Pricing has power. Changes in the prices of goods and services affect demand for those items. And that's happening with gasoline right now, despite what Streetsblog says!

Of the myriad motorist giveaways now being rushed into place around the U.S., none sting like California’s.

Only a stiff congestion price can meaningfully cut traffic congestion. And only organizing can get us better transit and safe bicycling networks.

Helmet laws discourage cycling, which undermines public health.

The Green New Deal is clearly better than our carbon-based catastrophic course. But it also depends on massive amounts of lithium — and extracting it will carry a big environmental cost of its own.

Combustion vehicles invite law-breaking. Petro-masculinity is deep-seated in American culture. But California, at least, has vanquished emissions tampering. These are the takeaways from last week's report of super-spreader pickup trucks.

U.S. cars and trucks, the source of 5 percent of world carbon emissions, have accounted for a whopping 20 percent of this year’s global dip in carbon pollution. Can we keep that going?

We can't deem fossil fuel villains solely responsible for the climate crisis if unelected NIMBY’s are able to delay, water down or block seemingly every path to cut carbon emissions.

“On what planet,” I asked, “is cutting super-double-digit minutes off bus commutes in/around NYC not a win for equity?”

All four bedrock conditions that justified congestion pricing in the first place will almost certainly remain — yes, even after COVID-19.

This story was originally published by the Carbon Tax Center. It is reprinted here with permission. It’s often said that a carbon tax is first and foremost a tax on coal. I’ve probably said it myself, and David Roberts wrote as much the other day in his useful post for Vox, “The 5 most important questions […]

All told, a carbon tax would suppress carbon dioxide emissions eight times as much as the mileage freeze will elevate them.