Cross posted from the Frontier Group.
Twenty-five years ago this spring, I was a fresh-faced undergrad at Penn State enrolled in a course on existential threats to civilization, including climate change. We knew then (and yes, with a reasonable degree of certainty we did know) that emissions of carbon dioxide and other greenhouse gases were causing the earth to warm in ways that could prove catastrophic.
We also knew that travel on America’s roads was a leading source of greenhouse gases on a global scale, and that transportation infrastructure decisions were capable of encouraging the use of high-carbon modes of travel that contribute to the warming of the planet.
Since then, an entire generation of Americans has been born, grown up, and sat through unnerving college lectures. America has added more than 715,000 new lane-miles of public roads (the rough equivalent of building a 255-lane wide road from New York to Los Angeles), and we have spent an additional $2.6 trillion (2014$) in capital expenditures on our highway system. Since those sunny spring afternoons in 1991, America’s transportation system has spewed more than 43 billion metric tons (carbon dioxide equivalent) of greenhouse gases into the atmosphere, contributing to the mounting damage from climate change that is now being experienced around the world.
So, how then to take the U.S. Department of Transportation’s (U.S. DOT) move last week to begin consideration of rules that would set non-binding performance measures for greenhouse gas emissions from transportation? Does it represent an important policy opening or a huge disappointment, given the scale and speed of climate change?
Time will tell and, as NRDC’s Deron Lovaas suggests in the comments to this Streetsblog post, the Obama administration’s announcement last week is merely the opening bell in what is sure to be an intense fight over how strong the new greenhouse gas performance measures will be and what format they will take.
Regardless of the ultimate form of the rules, however, the Obama administration’s action is significant, if only because it signals the renewal of public debate around the connection between transportation infrastructure decisions and global warming.