Slashdot Mirror
Analysis Says Planes Might Be Greener Than Trains
New Scientist has an interesting piece up about the calculable energy costs per mile for various forms of transportation. Despite the headline ("Train can be worse for climate than plane"), the study it describes deals with highway-based vehicles, too: the authors attempted to integrate not just the cost at the tailpipe (or equivalent) for each mode of transport, but also the costs of developing and supporting the associated infrastructure, such as rails, highways and airports. Such comparisons are tricky, though; a few years back, a widely circulated report claimed that the Toyota Prius had a higher per-mile lifetime cost than the Hummer (see that earlier Slashdot post for good reason to be skeptical of the methodology and conclusions). I wonder how the present comparison would be affected by a calculation of (for instance) how much it would cost to move by plane the freight currently carried by trains.
I can see the logic that large airships which are held aloft passively by lighter than air gases, requiring fuel only for movement being economical, but it might be different with standard planes which require fuel to generate lift.
Yes, rail travel requires resources of iron and such to lay down infrastructure, but that infrastructure is used and maintained for many years and pays off over the long haul. Once down, a diesel locomotive can move immense amounts of cargo for a lot less per mile than other modes of transportation, so it should balance out.
There is the cost of regulations too. An aircraft has a large amount of money put in due to upkeep, far more than a diesel locomotive requires. This isn't to say that a locomotive is completely maintenance free, but it can go a lot more miles than a plane can before requiring service.
Finally, there is the amount of cargo a plane carries versus a train. For example, a $150,000 plane usually can carry less than a $15,000 pickup truck.
The very fact that airliners leave their exhaust directly at or near the stratosphere should tell you something. After that, their contrails seed clouds which have an impact on the weather which I can't generalize on here. This reminds me of a study on embodied energy in cities; people were questioning the impact of making all those buildings, but it comes out that the high level of re-use by a densely packed population makes cities a much greener choice for the bulk of the human race.
If you're talking current infrastructure, freight trains are still WAY more environmentally friendly than trucks.
Remember, you only need four modern 4,000 bhp diesel-electric locomotives to pull 180 loaded 53" trailers, not 180 trucks spewing WAY more exhaust emissions (assuming each truck has about 400 bhp pulling power).
The problem with airplanes is that because so much of the structure is needed for aerodynamic lift, the result is a much lower freight load per pound of structure compared to a freight train. That's why interest in super large lighter-than-air vehicles have never completely waned, since they could carry a lot of load per pound of structure.
No, it's not.
The market will tell you what is the correct cost of USING a plane or a train RIGHT NOW. It doesn't reflect any sunk costs whatsoever, nor will it reflect future costs or non-immediate costs not mandated by law.
By way of analogy: the market tells the farmer what crops people will buy. It does not tell him what crops will keep his farmland sustainable unto his children's time.
Make no mistakes. Rail as an industrial transportation sector predated all (save marine) by almost a century. Initially at the hands of powerful "robber barons" (the Bill Gates of the day), rail has had the time to generate pretty powerful ennemies and longlasting resentment (witness in the canadian west, where "goddammed CPR" is still used as a curse, and likewise in the southwestern US where the Southern Pacific has not mucha in matters of a saint's aura). At the hands of those robber barons, rail has enjoyed a virtual monopoly on overland transportation for about a century before road and air transport managed to get off the ground, generating fortunes and attracting talent that has previously made rail the high-technology sector of it's time.
With talent gone, rail first sank into routine operation and management, and as it slowly started it's long descent into hell (the 1970's), it degraded into crisis management and deferred-maintenance and emergency patch cycles that were no match for the lobbying efforts of the road and air upstarts who had developped an ever increasing arrogance.
Case in point: when the Alaska pipeline was first proposed, Boeing seriously submitted a proposal to fly the oil in special 747-tankers, which could have brought a totally new meaning to the words "black tide"...
Still riding high on it's nouveau-riche influence, the road and air sectors do not see the brink of the collapse they are about to succumb to. First the air with the unprecedented paranoïa that followed 9/11 that brought about billions in governmental support to troubled airlines, and now the bankrupcy of General Motors that will suck even more public money in an industry that was too arrogant to see it's own pitfalls.
In the meanwhile, rail still trundles around, carrying stuff (and some people, too) around without much of a fanfare (save for whistling at crossings).
Elsewhere in the world, rail systems were either developped by the States outright, or with heavy State involvement. That heavy State involvement meant that elsewhere, people were spared the costly shenanigans of private railroads (such as duplicate lines by competing railroads, or outright purchase of competing more-efficient routes), so "other" railroads were far more efficient at providing public service than their U.S. brethen, and did not generate the resentment the robber barons of the gilded age did in the U.S.
And those "other" railroads have managed to pull pretty impressive feats, such as the world's fastest scheduled passenger service, something U.S. railroads would be hard-pressed to manage in the hostile environment they have to deal with. It seems that the only way the U.S. can press forward with improved rail service would be following the utter collapse of other modes of transport...
The sad truth is that most American cities are ill-suited to public transportation at the fundamental design level.
Maybe we need to rethink the way we plan cities. Suburban-oriented development needs to stop NOW. We don't have the space or the resources to support it. There's no reason why we can't change our zoning laws to encourage new development to be constructed in a more practical fashion.
Many recently constructed suburbs (ie. anything around DC) don't even offer the typical advantages that the suburban lifestyle promised. Houses are crammed onto tiny lots in a traffic-congested area that provides no businesses or services within walking distance. It is literally the worst-case scenario.
The "insufficient" population density argument is bullshit. New Jersey has a higher population density than all of the European states and Japan, and yet most of the state has zero access to a public transportation system that will deliver them somewhere other than New York or Philadelphia. I lived in a rural Scottish town for a short while that had public transportation options that were lightyears better than anything I can get living in NJ, just across the river from NYC.
France has one of the best high-speed rail networks in the world (and has had it since the 70s). Most of France is extremely rural, and yet the TGV system provides access to a huge portion of the country. The eastern seaboard of the US has 4 major cities arranged in a straight line, and we somehow can't figure out how to provide reasonable rail transportation between them. The Acela is barely faster than driving, and costs 10x as much.
I lived in the Hampton Roads area of Virginia for a while, and attempted to do my commute via public transportation at first. Geographically, the area is composed of a narrow peninsula (~10-15 miles wide) connecting Richmond to Virginia Beach. The 60mi stretch from Williamsburg to VB is very densely populated. The situation practically cries for a commuter rail line down the peninsula, with a few well-placed bus routes around the urban centers. Instead, we have numerous 4-lane traffic-clogged highways, and the world's most disjointed bus network. My fairly straightforward commute to work (25 minutes by car, basically on one road) took over 2 hours by bus.
It's often said that only poor people ride the bus. In the case of Hampton Roads, I was tempted to believe that the people on the bus were poor because they never got to work on time.
The naysayers are wrong. The US isn't terribly special. We CAN fix this. Yes, we've made a few bad urban planning decisions over the past 40 years, although much of the rest of the world made those same mistakes.
The costs are justified. The economy can't survive another prolonged $5/gal gas spike. Fixing the means by which transportation works in America is far more important than any war we're fighting (and coincidentally, would have prevented the one we're currently embroiled in)
-- If you try to fail and succeed, which have you done? - Uli's moose
The problem is that these comparisons are difficult to do. The only way to accurately allow estimations of such climate-efficiency is to impose climate-taxes.
Make every company pay for their emissions into the environment. So the costs of producing electricity will go up because the electricity company has to pay for their CO2 emissions. Similarly the steel mill producing the steel for the hummer will charge higher prices because of the CO2 they produce, and to compensate for the higher electricity bill.
Eventually throughout industry a new price-level will stabilize and in the train tickets and airline tickets their relative climate-efficiency will show through. People will feel the climate-inefficiency of the hummer (or the prius if you believe that report) in the amount they have to pay.
Oh, because taxing all citizens for the CO2 that their cars produce is not feasable, you add a tax on the fuels: The amount of CO2 per gallon of fuel is easy to calculate.
And... because this will shift prices significantly, it is not feasible to start these taxes all at once. So besides that the eventual rates should be known in advance, so that companies can change their investment patterns to for example build more CO2 efficient plants in the years that ramp up the cost of emitting CO2 into the environment.
There are some difficult problems: What is the CO2 equivalent price of radioactive wastes? This depends a lot on for example the cost of "suppose 100 years from now the storage facility generates a leak causing 100 square miles of our country to become inhabitable". The chances of that happening are small, difficult to estimate, but the resulting cost to the environment so enormous that they do make a contribution to the "global-environmental-cost" of using nuclear energy.
Another problem is that this doesn't make sense to do in just one country. This has to be done globally otherwise it is tremendously unfair for companies that are in a country that taxes its companies compared with those that are in a country that doesn't tax its companies. (You might be able to add those taxes at the border. So competition inside a country becomes fair. And the "other country" will see that the taxes that they could've charged end up being charged at the border, and flow into the foreign government, providing an incentive for them to implement the taxes....)