Roads And Highways – Lindys Graphics Sat, 03 Jul 2021 04:21:25 +0000 en-US hourly 1 Roads And Highways – Lindys Graphics 32 32 What to know before hitting the road on the weekend of July 4th Sat, 03 Jul 2021 02:33:00 +0000

With experts predicting more than 137 million people will take to the roads over the weekend of July 4.

KNOXVILLE, Tennessee – As the United States slowly puts the pandemic in the rearview mirror, more and more people are starting to feel comfortable hitting the roads over the weekend. Travel experts have said there are important steps to take before leaving to celebrate July 4.

With Americans already packed and ready to go, the number of people on the roads is higher than most areas have seen in a long time.

“To give you an order of magnitude, approximately 137 million Americans will be on the road this weekend alone, just for July 4,” said Clarissa Niese, customer manager at Tire Discounters.

Since most people have driven less in the past year, experts also said they want to make sure drivers use caution when navigating busy highways over the weekend. They are also urging people to have their cars inspected before going on a road trip.

“What we are finding is that because they haven’t been on the road as much in the last year, they need some repairs,” Niese said.

With around 50% of drivers hitting the roads this weekend, they stress the importance of getting the little things checked.

“We take for granted the vehicle that we always expect to perform exactly the way we expect it to perform,” she said.

Before hitting the road, Niese also said there are four essential things to check: tires, battery, brakes and wipers. Drivers should also make sure they don’t forget to change the oil.

“Make sure driving is safe. Many of us take driving for granted, and we need to make sure it is safe for all of us on the roads,” Niese said.

July 4th is a particularly difficult time for drivers, even at times when most do not miss practice. They encourage people to demonstrate safe travel etiquette and keep both eyes on the lookout while on the road.

Drivers should also make sure to leave enough space between them and the car in front of them to brake.

They said traffic authorities and experts made it a priority to keep everyone as safe as possible over the weekend of July 4, taking care not only of themselves but of all other drivers on the road.

Many auto stores across Knoxville will actually check some of the most important things about cars for free, such as tire pressure, oil levels, and the condition of a car’s brakes.

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Bill Vance: Interstate Freeway System Inspired by Freeways Fri, 02 Jul 2021 13:00:00 +0000

It’s hard to imagine the United States without its interstate highways, the 43,000 mile (68,600 kilometer) multi-lane, limited-access divided highways that carry people and commerce from coast to coast. and from one border to another without a single red light. It has been called the largest civil engineering project in the world, larger than the Great Wall of China, the Pyramids of Egypt or the Panama Canal.

It has fulfilled a dream President Eisenhower had since 1919, when the 28-year-old lieutenant took part in a military motorized convoy after World War I to highlight the deplorable state of the roads of the United States. They followed the Lincoln Highway from New York to San Francisco, the approximate route of today’s Interstate 80.

The toll of collapsed bridges, stuck vehicles and bodily injuries convinced Eisenhower that the nation was in dire need of a good road network. This was further reinforced during World War II when, as Supreme Allied Commander, Eisenhower was impressed by the efficiency with which German highways moved troops and equipment, including those of the Allies, to across the country.

The authority for the interstate system was the Federal Highway Aid Act of 1956, signed by the President on June 16, 1956. Officially called the Dwight D. Eisenhower System of Interstate Highway and Defense, it became known simply as the name of interstate highway system, or just the highway.

The interstate system was a federally sponsored program that states could join voluntarily. Since the US government reimbursed 90 percent of the cost, all states participated. Existing toll roads like the Pennsylvania Turnpike were incorporated and about five percent of the system is toll.

Engineers and construction crews began work soon after the signing and by the end of 1956 the first sections of the highway were completed. Standardized materials and specifications were applied throughout, stipulating a limited access highway with a minimum of two lanes 12 feet (3,658 mm) wide in each direction.

Although designed for 70 mph (112 km / h), it could adapt to higher speeds. Indeed, some states like Nevada and Montana had no limits, requiring only motorists to drive in a “reasonable and proper” manner. The curves were smooth and sloping and the pavement was smooth and as straight as the terrain allowed. Realizing the potentially hypnotic effect of driving in a straight line, rest stops were typically scheduled about 35 mi (56 km) apart.

Drivers were guided on their way by distinctive digital red, white and blue shields. The information was transmitted on rectangular green and white signs. The east-west highways were even and north-south odd. Numbering started in the southwest corner of the country, for example, I-5 extends north of San Diego, California to the Canadian border and I-10 east of Los Angeles. in Jacksonville, Florida. Bypasses and branch lines are triple-numbered, for example, route 285 around Atlanta.

Freeways gradually shifted iconic roads such as the Lincoln Highway and Route 66 from Chicago to Los Angeles, which held a special place in American folklore. During the 1930s, Route 66 transported countless souls fleeing the dust bowls of states like Oklahoma and Kansas in search of a better life in California. John Steinbeck’s “The Grapes of Wrath”, a poignant novel about families ravaged by the depression to the west, made Route 66 famous as the “Mother Road”.

Although immortalized by television and song, Route 66 was gradually replaced by freeways, the last track between Chicago and Joplin, Missouri being decommissioned in 1985. The Mother Road has officially disappeared, but its memory and traditions endure. in the Route 66 associations and the remaining remains. of a broken pavement infested with weeds.

A system that crosses a semi-continent of rivers, canyons, mountains and railroads requires many bridges, including 55,000 on the highway. Some float, like the Floating Bridges of Lake Washington in Washington State. There is a combined bridge and an underwater tunnel, the Monitor and Merrimac Suspension Bridge in Virginia. Some are magnificent like the cable-stayed Sunshine Skyway in Florida and the Mackinac Suspension Bridge in Michigan. Most, however, are the indescribable girder bridges that form the backbone of the system.

Tunnels also play an important role. Although more expensive than bridges, there are over 100 of them on the interstate network, one of the most impressive being the eight-lane, 1.7-mile I-95. (2.7 km) Fort McHenry Tunnel under Baltimore Harbor, Maryland. Mountain tunnels include the Eisenhower Memorial Tunnel under Loveland Pass in the Rocky Mountains of Colorado, the world’s tallest tunnel, and the highest point on the highway 3,400 m (11,155 ft) above the level of the sea.

Although slated to be completed in 1972, changes, controversies over the roads and additions delayed final completion until the start of the 21st century. It came with the completion of Boston’s Central Artery / Tunnel project, nicknamed the “Big Dig,” 42 mi (68 km) of freeway lanes carrying I-90 and I-93 under Boston. It is the most elaborate tunnel system ever built, a fitting homage to President Eisenhower’s dream.

© Colonist of the time of copyright

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Road and Motorway Consulting Services Market by Competitive Landscape, SWOT Analysis, Opportunities and Challenges, Growth by 2021-2027 Thu, 01 Jul 2021 10:47:49 +0000

The Global Road and Motorway Advisory Services Market The research report is an in-depth analysis of the Road and Motorway Consulting Services industry as a whole, while digging deeper into the most critical and common growth factors and restraints followed by major market opportunities. The competitive scenario of the global road and highway consultancy services market is discussed in detail in the report, taking into account the different geographical regions, with a view to helping the market players to establish revolutionary strategies to manage their livelihood in the market. ‘industry. In terms of market attractiveness, analysts have predicted the prevalence of rising segments in the Road and Motorway Advisory Services market while taking into account their various growth factors.

Analysts in the Global Road and Motorway Advisory Services Market report have faced the challenge of procuring insightful data from reliable resources and accurately separating critical market dynamics, given the voluminous amount of information available. Businesses at different levels can take advantage of this information-rich market guide compiled using actual references and case studies to gain the upper hand in their specific industries.

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The segmented market is as follows:

Segmented by Category

⦿ Investment evaluation and audit
⦿ Permits and compliance
⦿ Project and information management
⦿ Monitoring and testing

Segmented by end user segment


Main manufacturers included in this survey

Sanderson Associates
Ramboll Group
MaRS Council
⦿ Interface consulting
GMD Consultants
Egis Group
Clancy Council
Canham Council
⦿ Black and Veatch

The regional analysis of the road and motorway consultancy services market includes:

Asia Pacific (Vietnam, China, Malaysia, Japan, Philippines, Korea, Thailand, India, Indonesia and Australia)
Europe (Turkey, Germany, Russia UK, Italy, France, etc.)
North America (United States, Mexico and Canada.)
South America (Brazil etc …)
The Middle East and Africa (GCC countries and Egypt.)

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Chapter 1: Product presentation and presentation

1.1 Definition of the product

1.2 Product specification

1.3 Global Market Overview

1.4 Market drivers, inhibitors

Chapter 2: Global offer of road and motorway advisory services by company

2.1 Global Road and Motorway Consulting Services Sales Volume by Company

2.2 Global Road and Motorway Consulting Services Sales Value by Company

2.3 Global Road and Motorway Advisory Service Price by Company

2.4 Road and Motorway Consulting Service Production Place and Sales Area of ​​Major Manufacturers

2.5 Trend in concentration rate

Chapter 3: Global and Regional Road and Motorway Advisory Services Market Status by Category
Chapter 4: Global and Regional Road and Motorway Advisory Services Market Status by End User / Segment
Chapter 5: Global Road and Motorway Advisory Services Market Status by Region
Chapter 6: State of the road and highway advisory services market in North America
Chapter 7: State of the road and motorway advisory services market in Europe
Chapter 8: State of the Asia-Pacific Road and Motorway Advisory Services Market
Chapter 9: State of the road and motorway advisory services market in Central and South America
Chapter ten: State of the Road and Motorway Advisory Services Market in the Middle East and Africa
Chapter 11: Supply chain and manufacturing cost analysis
11.1 Supply chain analysis

11.2 Analysis of production process diagram

11.3 Analysis of raw materials and major suppliers

11.4 Analysis of Manufacturing Costs of Road and Motorway Consulting Service

11.5 Analysis of sales channels and distributors of the road and motorway advisory service

11.6 Road and motorway advisory services Major downstream buyers

Chapter 12: Global Road and Motorway Advisory Services Market Forecast by Category and End User / Segment
Chapter 13: Global Road and Motorway Advisory Services Market Forecast by Region / Country
Chapter 14: Company information of key participants
Chapter 15: Conclusion
Chapter 16: Methodology

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Some of the key questions related to the global Road and Motorway Advisory Services market have been addressed in the research report. These include:

What are the key regional segments of the Road and Motorway Advisory Service market?
What are the latest developments in the global road and motorway advisory services market in recent years?
➌ What are the estimated statistics for the global road and motorway advisory services market over the forecast period?
What is the expected size of the global Road and Motorway Advisory Services market?
Which segment of the global Road and Motorway Advisory Services market is expected to experience robust growth in the near future?
What is the impact of the new COVID-19 pandemic on the global road and motorway advisory services market?

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US Representative Richard Neal touts Mass High Tech infrastructure bill Wed, 30 Jun 2021 08:33:09 +0000

BOSTON – As Congress continues to craft an infrastructure bill that would direct billions of dollars to states, a high-ranking member of the Massachusetts delegation points to challenges at home that could be helped with federal dollars .

U.S. Representative Richard Neal, chairman of the U.S. House Ways and Means Committee, used a virtual address outside the Massachusetts High Technology Council on Tuesday morning to advocate for a strong package that invests in more than roads and Bridges, telling council members that Congress is still working to pass the bill.

“The gradual decline in our federal infrastructure investments over the years has resulted in an alarming number of crumbling roads and bridges, inadequate broadband access, and a shortage of affordable housing and community investments,” said Neal . “Here in Massachusetts, we face our own infrastructure challenges.”

President Joe Biden announced last week that a bipartisan group of lawmakers had reached agreement on a federal infrastructure bill that proposes $ 579 billion in new spending over five years.

According to the Associated Press, the biggest spending item in the federal accord is $ 109 billion for roads and bridges. The legislation also provides $ 66 billion for freight and passenger rail transportation, $ 49 billion for public transit and $ 25 billion for airports.

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Crawford County continues to clean up flood damage Mon, 28 Jun 2021 23:52:00 +0000

SENECA, Wisconsin (WMTV) – Crawford County is an area facing the impact of weekend rains and flooding. Several roads are still closed as crews continue to clean up.

The County Roads Department continues to push its way through these damaged areas. A farmer added that this weather would delay it this winter.

“I have lived here my whole life, and this is by far the worst it has ever been,” said Don Dudenbostel, co-owner of Dudenbostel Family Farms.

Dudenbostel is still waiting for his fields in Crawford County to dry.

“It came so fast, and it was a lot of water,” Dudenbostel said. “It was probably about 10 feet deep.”

Dudenbostel and his two sons operate the Dudenbostel family farms. During the flooding, their farm near Seneca lost three calves and about 10 acres of corn. Their fences and fields were also damaged.

“We wait for it to dry and so we go over there and fix the fences and see how bad it really is,” Dudenbostel said.

Dudenbostel Farm is on the E Highway route, one of the many bridges and roads the Crawford County Highway Department works on.

“When it happened, this whole field was water, I mean this whole field was flooded,” said Crawford County Road Commissioner Kyle Kozelka.

Kozelka said Freeway E reopened late Monday afternoon, but there was still work to be done on County Highways 171 and S.

“It’s unfortunate, but our crews have also become used to the flooding, so they know what to do and the problem areas and what to deal with to alleviate any problems on the roads,” Kozelka said.

Much like the roads, Dudenbostel says his farm will survive. However, he is not eager to discover more damage.

“Every time you delay, it really is, because we lost about a month of grazing and that’s probably our biggest financial strain, it was bad!” said Dudenbostel. “It was honestly a lot of mental tension. “

Right now, Crawford County Emergency Management estimates the flood damage to cost around $ 290,000, but they expect that number to increase as they discover more damage this week.

Copyright 2021 WMTV. All rights reserved.

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Colorado looks to Australia to resolve I-25 traffic congestion | Colorado News Sun, 27 Jun 2021 14:10:00 +0000

By JOHN AGUILAR, The Denver Post

DENVER (AP) – Alleviating the notorious rush-hour traffic jams on Interstate 25 south of Denver will require controlling the access of thousands of motorists to the freeway with unprecedented split-second precision previously in Colorado.

That is why, over the next few weeks, state transportation officials will be launching the Smart 25 Managed Freeway pilot program, using what is known as a “coordinated ramp counter” on a stretch of 14. miles from I-25 northbound between University Boulevard in Denver and Ridgegate Parkway in Lone. Tree.

Many ramps on Denver’s subway freeways have traffic lights to control traffic, but they are not programmed to respond to conditions in real time. By constantly and carefully modifying the length of time that cars wait on ramps before joining the freeway, traffic engineers believe that slowdowns and traffic jams can be drastically reduced, if not avoided.

The proof, according to Zach Miller, director of the Smart 25 project at the Colorado Department of Transportation, lies nearly 8,800 miles from Melbourne, Australia.

Political cartoons

“Australia has figured out how to use algorithms to solve complex traffic problems to avoid traffic jams,” Miller said. “I hope this technique can also be of benefit to the CDOT.”

What Australia’s second-largest city discovered after implementing its coordinated ramp counting program on a stretch of the M1 motorway ten years ago is impressive: The number of passing vehicles has increased by 25 % during peak periods, travel speeds improved by 35% to 60% during peaks and crashes decreased by 20 to 50%.

“We can’t control what drivers do, but we can control the environment in which they make those decisions,” said Matt Hall, director of the Victoria Department of Transportation.

And this environment is extremely precise: the traffic conditions on the roadway are constantly monitored by sensors, which send data to computers using algorithms. The duration of the green or red light on an access ramp is adjusted every 20 seconds.

“It is slowly pushing back red weather as needed,” said John Gaffney, strategic advisor at the Victoria Department of Transportation. “And if one area is in trouble, we share the pain throughout the system. “

Sometimes that means adding only a tenth of a second to motorists’ wait times, Gaffney said, but manipulating wait times on many ramps for miles of freeway helps fill in the gaps on the highway to keep traffic flowing. It only takes two more vehicles per kilometer of track to get it all bogged down, he said.

The stretch of I-25 through the Denver Tech Center sees an average of more than 250,000 vehicles per day, according to CDOT data. Melanie Ward, Centennial’s strategic advisor for transportation and mobility, said city residents have no shortage of complaints about I-25.

“Our residents tell us all the time that traffic congestion is the biggest concern,” she said.

She welcomes CDOT’s Smart 25 pilot program as a potential solution to congestion – and perhaps helping reduce the metropolitan area’s ozone alert days – but fears the prolonged red limelight could signify backups in the streets of connection.

“We want to make sure that we don’t see I-25 improvements at the expense of local roads,” Ward said.

In Melbourne, Gaffney said, that hasn’t been a problem. If a ramp starts to get overloaded, cars will be released while the system transfers wait times somewhere on the road to compensate.

“You have to have all the ramps looking at the system,” he said.

Hall and Gaffney both said Colorado is at the forefront of implementing a coordinated ramp measurement system. Utah, Georgia, North Carolina, and Tennessee, among other states, have considered using it, but the I-25 already has much of the infrastructure needed.

This includes the sensors on the freeway and a dozen “detection pucks” at each of the 18 ramps involved in the study, Miller said. The first three months of the pilot, which could start as early as the end of June, will be devoted to data collection.

The next two months will be a “soft start” of the program, followed by four months of full operation. Miller said the CDOT is spending $ 5 million on the pilot program and will be able to assess next year whether this is something to be implemented on a permanent basis.

“This hallway was completely renovated 15 years ago,” Miller said, referring to the additional lanes built on I-25 and I-225 in 2006 as part of the $ 800 million T-REX project. “However, most of the improved capacity gains have been lost due to increased demand.”

Jeremy Hanak, Director of Public Works for Greenwood Village, just wishes the worst rush hour rush through his town didn’t develop any more or more intense than it is.

“If you get a coordinated traffic light system, you can increase efficiency,” Hanak said. “I hope you can keep yourself from going from a one hour peak to a two hour peak.”

Copyright 2021 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

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Tourists are back in force on the Hana Highway. Why not charge them? – Honolulu Hawaii Fri, 25 Jun 2021 23:49:23 +0000

Last year, residents of East Maui saw a short rest from traffic for all visitors during a pandemic, which typically clogs the popular Hana Highway and interferes with everyday life.

What if the state authorities charged the visitor the actual toll instead of resolving the traffic problem permanently?

These visitors are definitely back in the hustle and bustle, part of the recent “Tourist Tsunami” He gripped Hawaii. More and more people are being vaccinated on the continent and around the world, and a year later, they are eager to resume their journey.

At this time of last year there were few arrivals at Valley Isle. Currently, it is backed up approximately 8,000 times per day. State data shows .. After that, traffic on the Hana Expressway (or the so-called Hana Highway) stagnated.

The people who live there feel beyond the edge.

“We are suffering even more (the trafficking) than before the pandemic. The locks are open, ”said Napua Hueu, a volunteer grassroots group organizer. Settlement on the road to Hana.

Hueu, a 33-year-old East Maui resident, said ten years ago that several sites along the legendary roads of about 65 miles and over 600 turns had never seen a visitor. I did. However, with the explosive growth of Instagram and other social media platforms, these sites have become very popular.

Hueu says East Maui is currently dealing with two separate construction projects along rural freeways where temporary traffic lights bundle cars together to create more traffic, in addition to the shock of revived tourism. Mentionned.

Hana highway parking
Cars are flooding the recently reopened parking lot at Kaumahina State Park after it was closed during a pandemic. There are 23 legitimate food stalls in the park, but over 40 cars are often parked during the summer. Courtesy: Hana Highway Regulations

One of these projects aims to repair the road after a heavy flooded rain near the haiku in March. Kaupakalua Dam overflow.

The East Maui community is used to accepting and welcoming large numbers of tourists, but “tensions are higher than ever,” Hueu said Friday. “The frustration has never been so intense.”

It usually takes about 2 hours from Hana to Wailuku in central Maui. Recently, she added, it is common for the trip to take four hours.

Sumner La Croix, a researcher and professor emeritus at the Economic Research Organization of the University of Hawaii, has proposed to impose a toll on rental cars on the Hana Freeway. Civil Beat Sign About last month’s traffic.

According to La Croix, when Hawaii emerges from the pandemic, it will be one of the simplest solutions that can help reduce traffic to neighboring islands and improve the lives of residents.

Due to the limited entrance to the motorway, this is a great place to pay tolls and can be recorded by transponders when the rental car is entering the motorway.

According to La Croix, charges for guests may be included in the rental agreement. He added that such tolls would carpool some visitors or encourage them to use van services instead, reducing the number of rental cars accessing narrow roads.

“There is technology for that… it’s not that difficult,” said La Croix. “We should think about it. “

Insufficient “no parking” sign

It’s unclear how much they considered it, as state transportation officials were unable to discuss the concept of fares late last week or Monday.

Hawaii Transportation Agency spokeswoman Sherry Kunishige said the agency was not authorized to apply tolls.

(I’ll be joining Ed Sniffen, deputy director of highways at HDOT later this week.)

According to state data, in 2019, before the pandemic, there were an average of about 1,900 daily trips on the Hana Highway.

However, Hueu said the idea of ​​creating tolls on the Hana Expressway and a reservation system for visitors to access the road began throughout his life.

From Hana Highway Road to Hana

She said both ideas would help. However, she added that neither addressed the main causes of traffic problems along the Hana Expressway. Visitors park illegally and set foot near unauthorized roads, causing bottlenecks and bottlenecks.

The worst place for this activity is Kailua, commonly known as bamboo forest. In a June 2018 regulatory investigation of the Hana Freeway, 2,700 cars were illegally parked and 960 were illegally parked in Kaihalulu or Red Sand Beach, the second worst place on the freeway. I discovered.

Hueu, who ran the local travel agency himself until the pandemic, said he would support tolls for visitors as long as the proceeds are used to deal with these major issues.

The Hana Expressway regulations propose the creation of a “Visitor Information Staff Unit” which educates locals in special uniforms who work at various places along the road where they can legally park and visit.

The grassroots group submitted a $ 500,000 proposal to the Maui County Economic Development Program as a six-month pilot program, Hueu said.

Placing such personnel on site, along with no-parking signs, will prevent people from parking on the road and causing congestion or traffic, according to an independent investigation into the regulation of the Hana Highway in the summer of 2018. go. It has been shown to be very effective in keeping people out of places they shouldn’t. For this application.

According to Hueu, the group’s first grant application for creating a program in 2019 was rejected and recently reapplied in fiscal year 2022.

Given a higher percentage of the temporary occupancy tax, she said the county could cover those costs. However, income from car rental tolls can also help fund it, Hueu added.

I also started the Hueu petition. is asking the county to temporarily limit freeway travel to residents and visitors who have booked to stay in the area. The petition requires 500 signatures, with 317 signatures Monday night.

“Various communities in East Maui are overwhelmed by increasing pressure. This petition aims to encourage the County of Maui and Hawaii to alleviate this unrest by adopting responsible management mechanisms for the visitor industry. Please help us sign the letter, ”the petition reads. ..

Local transport authorities need to be more creative about how to manage capacity, as roads, highways and bridges in the country’s only island state struggle to accommodate more and more cars. ..

Setting up tolls in areas where visitors are overwhelmed is a possible solution. As La Croix pointed out, the road to Hana, which has limited access points, is a great and simple place to make this idea come true.

Maui County Civil Beat coverage is partially funded by a grant from the Nuestro Futuro Foundation.

Tourists are back in force on the Hana Highway. Why not charge them? Source link Tourists are back in force on the Hana Highway. Why not charge them?

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Plug-in Hybrid Electric Vehicle Fee Bill Introduced – Pittsburgh, Pennsylvania Thu, 24 Jun 2021 16:32:27 +0000

Pittsburgh, Pennsylvania 6/24/2021 12:23:00 –

A Pennsylvania lawmaker has introduced a bill requiring owners of electric and plug-in hybrid vehicles to pay fees to fund a highways trust fund. US Congressman Lloyd Smucker (PA-11) is a fund that does not help electronic car owners repair the roads they travel, funded by federal fuel taxes. Collapsing roads and highways in Japan require investment to help maintain important highways and road infrastructure. The share of cars on the road made no contribution to their maintenance, ”said Smucker. “Parliament must address the issue of the long-term solvency of the Highway Trust Fund by ensuring equivalence with gasoline vehicles. Over the years, infrastructure projects, including highways and roads, will be funded. This is done at user rates, and it’s time for Congress to ensure financial fairness by ensuring that electric vehicles pay their fair share and help maintain the roads they use. Act for. “The User Tariff Act (funding a fair electronic transportation law using sustainable energy resources) is 2 cents per mile for electric vehicles and 2 cents per mile for plug-in hybrid vehicles. Is 1 cent per mile. The Highway Trust faces a cumulative shortage estimated at $ 109.7 billion over the next six fiscal years.

Pennsylvania lawmakers tell owners of electric vehicles and plug-in hybrids to Highway Fund.

US Congressman Lloyd Smucker (PA-11) said electronic car owners would not pay the fund to get federal fuel tax money and help fix the roads they borrow.

“The collapsing roads and highways in our country require investment to support the maintenance of major highways and highways. Nevertheless, electronic vehicles, which have an increasing proportion of cars on the roads, must be maintained. We didn’t bring anything, ”says Smucker. “Parliament must address the issue of the long-term solvency of the Highway Trust Fund by ensuring equivalence with gasoline vehicles. Over the years, infrastructure projects, including highways and roads, will be funded. This is done at user rates, and it’s time for Congress to ensure financial fairness by ensuring that electric vehicles pay their fair share and help maintain the roads they use. Act for. “

The Usage Rate Act (uses sustainable energy resources to fund fair e-transportation laws) charges 2 cents per mile for electric vehicles and 1 cent per mile for plug-in hybrid vehicles.

Highway Trust faces a cumulative shortage estimated at $ 109.7 billion over the next 6 fiscal years.

Bill establishing charges for plug-in hybrid electric vehicles introduced Source link Bill establishing charges for plug-in hybrid electric vehicles introduced

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Delhi-Jaipur highway will soon be the electronic highway Wed, 23 Jun 2021 13:04:57 +0000

The electric highway project that the Central Highway announced some time ago appears to have been set in motion. According to a report by The imprint, sources from the Ministry of Road Transport and Highways estimate that the first batch of these highways could be completed in 2022. The electronic highway project has been one of the main areas of public infrastructure development for the current government and the government. Delhi-Jaipur section. the Delhi-Mumbai highway will be the first to be electrified.

If the project is completed on schedule, you will soon be able to say goodbye to your refueling problems by driving to Jaipur from Delhi and back. The move is also expected to give new impetus to a modern and environmentally friendly identity for Indian road transport, and boost domestic and international tourism as Kevadia will soon have India’s first electric vehicle zone, Goa already has a bicycle. exciting electric. scene.

Read: Kolkata beats London with electric vehicle adoption

Also Read: Delhi to Mumbai by Electric Car

Modeled on the electrified roads in Sweden and Germany, this 200 km section will recharge the batteries of the vehicles traveling there. This step should not only put more emphasis on electric vehicles, but also reduce the carbon footprint associated with transport. Earlier this year, Union Minister of Road Transport and Highways Nitin Gadkari said buses and trucks could run at 120 km / h on the Delhi-Jaipur section and logistics costs would drop by 70 %.

In 2020, the minister shared that the government was discussing the construction of the electric highway with a Swedish company. Now, sources within the ministry are said to have shared that authorities are in talks with three other companies, from Germany, Israel and Sweden, to build and electrify these highways as part of public-private partnerships.

Read: Electric vehicles to replace elephant rides at Amer Fort

A fifth of the roads of the said highway will be equipped with a recharging capacity and a separate lane reserved for electric vehicles to recharge their batteries. The publication also said that these highways will be dedicated to freight vehicles carrying white goods and other industrial and FMCG goods. The huge economic benefits of electric highways for freight vehicles have been well documented.

Not only freight vehicles, transformations in the transport sector such as highways and electric vehicle zones are also expected to lead to a possible explosion of the electric car segment; several car manufacturers have announced plans that are perfectly in line with this development.

Gadkari and other members of the ruling party have long fought for electric vehicles. While the Minister of Finance Nirmala Sitharaman had announced a tax reduction of up to Rs 1.5 lakh for people buying electric vehicles through loans, under the FAME program (Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles), the government. In April this year, Gadkari also expressed confidence that India would become the world’s leading manufacturer of electric vehicles.

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The troubled history of the gasoline tax shows how difficult it is to finance new infrastructure Tue, 22 Jun 2021 13:09:14 +0000

(The Conversation is an independent, nonprofit source of information, analysis, and commentary from academic experts.)

Theodore J. Kury, University of Florida

(THE CONVERSATION) As the Biden administration and Republicans negotiate a possible infrastructure spending package, how to pay for it has been a key sticking point.

President Joe Biden and Congressional Democrats want to raise taxes for the rich, while some Republicans have pushed for a gas tax hike – which would be the first in 28 years. A bipartisan group of senators recently crafted a compromise bill that would pay just under $ 1 trillion in spending on railways, roads and bridges over five years, in part by indexing the tax on l gasoline to inflation. Democrats call it regressive because it would raise taxes for American workers.

As the Director of Energy Studies at the University of Florida’s Utility Research Center, I studied both energy taxes and how the government spends money on infrastructure.

Throughout the controversial history of the gasoline tax, policymakers have frequently called upon this source of revenue when a serious investment in infrastructure is required.

The first 40 years

This resilient tax is today a major source of US funding for roads and public transportation. It arose during the Great Depression as a “temporary” gasoline tax of one cent per gallon. Back then, a gallon cost about 18 cents, or about $ 2.90 in 2021 dollars.

In signing the Revenue Act of 1932, President Herbert Hoover praised “the willingness of our people to accept this additional burden in these times in order to impregnate the credit of the federal government”.

The original gasoline tax, an emergency measure intended to bolster the budget and finance national defense spending, not meet transportation needs, was due to expire in 1933. Instead, deficits Persistent fiscal budgets throughout the New Deal and WWII kept it in effect throughout the Franklin D. Roosevelt administration despite objections from the petroleum, auto, and travel industries. It became a permanent 1.5 cent levy in 1941.

Since then, multiple efforts to remove the gasoline tax have failed.

For example, Congress scheduled the tax to be repealed again in 1951 when it raised it to 2 cents as a source of Korean War related revenue. Instead, lawmakers agreed to keep the tax on the books to help pay for one of President Dwight D. Eisenhower’s top priorities, the Interstate National Highway System.

In 1956, the levy increased once again, to 3 cents, when Americans paid about 30 cents for a gallon of gasoline. At the same time, the government created the Highway Trust Fund to use gasoline tax revenues to pay for the construction and maintenance of new highways.

The tax rose to 4 cents a gallon in 1959 and froze at that level for more than two decades.

Runs empty

Gasoline tax revenues ceased to track spending they were supposed to cover in the early 1970s following a severe surge in inflation and the OPEC oil embargo. Gasoline prices in the United States climbed from about 36 cents per gallon in 1972 to $ 1.31 in 1981.

Responding to what members of both major political parties saw as a transportation infrastructure crisis, Congress more than doubled the tax to 9 cents per gallon under the Surface Transportation Assistance Act of 1982. The same law divided the Highway Trust Fund and its income stream. in two parts: the first 8 cents would finance road works while the other cent would finance public transport projects.

This hike may have hit drivers like a big increase, but public spending on transport infrastructure would continue to decline as a percentage of all spending.

In 1984, Congress increased spending on freeways by funneling the proceeds of fines and other penalties that companies pay for safety violations, such as failing to label hazardous materials or forcing drivers to work too much. hours in a row.

Congress increased the tax twice in the 1990s, but primarily to reduce the then-booming federal deficit. Only half of a 5-cent increase in 1990 went to highways and public transit, while a 4.3-cent increase three years later went entirely to deficit reduction.

In 1997, the government redirected all gasoline tax revenues earmarked for deficit reduction to the Highway Trust Fund, where they continue to flow today.

Along the way, other federal fuel taxes emerged, including a diesel tax of 24.4 cents per gallon and taxes on methanol and compressed natural gas. And state fuel taxes, which in most cases began before the federal gasoline tax, range from 8.95 cents per gallon in Alaska to 57.6 cents per gallon in Pennsylvania.

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To do

Since 1993, when the federal gasoline tax was first set at 18.4 cents, inflation and rising construction costs have eroded its effectiveness as a source of transportation revenue. Additionally, American vehicles have globally become more fuel efficient, which means Americans use less fuel for every mile they drive.

As a result, spending on roads and public transportation far exceeded revenue from the gasoline tax and other sources. Since 2008, the government has transferred more than $ 80 billion to the fund, which it has had to draw from other sources.

But it is still not enough. The American Society of Civil Engineers, which gives US infrastructure a C-minus, calls on government and the private sector to increase spending on roads and bridges by at least $ 2.5 trillion within a decade.

While it is true that the gasoline tax can be regressive because low-income people pay the same rate as those with higher incomes, there are still some advantages to this tax.

On the one hand, it follows the “user pays” principle of providing government services. Under this principle, road users are required to pay for their maintenance. However, as the number of motorists using electric vehicles increases, this may become less true over time.

In addition, it would also create an incentive to at least slightly reduce the use of fossil fuels, accomplishing another objective of the administration.

Finally, the government could still subsidize the tax for the poor, perhaps through annual lump-sum payments, making it less regressive.

Clearly, America’s infrastructure is in dire need of modernization and investment. Ultimately, Americans will pay for it one way or another – whether in taxes or in the costs of dangerous and inadequate infrastructure, including lives lost. How the government pays for the investment may be less important than whether it ultimately does.

This is an updated version of an article first published on February 27, 2018.

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