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Biden/Sanders Unity Task Force report falls short on climate

Last week, Joe Biden’s presidential campaign jointly released policy recommendations across a range of issues in partnership with Bernie Sanders supporters through a Unity Task Force. Climate change takes a prominent role in the 110-page report, but the proposal fails to call for the comprehensive changes needed to address transportation emissions. Here’s how the Unity Task Force recommendations fall short, particularly in comparison to the House’s new climate blueprint and the INVEST Act.

We evaluated presidential candidates’ climate plans last November based on how well they address transportation emissions, and in February we scored their transportation proposals against our three guiding principles. Most candidates were heavily focused on promoting electric vehicles and strengthening fuel efficiency standards. Fewer offered concrete goals and targets for (or even addressed) the need to reduce driving by making it safer to walk and bike for short trips, making transit more convenient, supporting passenger rail, and prioritizing maintenance over road expansion projects that induce more traffic.

So how does the Unity Task Force’s proposal compare to its predecessors in addressing climate and transportation? It largely follows in the same footsteps, with nods to investing in transit and passenger rail but no acknowledgement of the need to reform the base national transportation program that has produced communities where transit can’t serve people well. While the report includes brief language on the need to prioritize allocating transportation funds to transit and pedestrian and bicycle infrastructure, it says nothing about reforming the policies that prioritize car travel and congestion reduction above all else—policies that make it inconvenient, dangerous, or impossible to travel outside a car in much of the US.

Candidate	Electrify vehicles	Reduce driving	Promote bikeable/walkable communities	Invest in transit	Support passenger rail
Biden's Unity Task Force	Support “cash-for-clunkers” style approaches to incentivize accelerated adoption of zero-emission passenger vehicles. Provide incentives for manufacturers to build new factories or retool existing factories in the United States to assemble zero-emission vehicles or manufacture charging equipment.		“Encourage states to prioritize allocation of transportation funds for public mass transit, and pedestrian and bicycle infrastructure, and ensure transportation options and infrastructure meet the needs of tribal, rural, and urban communities to fully participate in zero-emissions transport.”	“Encourage states to prioritize allocation of transportation funds for public mass transit, and pedestrian and bicycle infrastructure, and ensure transportation options and infrastructure meet the needs of tribal, rural, and urban communities to fully participate in zero-emissions transport. Make major improvements to public transit and light rail. Preserve and grow the union workforce within the rail, transit and maritime sectors.” “We commit to public transportation as a public good, including ensuring transit jobs are good jobs.”	Invest in high speed passenger and freight rail systems, while reducing pollution, helping connect workers to quality jobs with shorter commutes, and spurring investment in communities more efficiently connected to major metropolitan areas and unlocking new, affordable access for every American.
Biden, circa November 2019	500,000 new public charging outlets by the end of 2030 and restore the full electric vehicle tax credit.	Altering local regulations to eliminate sprawl and allow for denser, more affordable housing near public transit would cut commute times for many of the country’s workers while decreasing their carbon footprint.	Communities across the country are experiencing a growing need for alternative and cleaner transportation options, including transit, dedicated bicycle and pedestrian thoroughfares, and first- and last-mile connections.		Ensure that America has the cleanest, safest, and fastest rail system in the world and will begin the construction of an end-to-end high speed rail system that will connect the coasts.
Sanders, circa November 2019	100 percent electric vehicles powered with renewable energy.	For too long, government policy has encouraged long car commutes, congestion, and dangerous emissions. Create more livable, connected, and vibrant communities.		$300 billion investment to increase public transit ridership by 65 percent by 2030.	$607 billion investment in a regional high-speed rail system.

Check out how we scored Democratic candidates like Senator Warren and Andrew Yang on climate in this November 2019 blog

We can’t “prioritize” transit, biking, and walking without addressing the underlying problems with our highway program

As we said when we evaluated Biden’s transportation plan back in February, layering good programs on top of a program that causes the problems isn’t smart policy. We can’t simply invest more in transit on top of our current highway program and expect to see the emissions results we want, let alone by simply “encouraging” states to invest more in transit as the report calls for. Likewise, just investing more in pedestrian and bicycle infrastructure won’t be enough to make it safer to bike and walk. Adding a bike lane to a dangerous high-speed, car-oriented corridor running through a community without making any other changes to reduce speeds isn’t giving more Americans the option to bike. And investing more in transit in a community where you have to wait for the bus on a busy road with nowhere to cross safely won’t bring us closer to making transit a public good as the Task Force envisions.

We need to come to grips with the legacy of our highway system and fix the problem. We have invested in transportation for decades in ways that are bad for the climate and disproportionately harm low-income people and people of color, and we’ll continue to see the same results until we change the underlying policies that have led to those investments.

A far cry from stronger recent proposals from the House

It is disappointing to see recommendations from Biden and Sanders’ task force that do so little to change the status quo, especially on the heels of much stronger and more comprehensive reforms proposed by the House. The House Select Committee on the Climate Crisis recently released a comprehensive legislative blueprint for tackling climate change that takes a much wider view—prioritizing repair, safety, and access in a holistic approach to promote more transit, biking, and walking and reduce the need to drive. The INVEST Act, recently passed by the House as part of the Moving Forward Act, introduced significant reforms to our core national transportation program along similar lines to those recommended by the Select Committee that could have far-reaching impacts for climate if adopted.

By contrast, the Unity Task Force report does not address reforming current federal transportation policy at all. Here are some specific ways it falls short by comparison:

1) No acknowledgement of the need to stop building needless new roads at the expense of maintenance

Unlike the Unity Task Force report, the House Select Committee’s blueprint calls for changes to our core highway program, including prioritizing maintenance over new road infrastructure. The INVEST Act would put requirements in place to hold states more accountable to doing so. While prioritizing repair may not be intuitive climate policy, it would make a huge difference in stemming the trend of inducing more driving and more emissions. The nation’s roads are deteriorating, contributing to a looming financial problem, yet states consistently underinvest in maintenance and build new roads instead. We have talked previously about how a 1 percent increase in lane miles can result in a 1 percent increase in vehicle miles traveled.

2) Lacks the focus on safety necessary to actually make walking, biking, and transit viable

As we discussed above, dangerous streets and disconnected communities pose a major barrier to taking short trips by walking and biking in many communities, and those same dangerous conditions can make it difficult or impossible to reach transit. The House Select Committee’s blueprint recommends requiring states to use Complete Streets and context-sensitive principles and makes numerous recommendations throughout to prioritize funding for walking and biking. The INVEST Act also takes a comprehensive approach to prioritizing safety. The Unity Task Force report does not address transportation safety at all.

3) Nothing on measuring outcomes that matter for climate change

The House blueprint recommends creating a new performance measure for greenhouse gas emissions, requiring states and metro areas to measure emissions and then create plans for lowering them, as does the INVEST Act. This is a major shift, and it will lead to significantly different outcomes if states are truly held accountable to these measures. The Unity Task Force’s report does not include any recommendations for measuring outcomes that matter for climate, nor does it propose any concrete goals for reducing transportation sector emissions.

These are all major blindspots in the Unity Task Force report. We must address the problems embedded in federal transportation policy to reduce transportation emissions and make our transportation system work for everyone, and it seems like Biden and Sanders still don’t understand this.

House’s new climate action plan takes a page from T4America’s playbook

Last week, the House Select Committee on the Climate Crisis released a new legislative blueprint for tackling climate change that incorporates a number of T4America’s recommendations. The blueprint goes beyond merely electrifying vehicles to take a much wider view—prioritizing repair, safety, and access, and promoting transit, biking, and walking.

Riding a Citi Bike in New York City. Photo by Thomas Hawk on Flickr’s Creative Commons

For too long, electric cars have been the sole focal point of legislative efforts to reduce transportation emissions. Transportation is the single largest source of greenhouse gases (GHG), contributing 29 percent of the United States’ total greenhouse gas emissions—and the majority of these emissions come from driving. Electric vehicles (EV) would seem like a guaranteed way to bring those emissions down, but they are not enough. Increasing rates of driving are negating even impressive gains in fuel efficiency and EV adoption. Between 1990-2016, a 50 percent increase in driving negated a 35 percent increase in overall fleet fuel efficiency brought on by the implementation of CAFE standards. This caused emissions to rise by 21 percent over the same time period.

To truly bring down transportation emissions, we need to think #BeyondEVs. We need to stop building expensive, unnecessary new roads that just increase vehicle miles traveled (VMT). We need to stop making car ownership a prerequisite for participating in the economy. We need to actually measure emissions from the transportation sector, and penalize states for pursuing projects that fail to bring those emissions down. We need to focus on the low-carbon modes that can improve people’s lives: transit, walking, and biking.

This is what we recommended to the House Select Committee on the Climate Crisis in November 2019 when they asked us for strategies to reduce emissions. The Committee released their new legislative blueprint for tackling climate change last week, and we are incredibly pleased to see our recommendations shaping the transportation section.

Here are the T4America recommendations for moving #BeyondEVs that found a home in the new blueprint.

Measure what matters: Greenhouse gas emissions and access

The House blueprint recommends creating a new performance measure for greenhouse gas emissions, requiring states and metro areas to measure emissions and then create plans for lowering them—just like in the INVEST Act. “It gets a lot harder to justify building a new highway (that you probably can’t afford to maintain anyway) when you have to reduce emissions with your federal dollars, considering that every 1 percent increase in lane miles results in a 1 percent increase in vehicle miles traveled,” as Smart Growth America wrote in this more expansive blog on the House blueprint.

The blueprint also takes steps to increase access to jobs and services by all modes, a climate-forward proposition that starts to make moving people—not just vehicles— the focus of transportation funding. “The House Select Committee adopted our core priority to start measuring access to destinations, directing states and MPOs to start evaluating how well the transportation system is facilitating access to housing, jobs, and critical services by any and all modes—similar to provisions that were included in the INVEST Act,” as Smart Growth America wrote in this more expansive blog on the House blueprint. The blueprint also directs agencies to analyze how low-income communities and communities of color experience difference degrees of access to jobs and services.

Make roads safer to walk, bike, and ride transit

Walking, biking, and riding transit are the lowest-emitting modes of transportation, but dangerous streets and disconnected communities make them difficult for many Americans to reap their benefits. The Committee makes numerous recommendations throughout the plan to prioritize funding for low-carbon transportation, especially walking and biking—and not just by increasing funding for the Transportation Alternatives Program, which receives only a meager $750 million for biking and walking projects across the country.

Measuring access instead of vehicle speed, as noted above, would begin to improve safety for all road users by measuring access by all modes—that includes walking, biking, and riding transit. But the plan also recommends requiring states to use “complete streets” and context-sensitive principles, using language that actually comes directly from T4America’s long letter of recommendations for the Committee.

Stop building needless new roads by prioritizing maintenance

Prioritizing repair is not the kind of strategy that is on the radar of most climate advocates, but it would in fact make a huge difference by stemming the trend of inducing more driving, making it an incredibly effective climate policy that could be easily implemented. How so? The nation’s roads are deteriorating, contributing to a looming financial problem, yet states consistently underinvest in maintenance and build new roads instead that bring increases in emissions. As we found in our report Repair Priorities (cited by the House Select Committee in their blueprint), between 2009 and 2017, the percentage of the roads nationwide in poor condition increased from 14 to 20 percent. At the same time many states continued to spend a significant portion of funding to build new roads.

As we discussed above, building new roads increases driving, with every 1 percent increase in lane miles resulting in a 1 percent increase in vehicle miles traveled. Prioritizing maintenance means that states can’t use federal funds to build new roads while neglecting their basic maintenance needs—a requirement that was included in the recently-passed INVEST Act.

It’s time to go #BeyondEVs—and the House majority agrees

With driving contributing the majority of U.S. transportation emissions, it’s time to shift our focus from reducing pollution from all the cars to asking: “why do we need all those cars in the first place, and can we drive them less overall?” Because we know that electrifying cars isn’t enough. We will not be able to electrify vehicles faster than vehicle miles traveled are increasing—the consequence of our national transportation strategy prioritizing vehicle access above all else.

To substantially reduce our GHG emissions, we need to couple electrification with strategies that cut to the heart of our problem: too much driving. We’re pleased to see so many of our recommendations included in the Committee’s blueprint, and are excited to continue to push the needle towards reducing emissions with our new partners in the House.

House transportation bill goes big on climate

House transportation leaders introduced legislation to update our national transportation program to address climate, equity, safety and public health. Climate advocates and climate leaders on the Hill should recognize the strides taken with this proposal from Congress and fight to protect those changes in the bill.

This is a joint post by Transportation for America and Third Way, co-written by Rayla Bellis, T4America program manager, and Alexander Laska, Third Way Transportation Policy Advisor for the Climate and Energy Program. It is also posted on Third Way’s site.

The House transportation committee’s markup of the INVEST Act starts at 10 a.m. on Wednesday, June 17th. View our amendment tracker here, get real-time updates by following @t4america on Twitter, visit our hub for all T4America content about the INVEST Act, and take action by sending a message to your representative if they sit on this House committee.

While it isn’t perfect, the INVEST Act introduced in the House takes some very important steps, including:

Measuring and tracking important outcomes like GHG emissions and access to jobs and services.
Making significant progress towards electrifying our vehicle and transit fleets; and
Supporting investments in low emissions transportation modes, including:
- Supporting transit with more money and better policy; and
- Supporting biking and walking with a comprehensive approach to improving safety.

For too long, federal transportation policy has prioritized car travel and the infrastructure to support it while neglecting cleaner and more affordable transportation options like transit, walking, and biking. We are now seeing the consequences of decades of spending in line with those priorities: car-ownership is a prerequisite for participating in the economy in most communities, and many people are driving further every year to reach work and daily necessities. It is unsafe, inconvenient, or flat-out impossible to reach those destinations by any other means in much of the country. As a result, transportation is now the nation’s single largest source of greenhouse gases (GHG), accounting for 29 percent of emissions, 83 percent of which comes from driving. While cars and trucks will and should remain an important part of our transportation system, any effective strategy to reduce emissions from transportation must make it easier for Americans to take fewer and shorter car trips to access work and meet basic needs.

Last week the House Transportation and Infrastructure Committee released their transportation reauthorization proposal. Third Way and Transportation for America unveiled a scorecard earlier this week to show how the new House reauthorization proposal and previous Senate proposal stack up against the recommendations in our new Transportation and Climate Federal Policy Agenda. The House bill makes significant strides in several areas in line with our federal policy agenda:

Measures and tracks important outcomes

We measure all the wrong things in our transportation system and therefore get the wrong outcomes. Instead of measuring whether people can get where they need to go (e.g., jobs, healthcare, and grocery stores), we measure how fast cars are moving. Rather than being required to reduce transportation emissions, states are distributed more money if their residents drive more and burn more gasoline.

The House bill takes important steps in reversing these perverse incentives. It requires states to measure and reduce greenhouse gas emissions from their transportation system (a similar requirement from USDOT was rolled back early in the Trump administration). States that reduce emissions can be rewarded with increased flexibility, while states that fail to reduce emissions will face penalties. This is a major shift, and it will lead to significantly different outcomes if states are truly held accountable to these requirements.

In addition, the bill requires a new performance measure to help states and MPOs evaluate how well their transportation systems provide access to jobs and services. This access measure is monumental. For the first time at the national level, recipients of federal transportation funding will be required to measure whether their transportation system is performing its most essential function: connecting people to the things they need, whether they drive, take transit, walk or bike. This will have profound impacts in communities, including directing more funds to projects that shorten or eliminate the need for driving trips. It also happens that providing a high level of access, especially for nondrivers, correlates with lower GHG emissions.

Makes significant progress towards electrification

Decarbonizing our transportation system will require us to transition quickly to zero-emission vehicles (ZEVs)–and that means making sure we have the infrastructure ready to support those vehicles. The INVEST In America Act establishes a new $1.4 billion program to deploy electric vehicle charging and hydrogen fueling infrastructure in public places where everyone will have access. The grant program will focus on projects that demonstrate the most effective emissions reductions. We believe the program should additionally focus on ensuring this infrastructure is accessible to low-income communities; this, combined with policies to make ZEVs more affordable, will help ensure all Americans can benefit from the air quality improvements and other benefits of clean vehicles.

The bill also reorients federal funding for transit buses towards electric vehicles by boosting funds for the Low- and No-Emission Vehicle Program five-fold, incentivizing the purchase of electric fleets, and requiring a plan for transitioning to a 100 percent electric bus fleet. This improved program, and other transit reforms, will help transit agencies procure electric and other clean buses, as well as the refueling infrastructure to support them. Transit is already a lower-carbon alternative to driving, and shifting our fleet towards clean buses will make it even more so. Ultimately, all federal funding for bus procurement should go towards low- and no-emission buses, but the significant increase for this program is a good start.

Supports transit with more money and better policy

Too many Americans must drive because they either are not served by transit or only have access to infrequent, unreliable, and inconvenient service. Transit has been underfunded for decades at the federal level despite the significant benefits it provides to communities: reduced emissions, improved economic opportunity, a way out of congestion, cleaner air, mobility choice, better health outcomes, and improved quality of life. Our failure to invest sufficiently in transit has disproportionately impacted low-income people and people of color, who are more likely to rely on transit to access jobs and services.

The House bill gives transit a big increase in overall funding: 47 percent. Equally importantly, however, it changes some policies that have long obstructed transit as a truly viable option in communities. For years, federal transit funding has incentivized lowering operating costs (usually accomplished by offering less or infrequent service) at the expense of building transit that best serves people’s needs. The new bill includes policies that shift those incentives, focusing instead on frequency of service. This will make transit a real option for more people in more communities.

Supports biking and walking with a comprehensive approach to improving safety

Dangerous road conditions pose one of the biggest barriers to taking short trips by walking or biking in many communities, leading to unnecessary driving trips that increase traffic and emissions. Between 2008 and 2017, drivers struck and killed 49,340 people walking on streets nationwide, and pedestrian fatalities have risen by 35 percent over the past decade. People of color, older adults and people walking in low-income communities are disproportionately represented in these fatal crashes.

The House proposal takes a comprehensive approach to make walking and biking safer through a combination of increased funding, policy reform, and better provisions to hold states accountable. For example:

The bill requires Complete Street design principles and makes $250 million available for active transportation projects including Complete Streets.
It proposes changes to how speed limits are set to prioritize safety results over a faster auto trip.
It requires states with the highest levels of pedestrian and bicyclist fatalities to set aside funds to address those needs.
The bill would also prohibit states from the current practice of setting annual targets for roadway fatalities that are negative—in other words, targets that assume the current trend line of increased fatalities is unstoppable, essentially accepting more fatalities every year as an unavoidable cost.

The House bill isn’t perfect, but is a significant improvement over the Senate’s proposal

While the House Transportation and Infrastructure Committee’s proposal takes many steps in the right direction, it still misses the mark in some areas based on our agenda. It still includes significant funding for highways without the proper restrictions in place to avoid unnecessary buildout of new lane-miles we can’t afford to maintain, and congestion relief is still a primary goal embedded throughout the proposed program. This ultimately prioritizes the same types of transportation investments we have seen for decades.

Yet, the House bill takes significant steps that the Senate EPW bill introduced last year did not. In contrast to the broad, holistic approach the House bill takes to addressing emissions, the Senate bill introduced some new (but relatively weak) stand-alone programs to address emissions, congestion, and other important topics. Importantly, the Senate bill did not make any needed changes to the core federal formula programs, continuing to direct the vast majority of funding into programs that incentivize building high-speed roads and making travel by any means other than driving — and emitting — impossible for most Americans.

Bottom line: the House’s proposal could be a game-changer for climate, equity, and safety goals

The House’s proposal introduces more substantial reforms to our national transportation program than we have seen in years, and many of the changes will directly support reduced emissions, environmental justice, and other important goals. This is a big deal, but the magnitude of the changes may not be readily apparent. Many of the most transformative proposals do not sound like climate initiatives because they do not specifically reference emissions or address electrification. Instead they change funding formulas, policies, and performance measures that, over decades, have produced a transportation system that requires more and longer car trips and greater emissions.

Climate advocates and climate leaders on the Hill should recognize the strides taken with this proposal from Congress and fight to protect those changes in the bill. Advocates for preserving the status quo are preparing to fight these important changes. We need climate advocates to do the same to defend them.