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11/5/2019 |
Michael |
Harrington |
PMG |
Queenstown |
Maryland |
My name is Michael Harrington. I am a Regional Director for Petroleum Marketing Group (PMG). We are a distributor of petroleum products and operators of convenience stores in the Mid-Atlantic and... read more My name is Michael Harrington. I am a Regional Director for Petroleum Marketing Group (PMG). We are a distributor of petroleum products and operators of convenience stores in the Mid-Atlantic and Northeast region of the United States. PMG services more than 1,650 locations with more than 450 dedicated industry professionals.
I am very concerned about the proposal put forward by the Transportation Climate Initiative. This proposal sets out a framework that imposes an unfair burden on all vehicle owners and thousands of businesses owners and their families.
The proposal outlines a program that will cap the sale of gasoline with more aggressive taxes and then require the revenue generated to be spent on new government programs and projects that will further reduce the sale of gasoline. Some of the projects envisioned have ramifications that have not been verified or well thought out. For instance, pushing consumers to electric vehicles has not been shown to lessen environmental impact due to the environmental costs of EV batteries and manufacture of new vehicles. Further, programs such as incentives to EV purchase often favor wealthier individuals while the new taxes on gasoline will disproportionate affect poor and rural communities.
The northeast compact has a greater impact on Maryland and Delaware than the other Northeast states. Geographically, Maryland and Delaware retailers will suffer the most because consumers may more easily choose to go elsewhere for fuel.
Although this proposal has been pitched as a consensus document, in fact, it is not. There have been only three work sessions and less than a handful of webinars to solicit public feedback and comment. The framework is not ready for adoption by the states as too many points have not been clarified and fleshed out. No one really knows the full detail of the proposal. More outreach and public input needs to happen to shift this to a consensus. At the present, the framework appears to be a predisposed outcome.
I reject this framework – and I urge that the participating Governors be required personally to attend and hold public hearings throughout their states. This proposal will not achieve its goals. California enacted a similar program recently, and, by most accounts, their gasoline costs have skyrocketed while the environmental impact has had no true measurable benefit.
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11/5/2019 |
Galen |
Mook |
Massachusetts Bicycle Coalition (MassBike) |
Boston |
Massachusetts |
Thank you for your leadership in this crucial conversation to rethink our transportation system so it becomes sustainable, accessible, and equitable for all people. MassBike is Massachusetts... read more Thank you for your leadership in this crucial conversation to rethink our transportation system so it becomes sustainable, accessible, and equitable for all people. MassBike is Massachusetts' statewide bicycle advocacy organization, and we are encouraged by the potential that TCI brings to the development of much needed bicycle infrastructure on a regional scale.
Too often bicycle infrastructure is thought of as a side-note to greater roadway projects, many of which are only within municipal boundaries -- this is especially true in Massachusetts. However, by engaging TCI we will be able to expand the scale of how these projects are designed and implemented, which affords us the ability to bring safe, attractive, and convenient bicycle infrastructure to all people throughout the Commonwealth, and especially to marginalized communities which are largely left of bicycle infrastructure improvements. Considering that the bicycle is a truly sustainable form of transportation, we have the potential to dramatically impact our emissions and exponentially grow everyday bicycle riding, but only if we build modern, connected, and seamless bikeways.
MassBike encourages the TCI to be a tool for bicycling to be integrated with all modes, and we encourage you to not to separate bicycling funding from the greater conversations of transit, roadway & bridge redesign, and electric vehicle infrastructure. Transportation needs to be thought of with a multi-disciplinary approach, and the future of transportation will be in providing options so that people do not rely solely on one mode. A person will one day take the train and bus, on another day need to drive, and on another day choose to bicycle. Thus, bicycling needs to be part of every conversation, and the challenge will be to balance the development of as many sustainable and equitable modes of transportation as possible.
We need to plan for people to ride their bikes to transit hubs, to integrate electric vehicles and electric bicycle charging stations, to pursue the development of long-distance bikeways like the Mass Central Rail Trail and the East Coast Greenway, and more, in order to make everyday bicycling a feasible option for our citizenry.
We also encourage the TCI to promote safer modes of transportation, as part of "sustainability" will also be to develop modes that do not injure and kill people. Part of this conversation will be to utilize the framework of the Highway Safety Improvement Program (HSIP) and the Transportation Alternatives Program (TAP), but also to build on these programs to allocate greater support toward bicycling and walking safety improvements, and to recognize that by shifting transportation modes away from automobiles and toward active transportation we will promote sustainability and equity for more people. HSIP and TAP arguably provide the bare minimum of what is acceptable in highway funding toward safer bicycling and walking. The TCI should be a tool to do much better than these programs, and we should seek to make a true impact to develop connected infrastructure that incentivize people to get out of their automobiles and choose safe, sustainable, and active transportation.
As the conversation develops, we strongly encourage that the program works hard to make sure marginalized communities, environmental justice communities, and people typically note engaged in transportation funding conversations know about TCI and how they can participate in the program. Along these lines, MassBike would appreciate the opportunity to be a continued part of this conversation going forward, as we can engage our membership statewide to make a robust contribution to the program. We thank you for this opportunity to comment on the program as it is being conceived.
Sincerely,
Galen Mook
Executive Director
Massachusetts Bicycle Coalition (MassBike)
www.massbike.org |
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11/5/2019 |
Meghan |
McGuinness |
National Grid |
Waltham |
Massachusetts |
Please see attachment. Please see attachment. |
TCI comments 1105.pdf |
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11/5/2019 |
Nikhil |
Shimpi |
Ratepayer (New York City) |
Brooklyn |
New York |
The initiative should be implemented on a multi-state basis while emphasizing principles of justice and funding for a decarbonized transit future. As such, any money raised through fees or taxes... read more The initiative should be implemented on a multi-state basis while emphasizing principles of justice and funding for a decarbonized transit future. As such, any money raised through fees or taxes should be rebated directly to working class members or used to implement free public transit system repairs, electric car fuel infrastructure, new transit system implementation and subsidies for purchasing electric cars.
The funding could also help transition the operation of refining facilities and renewable generation as well as investment in public or common ownership of sustainable products and high-tech innovation. Alongside sustainable infrastructure development and building retrofits, we should be developing a low-carbon economy that features social care, high-speed public or social broadband, and remote-work initiatives.
At the heart of the project has to be an understanding that taxes or fees are not only inefficient means of driving innovation and development but can harm some of the most vulnerable. As such, we should move forward while acknowledging the reality of inequality and oligarchy control that have sparked riots and collective action in response to fossil fuel price and subsidy rises from Ecuador to France. |
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11/5/2019 |
Fazala |
Chaudhry |
concerned citizen |
Elicott City |
Maryland |
I am deeply and gravely concerned over this petition. By limiting the amount people will drive you are affecting an entire industry and workforce on the available cars to work on after the... read more I am deeply and gravely concerned over this petition. By limiting the amount people will drive you are affecting an entire industry and workforce on the available cars to work on after the industry has already sustained raising workforce costs. We as an industry cannot sustain being attacked on both angles by our own government who is supposed to help foster small business instead of kill it. I voted for a Republican Governor in my state to help protect me from these issues. |
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11/5/2019 |
Shafqat |
Sahi |
small business owner |
Elicott City |
Maryland |
I am deeply and gravely concerned over this petition. By limiting the amount people will drive you are affecting an entire industry and workforce on the available cars to work on after the... read more I am deeply and gravely concerned over this petition. By limiting the amount people will drive you are affecting an entire industry and workforce on the available cars to work on after the industry has already sustained raising workforce costs. We as an industry cannot sustain being attacked on both angles by our own government who is supposed to help foster small business instead of kill it. I voted for a Republican Governor in my state to help protect me from these issues. |
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11/5/2019 |
Justin |
Gallardo |
Central Maryland Transportation Alliance Transportation 101 |
Parkville |
Maryland |
I want more Transit Oriented Development (TOD) in our major cities. In my area of Baltimore, existing public transportation is poorly accessible. For example, many Light Rail stops in Baltimore... read more I want more Transit Oriented Development (TOD) in our major cities. In my area of Baltimore, existing public transportation is poorly accessible. For example, many Light Rail stops in Baltimore County are surrounded by parking lots, which means many of the commuters drive there and then take the train into the city. As for the reserve side of it, many low-income residents from the city who work in the County, take Light Rail and then have to walk up to a mile (sometimes more) to their employer - mostly retail work in shopping centers or industrial yards. I have been told that there are too many Light Rail stops unlike other major cities; therefore, a mass transit line would be the most efficient option. Sometimes it is easier to get from Hunt Valley to Linthicum by car than riding the Light Rail. It also bypasses Towson - a major employer.
MARC train service to DC is limited to rush hour and again, it is heavily car dependent. Baltimore County residents who work in DC have to drive on MD-43 and MD-150 to get to Martins State Airport MARC station. There is no mixed-use or TOD around there. I firmly believe the Hawthorne neighborhood could be transformed and redeveloped to serve such purpose. There could also be station infill in the Eastpoint neighborhood of Dundalk and McElderberry Park in the City. Baltimore's buses are overcrowded. Commutes that would take 30 minutes on DC’s Metro system, take 2 hours by bus. Many of the bus stops are not disability accessible and are located on roads without sidewalks. Communities have little put, as the state operates the transit system and not a regional authority. While I recognize that mass train lines are expensive, there is a stepping stone of Bus Rapid Transit (BRT). This is under construction in Montgomery County to connect the Briggs Chaney Park & Ride to Downtown Silver Spring. If successfully, it could mean future construction of a planned Metro Brown Line.
Major cities need to rethink their zoning and urban planning laws. Cities like San Diego are reducing the minimum parking requirements, which in return is spurring urban infill and multifamily housing - both rentals and condos. Some cities are taking the extra step of eliminating vehicle dependent establishments to stop pollution and return the streets to pedestrians. For example, Minneapolis in August passed a law banning the development of new drive-thru banks and fast food establishments. In October, New York City banned car travel on 14th Street and allowed for BRT. It would be nice to see more walkable major cities, like our European counterparts. I want to make sure city planners are properly educated on the consequences of stormwater runoff and its impacts. Many existing communities are seeing properties destroyed by flooding and in extreme cases, uninhabitable. Notably, Ellicott City in Howard County, Frederick Ave in Southeast Baltimore, and Wiltondale in Baltimore County. Native plants provide excellent stormwater reduction and our wetlands mitigate carbon emissions. We need to strongly value these ecosystem services. I also believe we are doing a poor job of explaining that lawns are impervious surface, which is not reducing stormwater runoff, and should stop being considered as an environmental easement.
I respect many communities have architectural and historic significances. I am sure certain houses on an ad hoc basis have critical local historic significances; however, city planners and community members need to acknowledge that once affordable houses are no longer affordable. Certain lands can be converted into public spaces will respecting the local history. The Blair family property in Silver Spring being converted to a park is a prime example. Family dynamics have changed, purposes of residential spaces have changed (e.g. cutting the lawn), and the need for disability accessible space. Single family housing zoning laws are displacing low-income residents by pushing them further from employment areas as these houses have skyrocketing rises in value. Low-income residents are burdened with psychological stresses of traffic; unable to be prompt for school and/or work resulting in poor academic performance and losing jobs, respectively; providing income for car payments and auto insurance; and maintaining code enforcement rules by purchasing and maintaining a lawn mower. All contribute to rising carbon emissions. Cities should look to DC’s inclusionary zoning laws that create an opportunity zone around the new Streetcar Line and prevents displacement of low-income individuals and families.
Furthermore, I believe cities need to be better connected with bullet trains as an alternative to air travel which produces a lot of carbon emissions. There is no excuse as to why I cannot travel from DC to Boston - and all the cities within the Northeast Megalopolis – in a timely manner and inexpensively. I do not want any city in our region to make the same mistakes like the state of California that is price gouging the construction expenses of the bullet train and affordable housing in Los Angeles from unnecessary and unethical consulting fees and contracting on behalf of the taxpayers.
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11/5/2019 |
Andrew |
Kambour |
The Nature Conservancy |
Arlington |
Virginia |
Please see the attached comments from The Nature Conservancy on the framework for a draft regional policy proposal. Please see the attached comments from The Nature Conservancy on the framework for a draft regional policy proposal. |
TNC Comments - TCI Draft Framework 11-5-19.pdf |
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11/5/2019 |
Najib |
Azar |
Seminary Road Shell |
Falls Church |
Virginia |
As a small business owner in the fuel sales industry, I am NOT in favor of TCI as it is currently proposed because I believe the negative impacts will outweigh the positive impacts. People's... read more As a small business owner in the fuel sales industry, I am NOT in favor of TCI as it is currently proposed because I believe the negative impacts will outweigh the positive impacts. People's jobs, livelihood, and families will be incredibly adversely affected by the aggressiveness of the proposed plan. Such severe caps and reductions within the proposed time frame are unreasonable without an acceptable alternative for sellers and consumers. Moreover, I wholeheartedly believe that this plan will NOT bring us any closer to accomplishing the overarching objective of creating a major reduction in carbon emissions. This can ONLY be accomplished by targeting the largest sources of carbon emissions, namely agriculture, coal mining, deforestation, jet fuel emissions, and burning fossil fuels for heat and electricity. In an already densely populated region that continues to rapidly expand, reduction of fuel for transportation will wreak havoc. It should not go unmentioned that we have an incredibly unreliable public transportation system that CANNOT be considered an alternative nor a method by which we can reduce emissions in our area. A positive global impact on emissions should be the ultimate objective since your efforts will be for naught without global participation and buy-in; we all share the same atmosphere. To really address the issue of carbon emissions, you need to look at the biggest state emitters, such as China, Japan, and India. Until there is action on a global scale, our climate will continue to be adversely affected, no matter what the TCI does. There are "bigger fish to fry," so to speak, and TCI is NOT the appropriate answer because its positive impact, IF ANY, will be negligible when compared to the biggest, real threats to our environment. However, its negative impact on jobs, families, and communities will be astounding and immediately felt. People will associate TCI with the jobs they lost, the money wasted on a failed initiative, and the ensuing chaos it created, not for its impact on the environment and our climate because it will have none that are lasting. |
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11/5/2019 |
Johanna |
Miller |
Vermont Natural Resources Council |
Montpelier |
Vermont |
Transportation & Climate Initiative Regional Policy Workgroup,
Thank you for the opportunity to comment on the “Framework for a Draft Regional Policy Proposal” released on... read more Transportation & Climate Initiative Regional Policy Workgroup,
Thank you for the opportunity to comment on the “Framework for a Draft Regional Policy Proposal” released on October 1, 2019. We – the undersigned organizations – view the Transportation and Climate Initiative (TCI) as an important opportunity for regional collaboration on a pressing problem. We also believe that robust public input into both the regional and state decision-making process is essential to ensure an equitable policy design and the best program possible.
We face an existential crisis when it comes to climate change. Our collective greenhouse gas (GHG) emissions – largely from the combustion of fossil fuels and, in our region, largely coming from the transportation sector – are putting our economies, public health, and quality of life at great risk. Strategies that are carefully designed to reduce carbon pollution as swiftly as possible, in an equitable manner, are essential. TCI offers one of those opportunities. Getting it right, but getting it done, is essential. And, then we will need to do more.
Vermont is far from meeting its long-standing climate goals, with most of our GHG emissions increases coming from our most carbon-intensive sector: transportation. A strong program – including a strong cap – will be important to put Vermont and the region on track to start meeting our carbon pollution reduction commitments.
In these comments we offer some high-level input on our hopes for a strong program that could take our states, and our region collectively, one big step forward to reducing carbon pollution and, importantly, helping to create a cleaner, more diverse, more accessible 21st century transportation system. We appreciate the direction it appears TCI states are moving on several fronts and the opportunity to highlight some of the key characteristics we believe are essential to a strong, equitable program.
Thank you in advance for your consideration of this input and, more so, for your hard work to date – and the important work to come – to shape the design of a program that works for our planet and all people.
Equity
The prioritization of equity in the design of this program is key to its success, and we commend your recognition of it as a top priority. This program must – and, we believe, can – be designed to begin to dramatically reduce greenhouse gas emissions while also improving access, mobility, and public health for vulnerable and disproportionately impacted populations in particular. Ensuring this outcome will require an ongoing, inclusive, and strong public process, in particular for getting input on where any revenues would best be directed. Considering the differences among and within each state, utilizing potential TCI proceeds to address and prioritize equity, mobility, and access for more rural, low income, vulnerable and disproportionately impacted populations is essential.
In rural Vermont, transportation is a huge equity issue. It is a barrier to accessing and retaining a job and meeting basic needs such as getting to medical appointments, the grocery store and the pharmacy. The lack of transportation options leave many Vermonters isolated and alone, specifically the 1/3 of Vermonters who do not drive (this includes one in five adults over 65 years of age, people with a disability, children and those who choose not to drive). It is also a tremendous economic burden for low income households, where transportation accounts for approximately 50 percent of their energy bills. Strategies that serve a rural region well and enable Vermonters access to more clean, diverse transportation solutions are needed, and TCI revenues could serve as an important means to spur the investments required to make this transition.
Affected Fuels and Emissions
We support the TCI states’ proposal to cap carbon emissions from the combustion of motor gasoline and on-road diesel fuel in the region, as these fuels account for the vast majority of emissions from the transportation sector. We also urge that in the future other fossil fuels, such as Compressed Natural Gas (CNG), be considered for coverage as well, to avoid them being falsely viewed as a solution to transportation sector emissions.
Program Design: Auctions, Allocation, Regional Caps and Allowance Budgets
The Intergovernmental Panel on Climate Change (IPCC) has concluded that we have about a decade to substantially reduce emissions if we are to avoid the worst impacts of climate
disruption. As such, it is essential that states set a regional emissions cap at the outset of the program that is sufficiently ambitious to align both with states’ climate targets and with scientific imperatives. To ensure TCI serves as the strongest tool possible to reduce emissions, the cap should start low and drop as quickly as possible, in line with the latest climate science. Further, to achieve the GHG outcomes needed, states should also auction all allowances.
Investment of Proceeds
For the TCI program to succeed – and for states and the region to begin to reduce emissions in our most intensive sector – how revenues are invested is critical. Any TCI revenues must be reinvested in solutions that reduce pollution – as quickly as possible in the short term – as well as set the stage for avoided emissions in the long term, by giving people options for getting where they need to go by walking, biking, and taking transit, and well as the option to live in compact communities close to jobs, services, and amenities.
We believe parameters around the use of these proceeds are essential. These dollars should go to transportation-related solutions or solutions that reduce the need for transportation. TCI proceeds should not be spent to backfill budgets for roads, bridges, general funds, or, even, other needed climate solutions like weatherization or thermal fuel switching. We must find other means to meet these needs, but TCI proceeds should be harnessed to reduce carbon pollution from transportation and help to create a more connected, diverse, resilient, clean, and affordable transportation system.
Specifically, we believe any TCI revenues should prioritize low- and moderate-income and rural Vermonters without access to public transportation. The types of solutions we’d like to see prioritized include electrification of cars, buses, and bikes; transit; transportation demand management strategies like carpool, vanpool, and other creative ride-sharing techniques; safe walking and biking infrastructure; smart growth land use solutions; housing in downtowns and community centers and more.
We appreciate and support the flexibility envisioned for states to identify the best strategies and investments to meet their unique needs. We also hope to see in Vermont – but also potentially to help drive innovation more broadly – the ability for all states to spend some TCI proceeds to fund innovative pilots such as micro-transit, high-efficiency vehicle incentive programs (especially to serve low income earners), or other creative strategies that could drive reductions, enable access, and help to fill in the gaps where more traditional strategies might fall short. This includes enabling the flexibility for geo-targeted investment strategies that could serve specific regions well, considering that the best solutions for bigger cities and towns might not be the best or most-needed strategies to serve smaller communities and rural areas.
Complementary Policies
No one climate policy, including TCI, will accomplish all of the climate pollution reductions we need. We will need a diverse suite of significant, complementary policies to get the job done. We look forward to working with other TCI states, with diverse constituencies in Vermont and beyond and with policy makers to identify and advance that suite of other strategies to complement TCI, finally putting us on the path to meet science-based reduction targets we so desperately need to meet.
Conclusion
This regional effort presents the most promising opportunity at this time to tackle emissions reductions in our heavily carbon-intensive transportation sector. Shaping a strong program in line with the climate science, while also prioritizing strategies and solutions to serve low-income, rural, and disproportionately impacted communities is imperative.
As noted above, even a strong TCI will not be sufficient to do all that we must to reduce pollution. That is why we also strongly encourage you to design an equitable TCI program that could, one day, potentially link to other carbon markets – if that made sense. We know that reducing carbon pollution in our heating sector is also a climate imperative. The ability for a well-structured TCI program to link to successful programs like California and Quebec’s Western Climate Initiative would provide the flexibility for the region (or states in the region) to participate in this economy-wide market. We urge you to enable that kind of design and flexibility in the program.
Thank you again for your hard work, your ongoing commitment to designing a science-based, equitable, and flexible program, and for your consideration of our input.
Sincerely,
Audubon Vermont
Capstone Community Action
Transportation for Vermonters
Vermont Conservation Voters
VEIC
Vermont Natural Resources Council
Vermont Public Interest Research Group
CC:
Julie Moore, Secretary of the Agency of Natural Resources
Peter Walke, Deputy Secretary of the Agency of Natural Resources
Michelle Boomhauer, Director of Policy and Planning, Vermont Agency of Transportation
Curt McCormack, Chair, Vermont House Transportation Committee
Dick Mazza, Chair, Vermont Senate Transportation Committee
Vermont Senate President Pro Tempore Tim Ashe
Vermont Speaker of the House Mitzi Johnson
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Joint Comments-TCI-Nov. 5.docx |
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11/5/2019 |
Lance |
Boucher |
American Lung Association |
Augusta |
Maine |
On behalf of the American Lung Association, I am writing to express our support for moving forward with a thoughtful program design that affords the greatest benefits to local community health.... read more On behalf of the American Lung Association, I am writing to express our support for moving forward with a thoughtful program design that affords the greatest benefits to local community health. The Transportation and Climate Initiative (TCI) is an important regional effort to maintain progress in the fight for healthy air and a healthy climate, and one that must place community health and climate protection at the forefront.
Please see the attached letter for our full comments on the proposal. |
TCI Submission 110519.pdf |
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11/5/2019 |
Andrea |
Grant |
Independent Fuel Terminal Operators Association |
Washington |
District of Columbia |
Please find the attached comments. Please find the attached comments. |
Comments of IFTOA on Proposed Transportation and Climate Initiative.pdf |
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11/5/2019 |
Shailesh |
Sahay |
POET LLC |
Washington |
District of Columbia |
POET appreciates the opportunity to comment on the TCI Framework. Our comments are attached. POET appreciates the opportunity to comment on the TCI Framework. Our comments are attached. |
POET TCI Framework Comment-11.5.2019.pdf |
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11/5/2019 |
David |
Pringle |
Mr. |
Cranford |
New Jersey |
Especially in light of the clarion call by 11,258 scientists earlier today, Clean Water Action submits the attached comments urging TCI mandate reductions in climate and co-pollutant emissions in... read more Especially in light of the clarion call by 11,258 scientists earlier today, Clean Water Action submits the attached comments urging TCI mandate reductions in climate and co-pollutant emissions in all jurisdictional areas especially overly burdened environmental justice communities, meaningful fully inclusive public input at the decision-making table, and funding to follow policy with all proceeds dedicated to climate and co-pollutant emission reductions. |
Nov.15.19 TCI Comments.pdf |
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11/5/2019 |
Lloyd |
Mendes |
private citizen |
Somerset |
Massachusetts |
I attended the Oct 24 Transportation Climate Initiative workshop at Massachusetts Maritime Academy. While I support transitioning automobile commuters to mass transit in order to reduce... read more I attended the Oct 24 Transportation Climate Initiative workshop at Massachusetts Maritime Academy. While I support transitioning automobile commuters to mass transit in order to reduce congestion and emissions, I am concerned about the effect of a drastically rising price of gasoline on working populations in our peripheral communities where people must commute to Boston for a living wage. TCI's mechanism -- raising the cost of gasoline for distributors and transferring the proceeds of fees on distributors to local communities -- will not prepare mass transit infrastructure for when it is needed, when automobile commuting suddenly becomes uneconomic due to the engineered price rise. For this, the State must invest in alternative mass transit now, before gasoline prices are artificially raised. Local communities cannot wisely invest in regional mass transit alternatives because it is above their level of operation: only the State can do this. The price rise in automobile commuting will disproportionately hurt lower income earners, for whom commuting costs are a higher ratio of earned income. This would not be a problem if reasonably priced mass transit alternatives existed. However, commuters in areas not served by MBTA commuter rail may not claim private express bus expenses on their Massachusetts income tax as a commuting expense. MBTA does not grant these private express bus commuters a free transfer to the Boston subway and bus system, as it grants to its own MBTA commuter rail commuters. Yet private express bus service is the only transportation alternative available to many suburban commuters who will be forced out of their automobiles by a TCI-engineered rise in gasoline prices.
TCI's mechanism must be analyzed economically by an objective, outside oversight body. While computer modelling is a useful and fun intellectual exercise, it does not replace serious economic analysis by professionals. Without serious preparation, policy changes and pre-investment in regional mass transit, TCI will devastate the working people of peripheral bedroom communities, reduce demand for our housing stock and force more marginal earners into metropolitan Boston, where high urban rents will further squeeze those on marginal incomes. I ask the Legislature to step in and exercise oversight over TCI.
Thank you for accepting my personal views, which do not represent the views of any official body. I am copying my response and sharing it with my State legislator. |
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11/5/2019 |
Patrick |
Kelly |
API |
Washington |
District of Columbia |
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API TCI Comment Nov 2019.pdf |
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11/5/2019 |
Bryan |
Rubio |
Port Authority of New York and New Jersey |
New York |
New York |
Please see attached. Please see attached. |
PANYNJ Comments TCI Framework 2019.pdf |
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11/5/2019 |
Brydon |
Ross |
Consumer Energy Alliance |
Louisville |
Kentucky |
Attached, please find CEA's comments on the Draft Framework of the TCI. read more Attached, please find CEA's comments on the Draft Framework of the TCI. |
CEA TCI Draft Framework Comments.pdf |
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11/5/2019 |
Faisal |
Shahzad |
Employee |
Reisterstown |
Maryland |
This will be real impact on gasoline business, employees and all the families related to this business. This will be real impact on gasoline business, employees and all the families related to this business. |
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11/5/2019 |
Jordan |
Stutt |
Acadia Center |
Boston |
Massachusetts |
The 44 undersigned members of Our Transportation Future and additional partners believe the Framework Policy Proposal offers an encouraging path forward for a modern, low-carbon, equitable... read more The 44 undersigned members of Our Transportation Future and additional partners believe the Framework Policy Proposal offers an encouraging path forward for a modern, low-carbon, equitable transportation system.
Thank you for the opportunity to comment. Please see the attached recommendations on program design. |
Joint Comments on TCI Framework 11_5_2019.pdf |
