Instead of addressing the real issue, that 70% of all goods depent entirely on (diesel fueled)trucks to be moved around country, again the easy way out is suggested (decrease fuel cost *SOMEHOW*).

But ATA shouldn't worry, even at 2-4 times higher fuel cost (like in the EU), still a majority of all goods will be transported by truck.

Not even prices beyond 8 USD/gal motivate the more widespread use of rail long-distance transport, with trucks only doing short-haul deliveries (from and to the next nearby rail/road logistics center).

BTW the most energy efficient way to do transport bulk materials would be ships/barges, but due to the lack of infrastucture here, and the vast distances, this is not an alternative for the US. In the EU, most coal, iron and chemicals tonnage is transported that way.

The only real positive would be mandatory speed limiters, which are installed and sealed by state authorities and hefty fines if they are tempered with. Here in the EU, speed limiters are mandatory, but typically tempered with (+15-20 km/h), and without close vehicle management integration to also engage engine brakes on downhill slopes. It can be scary if a fuel truck speeds up to 130 km/h or so (nominally, they are supposed to not exceed 80/90 km/h).

Hopefully,the increased price of goods will slow consumers appetites and take some of these smog belching behemoths off the road.People think they are saving the environment by shopping online instead of driving to the store,but the fed ex truck having to stop at many individual homes is much less efficient,the better answer is to think twice about each purchase.

Quite a few years ago, NASA did some work on design of a highly aerodynamic truck.  The air deflectors on modern tractors are just the beginning; fairing the wheels, closing the tractor/trailer gap, cleaning up the airflow around the trailer wheels and applying a boat-tail on the trailer would all slash drag and fuel consumption.  Using e.g. engine exhaust to supply air for active drag-reduction systems would help too.

We'd probably need a Federal override of state vehicle length restrictions, though.  Inflatable boat-tails shouldn't count, especially if they are deflated and retracted at lower speeds.

But trailers can move by rail, too.  I see about one train a day go by, made of "Triple Crown" trailers hooked nose-to-tail on 4-wheel rail dollies (no flatcars).  A single train of these can have 125 trailers in it and be pulled by a single locomotive; it goes by in about 95 seconds.  The carrying capacity of a single set of tracks is far greater than a freeway lane.

"The only real positive would be mandatory speed limiters, which are installed and sealed by state authorities and hefty fines if they are tempered with. Here in the EU, speed limiters are mandatory, but typically tempered with (+15-20 km/h), and without close vehicle management integration to also engage engine brakes on downhill slopes. It can be scary if a fuel truck speeds up to 130 km/h or so (nominally, they are supposed to not exceed 80/90 km/h)."

Which is very frustrating when you're stuck behind one that is trying to pass another at just 1mph faster on a two-lane dual carriageway (four lane divided highway)....a limiter at 70mph, the same speed would be better.

Back on topic, I'd say speeding up the development of biodiesel from sustainable sources such as algae is needed.

Freight transport has a role but its effect is limited, since freight lines do not have the same comprehensive coverage of road networks. Truck journeys are still needed to ferry goods to and from the depots at each end.

Incidentally - Diesel here is £1.17 ($9 right now). My brother who runs a small haulage business recently has a bill for $28,000 for diesel.