We have rural roads in my area of PA that exist to get the farmers to and from the main roads. They are built "light" because there is not supposed to be any real truck traffic on them. But there's always loaded milk trailer trucks as well as loaded trucks taking the corn to the ethinol plant plus other loads going into and out of the farms. Throw in the winter damage, they do indeed start having problems rather quickly. But the worst effected by the truck traffic have problems with truckers taking them as cut-offs for a few miles, even though they are posted "for local delivery only". It doesn't take that many daily heavy trucks to damage these rural roads. There are no local police and the state troopers don't patrol them so the chances of trucks being stopped are remote. These roads are the ones that always need major pothole re-paving every year and the small bridges on them are always needing repaired.
Your point about trucks "paying 55% of the fuel taxes" doesn't address the issue that it is today's heavy trucks that are causing almost all the damages to the roads and bridges. I agree with you that the roads need to be built and re-built to higher standards. But that would require elimination or major changes in the Davis-Bacon law so more money would be available from the very substantial labor savings. We also need more quality supervision of the road contractors and higher performance bonds to make sure they are doing what they are supposed to do. (And no more doing business with known mob contractors and mob controlled unions which has been a problem in PA and other states.) All of that requires changes in Federal and many states laws so the chances of it happening are "slim to none".
Yes, Norm, the people who service your car want to be sure that your car gets the service it needs.
I have not driven in more than two years; I sold my car to my granddaughter going on two years ago. From time to time, I get notices from both the dealer who sold me my last car and the place where I took it for service (closer and cost less). I have told the dealer that I DO NOT OWN THE CAR--and I continue to get suggestions that I take it in for servicing. As it was, in two years I put only about 7,000 miles on the car.
I also receive mailings from my former insurance company, asking me to come back--surely, the company says, I will get a better deal from that company than from whatever company I am currently using.
Johnny
tree68 samfp1943 We are not that far from being able to do just that, via GPS. Look at PTC, and apply it to your family car. Of course, this totally smacks of "Big Brother" and will certainly generate considerable pushback.
samfp1943
We are not that far from being able to do just that, via GPS. Look at PTC, and apply it to your family car.
Of course, this totally smacks of "Big Brother" and will certainly generate considerable pushback.
Well, yes. They could use GPS to track every vehicle but that would just favor more federal jobs. The small shop I use for maintenance on my car sends me a reminder it's time for an oil change based on previous mileage driven and based on 3,000 mile changes which is a thing of the past.
I neither need nor want the feds tracking my every mile. I can't get further into it without getting political. Please, feds, let us live our lives in peace like our founders intended. I'm doing fine without your governance.
Norm
Sam,
There are states that add sales tax on top of fuel taxes and Michigan is one of them. Our sales tax is 6% of the sale price so we're getting taxed on tax. As of January first the state fuel tax went up.
Those who believe government provides jobs are having a ball at our expense.
Some of the stuff we handle had better be handled with kid gloves. We haul a few loads a year that are so nasty that the drivers and loaders are in full pressure breathing gear to load them. Then after loading it carries a full Nitrogen blanket at 40PSI to prevent surging. Even then we still are scared of the product. The simple fact is 1 our delivery schedules would be longer. 2 the capital outlay required would just about triple why triple. Each trailer on a TOFC is one we can not use. So we would require more trailers. When a new tank trailer is close to 60 grand for one in our specs no thanks. We will keep running drivers and trailers. I also think our customers would prefer not getting screwed up loads from us.
samfp1943*USE TAXES, based on miles a vehicle is operated in various jurisdictions... Neither, currently, a popular solution to the problem.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Norm48327 Shadow the Cats owner For last quarter for all miles my boss paid on average for 8.125 million miles run an average of 35 cents a mile in Fuel taxes alone. That is what the math came out to for us. Then throw in our insurance costs wages for the company equipment payments then we bought 50 more units effective 1st of this year when we merged in those smaller carriers with us. A question or two if I may. Is it feasable, and, if so, does your company ship hazmat tankers via rail? I ask because I don't ever recall seeing tankers being carried "piggyback"; AKA TOFC. Would shipping them on rails save your company money vs the fuel taxes, tolls and wear and tear on the tractors and driver pay or would the railroads demand an exorbitant premium for transporting your hazardous cargo while they themselves handle the same on a daily basis but in railroad tank cars? Would it save enough over the cost of fuel taxes and tolls to be worthwhile for your, or any other hazmat hauler, to do that? Yes, I am aware you would likely need company tractors and drivers at both ends of the run. I am aware trucking is a "cutthroat" business. Everyone wants a piece of the action, but not all are qualified, both from the abilities of the company and the drivers to haul the cargoes you do. Asking from the viewpoint of someone who has never driven OTR or been a rial.
Shadow the Cats owner For last quarter for all miles my boss paid on average for 8.125 million miles run an average of 35 cents a mile in Fuel taxes alone. That is what the math came out to for us. Then throw in our insurance costs wages for the company equipment payments then we bought 50 more units effective 1st of this year when we merged in those smaller carriers with us.
A question or two if I may.
Is it feasable, and, if so, does your company ship hazmat tankers via rail? I ask because I don't ever recall seeing tankers being carried "piggyback"; AKA TOFC.
Would shipping them on rails save your company money vs the fuel taxes, tolls and wear and tear on the tractors and driver pay or would the railroads demand an exorbitant premium for transporting your hazardous cargo while they themselves handle the same on a daily basis but in railroad tank cars?
Would it save enough over the cost of fuel taxes and tolls to be worthwhile for your, or any other hazmat hauler, to do that? Yes, I am aware you would likely need company tractors and drivers at both ends of the run.
I am aware trucking is a "cutthroat" business. Everyone wants a piece of the action, but not all are qualified, both from the abilities of the company and the drivers to haul the cargoes you do.
Asking from the viewpoint of someone who has never driven OTR or been a rial.
As to the question of Taxation, and Road taxes posed by Ben: I found a seemingly, current break down of Taxes for both private and commercial vehicles [this later catagory is most probably powered by diesel fuel] site linked:
@ https://en.wikipedia.org/wiki/Fuel_taxes_in_the_United_States
[Some of the entries, for NY,CT, and Ca(and other states) show not only the taxes for fuels, but a sales tax categories as well]
It is an interesting read! And to Ben's last comment about: ".. driving electric vehicles and not paying the 'fuel taxes'. Exactly the reasons and rationales that States are currently using to examine additional methods of taxation: * Entry fees for traffic into congested areas of Cities. *USE TAXES, based on miles a vehicle is operated in various jurisdictions... Neither, currently, a popular solution to the problem.
Shadow the Cats ownerFor last quarter for all miles my boss paid on average for 8.125 million miles run an average of 35 cents a mile in Fuel taxes alone. That is what the math came out to for us. Then throw in our insurance costs wages for the company equipment payments then we bought 50 more units effective 1st of this year when we merged in those smaller carriers with us.
tree68 ben Between Springield, Ma and Worcester, Ma there is very poor track. In other locations with the money that they receive they could add a third track to ease congestion. I'm in Utica a lot for our Polar trains. The "Late" Shore is usually pretty close to on time into Utica westbound. Eastbound is where you see the significant delays, and there's a lot of track between there and Chicago on which to generate those delays. Springfield to Worchester is basically a speed bump. Curiously, sometimes the eastbound is pretty close to on-time into Utica. A lot depends on how the chess game that is dispatching is going that day.
ben Between Springield, Ma and Worcester, Ma there is very poor track. In other locations with the money that they receive they could add a third track to ease congestion.
I'm in Utica a lot for our Polar trains. The "Late" Shore is usually pretty close to on time into Utica westbound. Eastbound is where you see the significant delays, and there's a lot of track between there and Chicago on which to generate those delays.
Springfield to Worchester is basically a speed bump.
Curiously, sometimes the eastbound is pretty close to on-time into Utica. A lot depends on how the chess game that is dispatching is going that day.
If you check the tracking website for Amtrak Trains all of the trains for the Lake Shore Limited are late. There are three so far so have gone through Western Massachusetts yet.
benBetween Springield, Ma and Worcester, Ma there is very poor track. In other locations with the money that they receive they could add a third track to ease congestion.
samfp1943 Shadow the Cats owner I just filed the 4th quarter calander year IFTA statement for my boss For that quarter our 250 trucks paid into the US Highway trust fund right at 2.9 million miles for all the miles driven for everystate we covered. I am not going to break it out per state as 1 it would drive even a bean counter nuts and 2 the report is about 200 pages long. That is just our tanker side and dry van sides and we are one carrier. Last year the average OTR truck paid in on average close to 55 grand in fuel and highway usage taxes of all kinds. That is per truck. Were does all that money go. It pays state DOT officals salaries buys road salt pays for other items. By the time they want to do road repairs they have about between 20 and 30 cents left out of each dollar they started with. A semi that has to take the PA pike across it pays almost 300 bucks almost a buck a mile. Yeah we get hosed. Even with ezpass it is still almost 250 bucks not much of a savings. Yet the states still want to suck more from us. First of all, my position is with Shadow's owner; I am empathetic, because of my years spent in the trucking game. The emphasis' in her statement were placed[by me] on several items of reporting that have been present for quite a few years for management of trucking companies to comply with. The main changes are that the amounts of money required for the 'taxes' have gone up, and up, for each tax cycle. The one thing that I think ,is the attention of citizens, and taxpayers are drawn away from by the political class is: The government does not make money, it may print it, but it does not make money; it TAKES it away from the citizens. For that 'taxation'; the government provides for its citizens: *A Country with boarders. *Safety for the citizenry within that Country. *Also government will provide certain 'enhancements for the lives of those citizens and their quality of lifestyles'. Ben's point of the introduction of Sweden into the mix is somewhat like the old 'arguments of Apples and Oranges', IMHO. Beyone both being fruits, there the examples begin seperate. Originally, when conceived the Interstate System (originally, the 'Interstate and Defense Highway Act' during the Eisenhower Admin. ). Was incorporated into earlier 'Highway Acts' which had created the system referred to as Freeways, post WWII. The Interstate and Defense Highway System was originally designed to US Military Transport, loadings, and clearance specifications. As the individual States stepped in, and picked up some expenses, those specifications were changed for any number of reasons; {costs of land, and construction methods, and marerials(?)}as well as," local political expediencies", [ie: Connecticut mandated a lower bridge clearance, to clearances very close to the minimum needed 13' 6"(?).] Point is, Freeways morphed into Interstate Highways, and where the political process made sense, Toll Roads. [Remember, the original PA Turnpike followed a railroad ROW across Pa.;cost effective at the time(?) ]. Where they were required, bridges, expensive bridges(?) to link segments of lines of travel needed to be built. [ie: The Geo. Washington Bridge[among others] at NYC, Deleware Twin Bridges on I-95, just to name a couple] Once built, those items of infrastructure had to be maintained.] In Europe as compared to this country, in many cases a component that must be considered is distance. There population centers are closer together, which lends itself to Mass Transit means of Transport. When Mass Tranist is Not Available or Inconvenient, for the working and traveling public; The only alternative are Privately Owned Vehicles.; which become a necessity, and not just a luxury. In this country, things are consiberably spread out... I would rely on someone who is more recently familiar with the tolls on roads, and bridges to give these numbers....I think that average person would be stunned at the costs, including tolls, fuel, and other expenses for commercial vehicles. Privately Owned Vehicles, woud pay tolls at a considerably reduced rate (generally by number of axles on the ground.) then further expenced by 'upkeep' of the vehicle, and fuel at local costs. [BaltACD could possibly, tell you his costs for travel, pulling a trailer with a car up on it]. In This Country H.S.R and Commuter Trains seem to make sense only between large population centers, or city pairs that make sense, and have heavy travel back and forth(?) The Northeast Corridor is an example of one that works. California is another area that seems to make sense. Dallas/Ft.Worth,Tx to Houston would seem to make sense. Charlotte/ Atlanta would possibly make sense.(?)
Shadow the Cats owner I just filed the 4th quarter calander year IFTA statement for my boss For that quarter our 250 trucks paid into the US Highway trust fund right at 2.9 million miles for all the miles driven for everystate we covered. I am not going to break it out per state as 1 it would drive even a bean counter nuts and 2 the report is about 200 pages long. That is just our tanker side and dry van sides and we are one carrier. Last year the average OTR truck paid in on average close to 55 grand in fuel and highway usage taxes of all kinds. That is per truck. Were does all that money go. It pays state DOT officals salaries buys road salt pays for other items. By the time they want to do road repairs they have about between 20 and 30 cents left out of each dollar they started with. A semi that has to take the PA pike across it pays almost 300 bucks almost a buck a mile. Yeah we get hosed. Even with ezpass it is still almost 250 bucks not much of a savings. Yet the states still want to suck more from us.
I just filed the 4th quarter calander year IFTA statement for my boss For that quarter our 250 trucks paid into the US Highway trust fund right at 2.9 million miles for all the miles driven for everystate we covered. I am not going to break it out per state as 1 it would drive even a bean counter nuts and 2 the report is about 200 pages long. That is just our tanker side and dry van sides and we are one carrier. Last year the average OTR truck paid in on average close to 55 grand in fuel and highway usage taxes of all kinds. That is per truck. Were does all that money go. It pays state DOT officals salaries buys road salt pays for other items. By the time they want to do road repairs they have about between 20 and 30 cents left out of each dollar they started with. A semi that has to take the PA pike across it pays almost 300 bucks almost a buck a mile. Yeah we get hosed. Even with ezpass it is still almost 250 bucks not much of a savings. Yet the states still want to suck more from us.
First of all, my position is with Shadow's owner; I am empathetic, because of my years spent in the trucking game. The emphasis' in her statement were placed[by me] on several items of reporting that have been present for quite a few years for management of trucking companies to comply with. The main changes are that the amounts of money required for the 'taxes' have gone up, and up, for each tax cycle.
The one thing that I think ,is the attention of citizens, and taxpayers are drawn away from by the political class is: The government does not make money, it may print it, but it does not make money; it TAKES it away from the citizens.
For that 'taxation'; the government provides for its citizens: *A Country with boarders. *Safety for the citizenry within that Country. *Also government will provide certain 'enhancements for the lives of those citizens and their quality of lifestyles'.
Ben's point of the introduction of Sweden into the mix is somewhat like the old 'arguments of Apples and Oranges', IMHO. Beyone both being fruits, there the examples begin seperate.
Originally, when conceived the Interstate System (originally, the 'Interstate and Defense Highway Act' during the Eisenhower Admin. ). Was incorporated into earlier 'Highway Acts' which had created the system referred to as Freeways, post WWII. The Interstate and Defense Highway System was originally designed to US Military Transport, loadings, and clearance specifications. As the individual States stepped in, and picked up some expenses, those specifications were changed for any number of reasons; {costs of land, and construction methods, and marerials(?)}as well as," local political expediencies", [ie: Connecticut mandated a lower bridge clearance, to clearances very close to the minimum needed 13' 6"(?).]
Point is, Freeways morphed into Interstate Highways, and where the political process made sense, Toll Roads. [Remember, the original PA Turnpike followed a railroad ROW across Pa.;cost effective at the time(?) ]. Where they were required, bridges, expensive bridges(?) to link segments of lines of travel needed to be built. [ie: The Geo. Washington Bridge[among others] at NYC, Deleware Twin Bridges on I-95, just to name a couple] Once built, those items of infrastructure had to be maintained.]
In Europe as compared to this country, in many cases a component that must be considered is distance. There population centers are closer together, which lends itself to Mass Transit means of Transport.
When Mass Tranist is Not Available or Inconvenient, for the working and traveling public; The only alternative are Privately Owned Vehicles.; which become a necessity, and not just a luxury.
In this country, things are consiberably spread out... I would rely on someone who is more recently familiar with the tolls on roads, and bridges to give these numbers....I think that average person would be stunned at the costs, including tolls, fuel, and other expenses for commercial vehicles.
Privately Owned Vehicles, woud pay tolls at a considerably reduced rate (generally by number of axles on the ground.) then further expenced by 'upkeep' of the vehicle, and fuel at local costs. [BaltACD could possibly, tell you his costs for travel, pulling a trailer with a car up on it].
In This Country H.S.R and Commuter Trains seem to make sense only between large population centers, or city pairs that make sense, and have heavy travel back and forth(?) The Northeast Corridor is an example of one that works. California is another area that seems to make sense. Dallas/Ft.Worth,Tx to Houston would seem to make sense. Charlotte/ Atlanta would possibly make sense.(?)
There are plenty of corridors which will work with HSR or other Public Transit options. We just need to provide the infrastructure and the way to do this is by making extra revenue in the government, either by tolls or gasoline tax.
tree68 ben But, even 25% of people going that route who were going to go by car went by train Amtrak would get more money and would be able to fix the portion of track which causes the Lake Shore Limited to be so delayed and upgrade large portions of track and purchase higher speed locomotives. Track isn't the problem - congestion is. I'm pretty sure virtually the entire route from Chicago to NYC/Boston is good for 79 MPH, and the locomotives are certainly capable of that. Amtrak is a tenant on the entire route, so is at the mercy of its hosts (and the weather - which is frequently a problem this time of year).
ben But, even 25% of people going that route who were going to go by car went by train Amtrak would get more money and would be able to fix the portion of track which causes the Lake Shore Limited to be so delayed and upgrade large portions of track and purchase higher speed locomotives.
Track isn't the problem - congestion is. I'm pretty sure virtually the entire route from Chicago to NYC/Boston is good for 79 MPH, and the locomotives are certainly capable of that.
Amtrak is a tenant on the entire route, so is at the mercy of its hosts (and the weather - which is frequently a problem this time of year).
Between Springield, Ma and Worcester, Ma there is very poor track. In other locations with the money that they receive they could add a third track to ease congestion.
The NYS Thruway has been going through a complete rebuilding process, from what I've seen. Everything goes, the subroadbed gets reworked, and an entirely new road is built on top of that.
The Thruway is by far the busiest limited access highway in upstate NY. I-81 can be busy, but not as consistently as I-90. The Northway is pretty well used, but I haven't been on it in years.
In many cases, though, I think the interstates still have as their basic surface the concrete that was poured back in the beginning. Occasionally the paving will be ground back down to that concrete, but otherwise ongoing maintenance consists of recapping with asphalt.
Shadow the Cats ownerWe make up just about 13 percent of all vechiles nationwide but last year paid in over 55% of all fuel taxes into the Highway trust fund that it got.
Please re-read "alphas" post about road damage above. I just tried to supplement it with some numbers.
Shadow the Cats ownerWe pay on average 4 to 5 times the fuel and road taxes a normal car would pay. Yet all we hear from people is make them pay more and more. You want us to pay more then fine expect your items in the store to start to cost more as we can no longer absorb the costs.
As German I'm out of the finance question. But there are not that many alternatives.
Shadow the Cats ownerVolkner I live in Illinois and I have seen what a freeze thaw cycle can do to a roadway.
With a predamage freezing water would not lead to further damage. It has to somehow get into cracks and cravices to destroy the surface by expansion.
Shadow the Cats ownerWe have a road that gets no trucks on it at all they repaved it 2 years ago.
We have these roads too. Not all roads are built equal. For less loads the road structure is built less sturdy. The road I think of is closed for all trucks of 3.5 tons and more. But as it is a shortcut there are possibly 10 trucks a day on that road. With an unsuitible road structure damages are predictable.Regards, Volker
We make up just about 13 percent of all vechiles nationwide but last year paid in over 55% of all fuel taxes into the Highway trust fund that it got. We pay on average 4 to 5 times the fuel and road taxes a normal car would pay. Yet all we hear from people is make them pay more and more. You want us to pay more then fine expect your items in the store to start to cost more as we can no longer absorb the costs.
Volkner I live in Illinois and I have seen what a freeze thaw cycle can do to a roadway. We have a road that gets no trucks on it at all they repaved it 2 years ago. Last spring it had a pot hole 3 feet across and 4 inches deep in the sucker.
VOLKER LANDWEHRAnd someone would have to pay for better roads and quite possibly it might be the trucking industry
Russell
VOLKER LANDWEHR Shadow the Cats owner Also most of the road damage isn't caused by OTR trucks it is caused by how roads are built here in America aka cheapest bid wins. If they would use better materials the roads would last longer. You should be honest, the OTR trucks are destroying the roads. That the trucks got ever heavier accelerated the process. Most highways were built when trucks were a lot lighter. No question, you can build roads better suited for today's trucks. But you need more than just better materials you need a completely different pavement structure from the subgrade up. And then there are still the existing roads.Regards, Volker
Shadow the Cats owner Also most of the road damage isn't caused by OTR trucks it is caused by how roads are built here in America aka cheapest bid wins. If they would use better materials the roads would last longer.
You should be honest, the OTR trucks are destroying the roads. That the trucks got ever heavier accelerated the process. Most highways were built when trucks were a lot lighter.
No question, you can build roads better suited for today's trucks. But you need more than just better materials you need a completely different pavement structure from the subgrade up.
And then there are still the existing roads.Regards, Volker
American roads, built under the Interstate authorization, were built to fail as they were built to a 50 year standard of life expectancy. The reality is that today the earliest Interstate's are now in their 60's and it won't be all that long unitl most all of the Interstate system is exceeding 50.
The building of the Interstate system meshed with the increasing ability of Engineers to determine life expendancy of materials and processes used in the construction of many things. In earlier times, things were built to last - overbuilt in the view of modern engineers. Things constructed after WW II all have a designed life expectancy. In regard to Interstate highways the increasing weight and volume of OTR trucking increases the wear and tear upon the roads that they operate over.
Never too old to have a happy childhood!
Shadow the Cats ownerAlso most of the road damage isn't caused by OTR trucks it is caused by how roads are built here in America aka cheapest bid wins. If they would use better materials the roads would last longer.
Edit: And someone would have to pay for better roads and quite possibly it might be the trucking industry.
The Generalized Fourth Power Rule is a rule of thumb.
https://www.fhwa.dot.gov/reports/tswstudy/TSWwp3.pdf
In the above article I found a reference to this publication: Rakheja S. and J. Woodrooffe, "Role of Suspension Damping in Enhancement of Road Friendliness of Heavy Vehicles,"
This is the result of a Google search: https://trid.trb.org/view/576272
I don't have access.Regards, Volker
For last quarter for all miles my boss paid on average for 8.125 million miles run an average of 35 cents a mile in Fuel taxes alone. That is what the math came out to for us. Then throw in our insurance costs wages for the company equipment payments then we bought 50 more units effective 1st of this year when we merged in those smaller carriers with us.
You wonder why carriers are screaming for more cash the government keeps demanding more from us. With the new ELD mandate just in the last month capacity dropped 15% from lost time at shippers and recievers. Then throw in long time drivers that hung it up at the first of the year due to the ELD mandate also. I personally know of 30 around here all owner ops with their own carrier authority that Jan 1st all of them said screw this and started drawing on SS and their 401K's they have been working on for years. These are drivers with 30-40 years behind the wheel quitting.
Our contact patch per normal width tire is 10 inches square or 100 square inches in size of rubber on the ground with 18 it comes out to 1800 sq inches of rubber just over 44 pounds a square inch of pressure. Most roads are built to 500 PSI if asphalt and 4000 PSI if concrete. Sorry we have paved areas in our lots and I see the contracts for those. The concrete is used for landing gear pads.
Also most of the road damage isn't caused by OTR trucks it is caused by how roads are built here in America aka cheapest bid wins. If they would use better materials the roads would last longer. Instead they use the cheapest crap they can and they break down. Near me is the test section for what became the Interstates. The US Army Corp of Engineers for 2 years ran 5 ton trucks towing trailers over it nonstop. The sections are made from various grades of materials. 60 years later the highest grade stuff even after all the winters it has been exposed to and after 2 years of torture testing still looks brand new.
VOLKER LANDWEHRThe impact of axle on the road rises with the fourth power of the axle load.
If you can, I'd like you to produce a somewhat more specialized metric that includes some of the acceleration data for modern-car tire-patch-to-pavement impact force (via the suspension) compared to various kinds of truck suspension (with tires pumped up past 80psi and often with very hard metal springing and perhaps insufficient rebound damping at part load).
Specifically: is there a measurable 'correction constant' for long-travel vertical controlled compliance in truck suspensions that mitigates at least part of the practical effect at the pavement, even for higher nominal loaded weight? Are there unfiltered data on things like rebound peak impact (as there are for steel railroad-wheel impacts)?
Shadow the Cats: Indeed large dollar amounts when grossed up, but would it be possible to get a rough cost per mile by dividing the total fuel and usage taxes by the total miles driven by your fleet. Doesn't need to be exact, or separated by state, but it will at least give us an order of magnitude number.
Thanks, John
VOLKER LANDWEHRPublic transit within population centers could already be present in America but the first beginnings were shut down with a few exceptions. Introducing it now is difficult and very cost intensive.
In my mind, this is one reason passenger rail faces an uphill battle - once you get there, how do you go the "last mile?" In urban areas, this is less of a problem, as many do have at least some level of public transportation, as well as limos and taxis. And the growth of Uber, Lyfft, etc, makes the "last mile" less of an impediment.
But if you're headed for someplace "out in the country," those options may not be available, and unless you have some form of transportation available at your destination (ie, you're visiting family and they'll be schlepping you around), just driving may be far more appealing.
alphas2. The average passenger vehicle pays close to the road damage it causes. They simply aren't heavy enough to cause that much damage.
The impact of axle on the road rises with the fourth power of the axle load. (Generalized Fourth Power Law)
For a 1.5 t car and a four axle 35 t truck this means that approximately 37,000 cars produce the same damage as one 35 t truck.Regards, Volker
samfp1943In Europe as compared to this country, in many cases a component that must be considered is distance. There population centers are closer together, which lends itself to Mass Transit means of Transport.
I agree. The aim of HSR here in Germany is to reduce the travelling time so that the train gets competitive with air transportation. In most cases it is faster than traveling by car even considering that the main station is not your final destination.
Public transit within population centers could already be present in America but the first beginnings were shut down with a few exceptions. Introducing it now is difficult and very cost intensive.
What a functioning public transit system can achive shows Hamburg, my town of birth. Hamburg started the first subway line in 1912. The public transit system grew steadily and is still growing. In 2017 this system transported 455 Mio passengers with 1.8 Mio inhabitants.Regards, Volker
I agree, that the freeways are not free. But I doubt that the gasoline taxes alone would be enough to build and maintain all roads.
If Wiki is right the average gasoline fuel tax in the USA is about $0.50/gal. In Germany this tax is $3.04/gal. 50% ($1.52/gal) were intended for road building and maintanance. These 50% would be needed to keep our infrastructure intact but only 20% are used for roads and they show.
So why reduce taxes when you need the tolls to cover the costs?
The Stockholm congestion charge was introduced in 2006 to reduce congestion by 10 - 20 per cent and better the air quality. The reached a reduction of 30%.
London (UK) is another example.
As Stockholm already had a functioning public transit system the spending of the charge is not limited.Regards, Volker
To introduce such a charge you need to have functioning public transit.
Regards, Volker
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