This Week in NYC Transportation: More Pollution, Less Efficiency

The federal appeals court verdict this week barring New York City from mandating that new taxicabs be fuel-efficient hybrids has left the mayor fuming and other New Yorkers scratching their heads. Why should Washington pre-empt the city from tripling the fuel-efficiency of our nearly 13,000 yellow cabs, a step that would materially reduce petroleum use, given that three to four percent of all vehicle-miles traveled in the five boroughs are by medallion taxis?

Why, indeed? Yet the recent subway and bus cuts and the next round of fare hikes unveiled yesterday by the MTA raise similar questions about oil impacts. These moves too will drive up gasoline use, not by blocking deployment of greener taxis but by deterring some use of transit due to higher fares, longer walks or waits, and less comfortable service.

Not every “disappeared” bus or subway trip will materialize as a car trip, of course. Some trips will be made on foot, by bike or by sharing a car, and some others won’t happen at all. But the number of additional car trips caused by the cuts and hikes will be significant, as will the increase in gasoline to fuel them.

I’ve estimated the impacts, using the BTA spreadsheet that has been written about here and was profiled recently in Wired magazine. I inputted an average 7.5 percent bus and subway fare hike along with a five percent increase in the time required to complete an average transit trip. (That’s a rough "proxy" for the effects of increased crowding and unsanitary conditions as well as of longer waits between buses and trains and longer walks caused by eliminating some lines.)

The result: by inducing additional car trips as well as reducing the fuel-efficiency of all vehicles due to worsened traffic congestion, the transit cuts and hikes will lead New Yorkers to use an extra 13.5 million gallons of gasoline per year.

On top of that, the hybrid cab requirement would have been expected to save 31.3 million gallons, or almost two-and-a-half times as much as deteriorated transit will cost.

The point isn’t to compare the two — in a more politically accountable world, the taxi rule would go forward while the transit cuts and hikes would be stayed — but to show that both impacts are roughly in the same ballpark. In our society, political inertia, whether manifested as government neglect or as judicial narrow-mindedness, tends to reinforce energy consumption and oil dependence.

In this connection, it’s worth noting that a well-designed congestion pricing plan — one that surpassed the Bloomberg plan in scope and, I would argue, cured its political deficiencies — would, at least on paper, reduce motor vehicle fuel use in the city by an estimated 77.3 million gallons of petroleum per year. That’s between double and triple the taxi-fleet savings. Yet while the associated benefits, in terms of less ecosystem destruction and reduced public pressure (or political cover) to wage war in Asia or elsewhere, would be impressive, they account for less than one percent of the overall expected societal benefit from such a plan. That’s testament not to the low price we pay for oil dependence but to the magnitude of the other benefits, chiefly travel-time savings followed by increased physical activity, that smart and imaginative congestion pricing could bring to our city.

  • Clarence Eckerson Jr.

    Brilliant analysis. I am tweeting this on Streetfilms immediately.

  • MRN

    I don’t see how this ruling prohibits taxis from switching to Hybrid/Electric vehicles. The real answer is to make this switch economically profitable to the cab owners, or at least speed up the schedule at which older cab vehicles are retired from the fleet and replaced by newer, possibly H/E vehicles.

  • Jake

    I’d think that similar to how cities have gotten around inclusionary zoning court rulings, the city could just tier the license fee charged for different types of taxi cabs. SUV/Vans one rate, regular car taxis/hybrid SUVs another rate, & hybrid car taxis the lowest rate.

  • Peter Engel

    I’ll play the contrarian, as I have a few problems with this.

    First of all, I don’t see how with current rates taxi use is going to go up. Transit users aren’t going to become medallion taxi users.

    It’s more likely that disaffected mass transit users outside Manhattan will have greater reliance on neighborhood car services and vans. For at least the next five years, that primarily means dinosaurs which are bought used — like the Ford Crown Victoria/Lincoln Town Car and the big Chevy/Ford vans, none of which are gas-sippers. Nothing’s going to change that, and — while I know it’s sacrilege to say this around here — fuel costs aren’t everything.

    As you know, the Crown Vic and Town Car goes out of production one year from now. You can’t blame yellow taxi fleet buyers for wanting to stock up on such a proven platform. I say let them buy what they want. After next summer, of course the fleet will more quickly replaced with hybrids, clean diesels and other fuel-efficient alternatives. That’s why I think NYC was misguided and arrogant. It was a heavy-handed attempt to dictate what is already happening in the marketplace.

ALSO ON STREETSBLOG

What Can Taxi Data Tell Us About NYC Streets?

|
The average density of taxi pick-ups at 1 a.m. on Saturdays in 2009. The most rides originated from the Meatpacking District and the Lower East Side. Image: NYT. When New York City installed GPS units in its taxi fleet in 2007, it began an ambitious initiative to gather information about how traffic functions. Over the […]

Kheel Plan: Double the Congestion Charge & Make Transit Free

|
"If you were to design the ultimate system, you would have mass transit be free and charge an enormous amount for cars." So said Mayor Michael Bloomberg last April, right about the time he unveiled his plan to charge motorists a fee to drive into Manhattan’s central business district. Eight months later, as the mayor’s […]

Road Pricing and Public Transit: The “Virtuous Cycle”

|
Pricing could un-block the box for buses, and then some. In an op-ed published yesterday in Metro, MTA chief Lee Sander emphasized the connection between congestion pricing and improved subway and bus service, which polls continue to suggest is the key to securing public support. Sander’s piece joins reports that officials are working on plans […]

The Boom in Subway Ridership Is Waning. Why?

|
Transit officials recently reported that 1,763,000,000 subway trips were taken last year, the most since 1948. But the rise in ridership was meager, with only 12 million more trips in 2015 than in 2014. The percentage growth rate was seven-tenths of one percent. Over the same year, employment in New York City rose three times […]