers found in old Federal Register documents with more interesting language. “Agricultural and silviculture runoff as well as runoff from city streets, frequently flows into ditches or is collected into pipes before being discharged into streams. EPA contends that most of these sources are nonpoint in nature and should not be covered by the NPDES permit program.”
Again this quote comes from a Federal Register document.
If DMWW and its attorneys had done their homework, they would know that EPA has rejected all suggestions that agricultural runoff discharged through ditches, pipes or culverts be regulated as a point source.
More astonishing is the Drainage Districts and their law firm found legislative history from the CWA amendments from 1987. Sen. Robert Dole, R, KS, articulated the argument that runoff from agricultural areas present a serious problem, but the 1987 amendments encouraged the states to manage nonpoint sources and set timetables for meeting cleanup goals. The 1987 CWA created a new state program to address nonpoint sources of agriculture pollution. The brief describes the fact that Section 319 “…allows regulatory and other control programs to be run by the state.”
Others defending agriculture in the courts have assumed Section 319 is “merely “a demonstration and grant program meant to assist farmers. Senator Dole made clear that Section 319 programs “…will target critical areas, identify nonpoint sources and set timetables for program implementation.” The Congressional Record on January 6, 1987 describes that “Congress expressly left agricultural land in the nonpoint category regulated by state programs – now Section 319.” The Drainage Districts’ brief hammers DMWW in listing EPA documents and state documents from California, Wisconsin, North Dakota, Indiana, and Minnesota which all declare with EPA approval “Agricultural activities that cause [nonpoint source] pollution include …tile drainage…”
As you can see, DMWW is attempting to overturn decades of established regulations and case law. Now you see why the farmers should win.
(This article first ran in Farm Futures on June 13,2016.)
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More Job-Killing Rules From The EPA

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What is Ag Stormwater & Is It Regulated?
Having already done yeoman’s work stifling economic growth and job creation, President Obama’s Environmental Protection Agency is doubling down again.
The United States created a paltry 38,000 new jobs in May: one for every 8,000 Americans. Its labor force participation rate is a miserable 63% – meaning 93 million Americans are not working, while 6.4 million more are trying to feed their families on involuntary part-time positions and a fraction of their previous salaries. Manufacturing lost another 20,000 jobs in May, as the economy grew at an almost stagnant 0.8% the first quarter of 2016. Middle class family incomes and net worth continue to slide.
Meanwhile, well-paid federal bureaucrats increasingly regulate our lives, livelihoods and living standards, hand down fines and jail terms for some 5,000 federal crimes and 300,000 criminal offenses, and inflict $1.9 trillion in annual regulatory compliance costs on families and businesses.
EPA’s war on coal has already cost thousands of jobs in mines, power plants and dependent businesses. Low oil prices amid a tepid, over-regulated, climate-fixated, crony-corporatist American, European and international economy have already killed thousands of US oil patch jobs.
On June 3 EPA issued more rules: methane emission standards for new and modified oil and natural gas drilling, fracking, pipeline and other operations. Under steady environmentalist pressure, it may be only a matter of time before the agency covers existing operations – and maybe even livestock, rice growing, landfills, sewage treatment plants and other methane-emitting activities.
The agency justifies these new job-killing rules by citing something it calls the “social cost of methane,” which is patterned after its equally arbitrary, speculative, infinitely malleable “social cost of carbon.” (Carbon, of course, actually means carbon dioxide – the miracle molecule that enables plant growth and makes all life on Earth possible.) Both the SCM and SCC are needed, EPA insists, to prevent dangerous manmade global warming and climate change, which it claims are driven by these two trace gases.
EPA’s methane claims are absurd. Methane emissions from US hydraulic fracturing operations have plummeted 79% and from the overall US natural gas sector by 11% since 2005.
Moreover, methane is a tiny 0.00017% of the atmosphere, the equivalent of $1.70 out of $1 million. According to the Intergovernmental Panel on Climate Change, 17% of that is from energy production and use; 26% comes from agriculture, landfills and sewage; and the remaining 57% is from natural sources. (Carbon dioxide, the other climate bogeyman, is 0.04% of the atmosphere – 400 ppm.)
The United States accounts for a mere 9% of the world’s total manmade methane – and just 29% of that is from oil and gas operations that provide 63% of all the energy that powers America. That means US oil and gas account for less than 3% of global manmade methane emissions – and thus just 0.000004% of all the methane in Earth’s atmosphere. That’s equivalent to 4 cents out of $1 million!
EPA insists that this undetectable amount will cause a global climate catastrophe, and forcing the oil industry to spend billions of dollars to reduce its already minimal methane emissions will bring billions in health and environmental benefits via climate change prevention. It says methane is 23 (or 28 or 35) times more potent than carbon dioxide as a greenhouse gas, and the USA must lead the way. What nonsense.
The atmosphere contains 235 times more carbon dioxide than methane – so this “ultra-potent” greenhouse gas will have only 10-15% of CO2’s supposed global warming power. The US petroleum industry’s contribution is utterly meaningless, especially compared to the solar, oceanic, cosmic and other powerful natural forces that have driven climate change throughout Earth and human history.
Of course, EPA’s shenanigans don’t end there.
The agency’s “social cost of methane” calculations rely on arbitrary 2.5, 3 and 5 percent “discount rates” that supposedly quantify the present value of future regulatory benefits, derived from preventing climate chaos 20, 50 or 100 years from now. The rates yield miraculous compounded benefits up to $1,700 per ton of methane emissions prevented by 2020 to $3,300 per ton by 2050. They could bring up to $550 million in alleged health benefits by 2025 – for “only” $330 million in oil industry costs.
But if EPA had used the 7% discount rate required under Office of Management and Budget guidelines, the supposed benefits would plummet to only $259 per ton by 2020. Naturally, EPA didn’t use that rate.
Even more dishonest, as it did for its “social cost of carbon,” EPA’s analysis incorporates virtually every conceivable “cost” of methane emissions and thus alleged “dangerous climate change” – to agriculture, forestry, water resources, “forced migration” of people and wildlife, human health and disease, rising sea levels, flooded coastal cities, ecosystems and wetlands harmed by too much or too little rain, et cetera.
But it completely ignores every obvious and enormous benefit of using oil and natural gas: generating reliable, affordable electricity for lights, heat, air conditioning, computers, electric vehicles and countless other applications; manufacturing fertilizers, plastics, paints and pharmaceuticals; and even reducing CO2 emissions by replacing coal in electricity generation. EPA also ignores the real, obvious and enormous health impairment from millions more people rendered unemployed, poor and unable to heat their homes.
That is the critical point. But almost as important, the alleged, exaggerated, computer-conjured and illusory benefits from these SCM regulations accrue to the world as a whole – while the very real costs are incurred solely by American companies, consumers and taxpayers. EPA doesn’t mention that.
And to top it off, the mandated reductions in US methane emissions will be imperceptible amid the world’s enormous and rapidly increasing oil, natural gas and coal production and use. In fact, 59 nations are already planning to build more than 1,200 new coal-fired power plants – on top of what they and developed nations are already building.
China, India, Russia and Europe together emit more than five times the methane that the USA does, and the world just set new oil and natural gas consumption records. In fact, the net increase in petroleum consumption was 2.6 times the overall increase in renewable energy use.
Indeed, fossil fuels now account for 79% of total global energy consumption – compared to 0.7% for wind and solar energy combined. The much-touted figure of 19% global renewable energy cleverly hides the fact that 68% of that consumption total is wood, animal dung and hydroelectric energy. Even more astounding, wood and dung account for 13 times more energy worldwide than wind and solar combined!
India has said it will not ratify the Paris treaty anytime soon, and will continue using fossil fuels to bring electricity to people and businesses and improve living standards. Meanwhile, renewable energy spending fell 46% in Germany and 21% overall in Europe in 2015 from the previous year.
EPA’s SCC and SCM scam underscores the religious dogma that drives the Obama Administration’s climate change agenda and ideological determination to end hydrocarbon use in America. Perhaps worse, presidential candidate Hillary Clinton has bragged about putting still more coal miners out of work. She has also said she would ban drilling on all onshore and offshore public lands, and regulate fracking into oblivion on state and private lands. Senator Bernie Sanders will almost assuredly push her and the Democratic Party even further to the Left on energy policies.
These policies would put even more Americans out of work, landing them on welfare rolls and forcing them to depend on unsustainable government handouts that rely on taking more money from an ever-shrinking workforce. Americans would have to get used to the idea of having lights, AC and computers when increasingly expensive electricity is available – instead of when we need it. What a depressing future that would be for our children and grandchildren.

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This Week's Columns

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[metaslider id=6245]
Save Virginia’s Collateral Source Rule 
 By Burton J. Rubin thumbs_2-car-crash-1
  
You’re driving south on Interstate 95 when you are suddenly rear-ended by a drunk driver. Your hospital bills will be high, your new car is totaled and it will be many months before you can return to work.  But when you sue the drunk driver for damages, he says he owes you nothing because you had health insurance, which covered your hospital bills, you were prudent enough to have collision insurance on your car and you also had disability insurance to pay you for the time lost from work.
For over two hundred years we have had a legal principle called the “Collateral Source Rule,” which prevented someone like the drunk driver from getting off scot-free just because the injured party was cautious enough to have insurance. But that rule is under serious threat in Virginia. READ MORE


Can Atlanta’s East Lake Experiment Work in Virginia?
 
 By Jim Bacon
 It is axiomatic among social scientists that concentrating poor people in public housing projects accentuates the social pathologies that make poverty self-perpetuating and unbearable. The oft-touted solution is to create more mixed-income neighborhoods that de-concentrate poverty. Presumably, the presence of working- and middle-class households people would moderate the anti-social behavior of the poor. There’s just one problem: While the poor perceive mixed-income neighborhoods as beneficial, the non-poor do not. Typically, the non-poor flee poor neighborhoods associated with crime, poor schools and disorderly behavior.
How, then, does one develop mixed-use neighborhoods? The answer, according to Carol R. Naughton, president of the not-for-profit Purpose Built Communities: The developer needs to partner with allies who can provide amenities — grocery stores, recreational amenities, and above all else good schools — that make a neighborhood attractive to the non-poor. READ MORE


 
New Survey Research on Autonomous Vehicles 
Koala-front2-150x150By Bob Poole
I continue to be concerned about visions of an autonomous vehicle future based not only on the impressive capabilities of fully (level 4) self-driving cars but also of fleets of robotaxis replacing personal vehicles. These would, indeed, be major changes. But how soon large numbers of people will accept such vehicles, and whether they will own them or purchase “mobility as a service,” will make an enormous difference in the outcome.
We are just starting to get serious survey research data on what people think about an AV future, and the results are sobering. Fairly detailed survey research was released in April by the Texas A&M Transportation Institute: “Revolutionizing Our Roadways: Consumer Acceptance and Travel Behavior Impacts of Autonomous Vehicles.” TTI conducted the survey in the Austin, Texas metropolitan area—a far more representative location than often-studied New York City or Singapore. The study objective was “to gather empirical evidence on consumer acceptance and adoption: the factors associated with the intention to use, how that intention might influence mode choice and vehicle ownership decisions, and what all this could mean for travel demand and congestion.” The researchers did an online survey of 556 residents and followed up with in-person interviews with 44 participants. READ MORE 


 
Why Iowa Farmers Should Ignore Drainage Case
 By Gary Baise  
(Editor’s note: articles such as this are run in the Jefferson Policy Journal because the outcome of lawsuits such as this will have an impact on Virginia since the outcome will encourage or discourage similar actions.)
The Des Moines Water Works (DMWW) federal case is coming to a close. DMWW sued Sac, Calhoun, and Buena Vista Counties in Iowa, as trustees of numerous Iowa Drainage Districts. After the complaint was filed by DMWW, the Counties sought summary judgment in federal court regarding the Clean Water Act (CWA) issues. The U.S. District Court referred the common law issues to the Iowa Supreme Court for review and decision. The CWA claims are now fully briefed. READ MORE  
 


 
More Job-Killing Rules from the EPA
 
By Paul Driessen
Having already done yeoman’s work stifling economic growth and job creation, President Obama’s Environmental Protection Agency is doubling down again.
The United States created a paltry 38,000 new jobs in May: one for every 8,000 Americans. Its labor force participation rate is a miserable 63% – meaning 93 million Americans are not working, while 6.4 million more are trying to feed their families on involuntary part-time positions and a fraction of their previous salaries. Manufacturing lost another 20,000 jobs in May, as the economy grew at an almost stagnant 0.8% the first quarter of 2016. Middle class family incomes and net worth continue to slide.
Meanwhile, well-paid federal bureaucrats increasingly regulate our lives, livelihoods and living standards, hand down fines and jail terms for some 5,000 federal crimes and 300,000 criminal offenses, and inflict $1.9 trillion in annual regulatory compliance costs on families and businesses. READ MORE
 

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Let's Prepare for the Next Uber Revolution

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uberUber and Lyft, known mainly for providing taxi-like services, may find sprawling Sun-Belt cities to be the most hospitable markets for their new car-pooling services. That’s one of the conclusions arising from a new Morgan Stanley report on the proliferation of Uber- and Lyft-style services across the United States. The logic: Sun Belt cities have low-density human settlement patterns that will not support mass transit but have congested roads that could benefit from carpooling.

I can’t find the study itself on the Web, but a number of media outlets have reported on it, including this article by Myles Udland published for Business Insider and re-published in Slate. Writes Udland:
Uber and Lyft could have the biggest impact in the South. Instead of getting in your car and driving to work, or replicating the Northeast commuting experience of driving or walking to a train and heading into the city, more sprawling metros could enact large-scale, commuter-targeted versions of what is basically Uber Pool — Uber’s “carpool” option where you set a pick-up and destination and your driver is able to make pick-ups and drop-offs along the way.

In Uber’s own estimation, the implications of UberPool are “profound.” “On average, uberX already costs 40% less than taxi. Imagine reducing that cost by up to another 50%! In San Francisco, how about $6 to Uber from the Castro to the Financial District? Or $10 from Sunset to SOMA? At these price points, Uber really is cost-competitive with owning a car, which is a game-changer for consumers.

But as Morgan Stanley observes (and Uber overlooks in its example) the metros most likely to benefit from UberPool and competing services are those that, unlike San Francisco, lack mass transit alternatives. Further, suggests Morgan Stanley, those cities would be well advised to invest in building networks of ride-sharing services rather than commuter rail. (I’m not certain what carpooling infrastructure would look like — perhaps dedicated locations analogous to bus stops where car-pooling cars and vans can pick up and drop off passengers without disrupting traffic flow.)
(This article first ran in Bacons Rebellion on June 6, 2016)
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