#Bidens vmt how to#
#Bidens vmt series#

While 36 states have increased motor fuel tax rates over the last decade in trying to keep up with infrastructure needs, the federal government has not updated the gas tax since 1993. Even under this arrangement, American infrastructure has steadily declined. That only brings in $34 billion per year while federal spending has topped $50 billion annually thus, Congress has had to support the HTF by transfers from the general fund. The HTF, which pays for roadway and transit systems, is financed primarily through the federal gas tax, currently 18.4 cents-per-gallon.

#Bidens vmt how to#

However, Biden and the 117th Congress face the same challenge that the Trump administration and the 116th Congress failed to resolve: how to pay for it all. After many years, infrastructure investment seems poised to become a reality. roads, bridges, waterways, and dams over the next decade, as well as other critically underfunded parts of American’s infrastructure. President Joe Biden’s forthcoming stimulus package is set to focus on efforts to rebuild U.S. Digital collage by Ryan Stevens image sources by Gerd Altmann, andreas160578, & Rudy and Peter Skitterians from Pixabay More information about the overall project can be found on the ecommute/GETF website.

The studies by RFF are part of a larger report on the ecommute program completed by the Global Environment and Technology Foundation (GETF) for the U.S. Finally, in 04-45 Nelson presents an assessment of institutional and regulatory barriers to using telecommuting in a mobile source emissions trading program. In 04-43, Safirova and Walls analyze data from a broad survey conducted by the Southern California Association of Governments (SCAG) of telecommuters and nontelecommuters. In 04-42, Nelson and Walls analyze data from five pilot cities enrolled in the 'ecommute' program. Discussion papers 04-42 and 04-43 present analyses of two recent datasets on telecommuters.

#Bidens vmt series#

This would allow a better analysis of telecommuting choice and frequency as well as more reliable estimates of VMT and emissions impacts.This discussion paper is one in a series of four RFF papers on telecommuting published in December 2004. More research is needed with larger and more broadly based datasets across employers that include both individual employee characteristics and employer and job characteristics. Although an individual telecommuter may experience a sharpreduction in VMT, total benefits depend on how many people are telecommuting, how often they are doing so, and the duration of telecommuting. The studies of VMT, however, tend to focus on the reductions for individual employees who choose to telecommute. Not only does commute VMT fall, but noncommute VMT appears to fall insome cases as well. Moststudies of VMT and trip reductions from telecommuting show that telecommuters significantly reduce both daily trips and VMT. These factors are having children in the household, being female, having more education,having a longer commute trip, having worked longer for one’s current employer and/or in one’s current position, and having a job that does not require face-to-face contact with coworkers or clients. Although there does not seem to be a consensus, there is apredominant view that certain factors increase both the likelihood of telecommuting and the frequency of telecommuting. We focus on the results of the studies with respect to participationand frequency of telecommuting, the effects on vehicle-miles-traveled (VMT) and trips, and in some cases, the impacts on emissions and air quality. The studies include earlier ones with smaller datasets, such assome pilot studies of individual employers, and more recent studies based on broader surveys of both telecommuters and nontelecommuters. In this paper, we review 20 relatively recent empirical studies of telecommuting, all of which focus on the trip reduction perspective.