In 04-42, Nelson and Walls analyze data from five pilot cities enrolled in the "ecommute" program. Discussion papers 04-42 and 04-43 present analyses of two recent datasets on telecommuters. This would allow a better analysis of telecommuting choice and frequency as well as more reliable estimates of VMT and emissions impacts.This discussion paper is one in a series of four RFF papers on telecommuting published in December 2004. More research is needed with larger and more broadly based datasets across employers that include both individual employee characteristics and employer and job characteristics. Although an individual telecommuter may experience a sharpreduction in VMT, total benefits depend on how many people are telecommuting, how often they are doing so, and the duration of telecommuting. The studies of VMT, however, tend to focus on the reductions for individual employees who choose to telecommute. Not only does commute VMT fall, but noncommute VMT appears to fall insome cases as well. Moststudies of VMT and trip reductions from telecommuting show that telecommuters significantly reduce both daily trips and VMT. These factors are having children in the household, being female, having more education,having a longer commute trip, having worked longer for one’s current employer and/or in one’s current position, and having a job that does not require face-to-face contact with coworkers or clients. Although there does not seem to be a consensus, there is apredominant view that certain factors increase both the likelihood of telecommuting and the frequency of telecommuting. We focus on the results of the studies with respect to participationand frequency of telecommuting, the effects on vehicle-miles-traveled (VMT) and trips, and in some cases, the impacts on emissions and air quality. The studies include earlier ones with smaller datasets, such assome pilot studies of individual employers, and more recent studies based on broader surveys of both telecommuters and nontelecommuters. PAR FOR THE COURSE.In this paper, we review 20 relatively recent empirical studies of telecommuting, all of which focus on the trip reduction perspective. Way to go Democrats! Your screwing the poor and not the rich. But if your middle class or poor, then you will pay BOTH the gas and mileage tax. "If you are rich and own an electric vehicle, then you are just trading the gas tax for the mileage tax. "Are these evil politicians going to be charged by the mile, as they are chauffeured around in their limos and jetting around the globe!" Of course is in favor of sticking it to the average person." "This will hit the working poor and middle class the hardest. The news was met with a mix of anger and frustration on social media and website forums. The VMT tax is the brainchild of Transportation Secretary Pete Buttigieg who will award grants to private entities "to carry out pilot projects" to collect the VMT tax from drivers. The added tax on freight drivers is expected to drive up the price of food and other retail goods.Įlectric car drivers will also pay the VMT tax. Mileage to be taxed includes driving to and from work, vacation trips by car, and trucks delivering food to grocery stores. The bill includes $125 million for states and local governments to come up with a working pilot program to charge drivers for every mile driven.īoth everyday drivers and commercial freight drivers from all 50 states, DC and Puerto Rico will have to enroll in the program.Īll cars, SUVs and trucks will be fitted with a device to track every mile driven and report the data to state and local entities. It will go on to the House or Representatives for a final vote. The massive $1.2 trillion bipartisan bill was passed by the U.S. Joe Biden's $1.2 trillion infrastructure includes a vehicle miles traveled (VMT) tax that will charge American car owners for every mile driven.
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