Matthew BoyleU.S. Rep. Rick Crawford, R-Ark., alongside Rep. Sam Graves, R-Mo., and three senators, challenges the Federal Highway Administration’s (FHWA) rule mandating CO2 emissions reduction targets, arguing its adverse impact on rural transportation. Witnesses at the House Transportation and Infrastructure Committee’s March 21 subcommittee hearing underscored the need for steady federal funding to address rural infrastructure backlogs and emphasized states’ autonomy in utilizing provincial funds. Windstar Lines’ CEO echoed concerns about the one-size-fits-all approach, particularly regarding the transition to zero-emission vehicles in remote areas. Todd Morrow, executive director of Island Transit, highlighted challenges faced by small transit agencies in adopting electric and hydrogen fuel-cell vehicles, citing issues with charging infrastructure and grid capacity. Amidst the Biden administration’s push for zero-emission vehicles, political discord emerges, with 21 state Republican attorneys general contesting the FHWA’s authority to enforce emission reduction targets. The debate underscores the complexity of transitioning rural transportation systems while balancing environmental goals and economic realities.
Rural Transportation Challenges: Federal Funding, CO2 Emissions Reduction, and Infrastructure Hurdles
U.S. Rep. Rick Crawford, R- Ark., noted in his open remarks that the Infrastructure Investment and Jobs Act “provided historic funding for the improvement of American infrastructure“. However, he continued, adding that witnesses voiced concerns about the cost of applying for IIJA grant programs, the lengthy review process, and” the ability of smaller communities to comply with burdensome national permitting requirements.”
Crawford, along with Rep. Sam Graves, R- Mo., and three senators, introduced a combined resolution to strike down the FHWA rule. According to Crawford in a statement released on February 7,” This one-size-fits all regulation places states with more smaller towns and rural communities that are unable to reduce emissions by building a metro system, buying electrical buses, or creating miles of bike lanes between communities at a major disadvantage.”
Remote states have special needs, and the president and CEO of Windstar Lines, a secret bus operator with a base in Carroll, Iowa, echoed that concern in his testimony:” Remote states have special needs and should not be forced into a ‘one-size-fits-all’ mandate restricting their ability to provide critical transportation investments to meet their transportation needs.
Navigating Zero-Emission Challenges in Rural Transportation: Motorcoach Operators’ Dilemma and Innovative Solutions
Greteman even discussed the difficulties of moving motorcoach operators to zero-emission buses in rural areas, where longer routes and a lack of charging facilities are commonplace.
Zero emissions technology for motorcoach vehicles is also being developed, and it’s not clear whether batteries or hydrogen fuel cells will work best for these vehicles, he said. Greteman added that the majority of intercity and rural bus companies are smaller, privately held companies, and that the secret bus sector is not eligible for any of the federal grants that aid transit agencies in electrifying their fleets.
Todd Morrow, executive director of Island Transit, which serves a rural county northwest of Seattle that operates more than 60 buses over 16 routes, said it has a 17- year plan to transition its submarine to battery- electric vehicles and, for greater routes, hydrogen fuel- cell vehicles
Challenges and Contradictions: Navigating the Transition to Zero-Emission Vehicles in Rural Transit
” For small transit agencies like mine, fleet transitions like the one we’ve embarked on will take time”, he said in his testimony. Roadblocks include the loss of bus manufacturers, which has put Island Transit’s order of nine vehicles in limbo, lack of charging infrastructure in remote areas and limited vehicle range. Concerns are also raised by the local electrical grid’s capacity to support charging. “Grid resiliency, including after storm damage, is particularly crucial”, Morrow said.
In a presidential election year, the Biden administration’s efforts to promote a regional transition to zero-emission vehicles are at odds with one another. The FHWA’s CO2 emissions rule is already being followed by 24 states and the District of Columbia, while a group of 21 state Republican attorneys general, plus Texas, filed lawsuits against the FHWA and U. S. Department of Transportation, claiming the agencies don’t have the authority to issue the rule.
Summary: Calls for Federal Funding Stability and Local Control Amidst Emissions Reduction Mandates
- At a March 21 subcommittee hearing of the House Transportation and Infrastructure Committee, remote transportation providers discussed the need for more steady, consistent federal funding to address backlogs in rural road and bridge maintenance and construction. Additionally, people claimed that states should have greater control over how they can use provincial funds.
- Some witnesses objected to the Federal Highway Administration’s November rule mandating setting declining CO2 transportation emissions reduction targets for the National Highway System. Additionally, some Republicans are against the rule.
- Rural bus drivers discussed the difficulties they encounter with safety, road conditions, and the transition to electric vehicles.
