|
on Transport Economics |
| By: | Ambrose, Hanjiro; Kendall, Alissa |
| Abstract: | California’s freight transportation system is a vital part of the state’s economy but is a significant contributor to greenhouse gas emissions and generates an even higher portion of regional and local air pollution. The state’s primary strategy for reducing emissions from the on-road freight sector relies on deploying new vehicle and fuel technologies, such as electric medium- and heavy-duty vehicles. The market for electric truck technologies is developing rapidly. The goal of this research is to quantify the life cycle environmental impacts and life cycle costs for on-road goods movement in California to estimate the abatement potential and economic costs and benefits of electrifying California’s freight truck sector. The study compares the emissions and costs of urban conventional gasoline and diesel Class 3–8 vehicles with electric heavy-duty vehicles (i.e., electric trucks) for a range of freight and commercial vocations. A model of freight vehicle operations is developed based on representative vehicle location data, and linked with life cycle emissions inventory, technology cost, and pollution health damage cost data. The model is then used to assess energy and capacity requirements for electric trucks and battery systems and explore the impacts of a range of charging strategies and vehicle duty cycles (i.e., vocations) on energy, costs, and emissions between 2020 and 2040. Where emissions occur, and how emissions of different pollutants are affected by factors including vocation, duty cycle, powertrain configuration, and fuel pathway, will influence the effectiveness and economic costs of emissions reduction strategies. On a per mile basis, replacing a conventional gasoline or diesel truck can reduce CO2-equivalent (CO2e) emissions by 50%–75% compared to conventional gas and diesel vehicles. Statewide, 100% electrification of in-state Class 8 vehicles by 2040 could reduce annual CO2e emissions by nearly than 30% (50 million metric tonnes per year), and electrification of Class 3 trucks statewide would likely half current PM2.5 emissions from transportation. The costs of emissions abatement from truck electrification ranged from $0.25 to $182 per metric tonne of CO2e for trucks deployed in 2020, but these costs are likely to fall dramatically by 2040. Full electrification of the in-state registered Class 3–8 vehicle fleet by 2040 would significantly reduce criteria pollutants and aerosols emissions; this in turn could reduce pollution related damages in the state by $507 million per year by 2025, and by some $1.6 billion by 2040. View the NCST Project Webpage |
| Keywords: | Engineering, Electric vehicles, goods movement, environmental impact assessment, life cycle costing |
| Date: | 2019–11–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt3427b1cn&r=all |
| By: | Pike, Susan; Kothawala, Alimurtaza |
| Abstract: | This study investigates barriers to accessing the Davis Amtrak Station and will inform a pilot program to increase access to the station with on-demand alternatives. The program aims to decrease private vehicle use to access the station and for travel to locations outside of Davis. Currently, the Davis station has the third highest passenger usage along the Capitol Corridor and ridership is increasing, but potential ridership is limited by parking availability. The city has limited interest in or ability to add new parking capacity, however pricing will be introduced to the lot in the future. In addition, the city will introduce a pilot program to support the use of on-demand alternatives and other modes to access the Davis station. The goal of this phase of the study was to develop surveys for Davis residents and current Capital Corridor riders that will assess barriers to use of the station. Such factors likely include limited vehicle and bicycle parking, limited local bus service hours, last mile challenges at the other end of the trip, and the convenience of driving for regional travel. The results of this survey will offer insights into the key factors influencing the use of the Capitol Corridor regional rail, and the importance of station access among those factors. Further, this phase of the study will inform the development and implementation of the city’s pilot program. |
| Keywords: | Social and Behavioral Sciences, New mobility, intermodal transportation, regional transportation, rail access, alternative transportation barriers |
| Date: | 2019–10–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt04p9j3m2&r=all |
| By: | Taiebat, Morteza; Stolper, Samuel; Xu, Ming |
| Abstract: | Connected and automated vehicles (CAVs) are expected to yield significant improvements in safety, energy efficiency, and time utilization. However, their net effect on energy and environmental outcomes is unclear. Higher fuel economy reduces the energy required per mile of travel, but it also reduces the fuel cost of travel, incentivizing more travel and causing an energy “rebound effect.” Moreover, CAVs are predicted to vastly reduce the time cost of travel, inducing further increases in travel and energy use. In this paper, we forecast the induced travel and rebound from CAVs using data on existing travel behavior. We develop a microeconomic model of vehicle miles traveled (VMT) choice under income and time constraints; then we use it to estimate elasticities of VMT demand with respect to fuel and time costs, with fuel cost data from the 2017 United States National Household Travel Survey (NHTS) and wage-derived predictions of travel time cost. Our central estimate of the combined price elasticity of VMT demand is -0.4, which differs substantially from previous estimates. We also find evidence that wealthier households have more elastic demand, and that households at all income levels are more sensitive to time costs than to fuel costs. We use our estimated elasticities to simulate VMT and energy use impacts of full, private CAV adoption under a range of possible changes to the fuel and time costs of travel. We forecast a 2-47% increase in travel demand for an average household. Our results indicate that backfire – i.e., a net rise in energy use – is a possibility, especially in higher income groups. This presents a stiff challenge to policy goals for reductions in not only energy use but also traffic congestion and local and global air pollution, as CAV use increases. |
| Date: | 2019–04–17 |
| URL: | http://d.repec.org/n?u=RePEc:osf:lawarx:dk6qv&r=all |
| By: | Chao, Eugene (Asian Development Bank Institute); Vuchic, Vukan R. (Asian Development Bank Institute); Vashchukov, Aleksandr (Asian Development Bank Institute) |
| Abstract: | High-speed rail is a new mode of intercity passenger transportation. We review the history of high-speed rail development of the United States (US) and compare it with that of peer countries. With the rapid progress of HSR and the successful competition with cars and air travel between medium and long distances (150 and 1,200 km), HSR has an increasing role in intercity travel worldwide. Decision makers, transportation planners, system designers, and operators as well as political leaders need to understand HSR’s operational boundaries for intercity travel to determine which HSR will outperform the others and under which conditions. Our analysis uses a simple time–distance factor to clarify the dominance. To confirm the validity of HSR in intercity passenger rail services, a comparison with the external competition of car and air travel is necessary. Meanwhile, an internal examination of operational performance considering sophisticated variables is imperative. Based on numerous HSR projects, we select four interrelated trade-off elements: the passenger access time and travel time associated with the total on-line travel time, the area coverage associated with the station density, the station density associated with speed, and the transit unit size, frequency, and loading factor associated with the independent line capacity. After examining the interrelations and trade-offs, we present a practical case study of one of the major US economic corridors—the Northeast Corridor. The case study explores the geospatial metadata and concludes that three major system efficiency challenges exist; therefore, it provides corresponding engineering measures to convert an independent dead-end terminal into an integrated through-running station, which are the priority for converting Amtrak, the US national rail service, into an accelerated HSR service. It is time to renew the government’s interest in paying systematic attention to the comprehensive effect of HSR. |
| Keywords: | high-speed rail; regional connectivity; comprehensive effect; system performance; operational measure |
| JEL: | L92 R41 R53 |
| Date: | 2019–05–14 |
| URL: | http://d.repec.org/n?u=RePEc:ris:adbiwp:0951&r=all |
| By: | KAPSARC, King Abdullah Petroleum Studies and Research Center (King Abdullah Petroleum Studies and Research Center) |
| Abstract: | Personal automotive travel is associated with many negative externalities, including air pollution, greenhouse gas (GHG) emissions and traffic congestion. The current cost of driving for motorists does not necessarily account for the costs associated with these externalities. Policymakers are employing a portfolio of policy instruments, including taxes, subsidies, mandates, restrictions, and transit investment, to transfer the costs of these externalities to motorists and the automotive industry. |
| Keywords: | Mobility, Fuel Efficiency Incentives, Automobile Transport, Transportation Policy |
| Date: | 2019–05 |
| URL: | http://d.repec.org/n?u=RePEc:prc:wbrief:ks--2019-wb25&r=all |
| By: | Nixon, Chris (New Zealand Institute of Economic Research) |
| Abstract: | The roading system in New Zealand is essential and its economic importance is clear. At any time of the day or night you might see different activities associated with construction, tourism, services, manufacturing and agriculture.This takes on new significance as we decarbonise the economy. Road transport is important not only because the annual resources used dwarf other transport modes, but because it also connects other transport modes. The contribution to the growth of the New Zealand economy of transport is not only vital for moving goods around but it is also a substantial GDP contributor. Total sales of road transport industry activity to the rest of the economy is around $8.3 billion. The share of GDP is roughly 1.5% or $3.5 billion (March year 2016). In this brief paper, we will examine: The characteristics of the road network (size of the network and impacts of the status quo) The basic economic approach to road pricing (it’s about how deep the road is, how wide it is, and the consequences of using the road) How others have approached road pricing The implications of introducing road pricing approaches (including implementation, pricing methods, effects and impacts, and traps to be avoided) and Present some conclusions. |
| Keywords: | Transport planning; Carbon zero; Roading; Road pricing |
| JEL: | R42 |
| Date: | 2019–09–19 |
| URL: | http://d.repec.org/n?u=RePEc:ris:nzierw:2019_002&r=all |
| By: | Jordi Perdiguero Garcia (Departament d'Economia Aplicada, Universitat Autonoma de Barcelona); Alex Sanz (Departament d'Economia i Història Econòmica, Universitat Autonoma de Barcelona) |
| Abstract: | One of the main causes of mortality worldwide is air pollution. To tackle this problem, local, regional and national governments have implemented policies to reduce emissions from industrial and on-road sources. However, when these policies are being designed, shipping emissions are often overlooked. There has been a drastic increase in the demand for cruises and its economic relevance is also growing in port-cities. Barcelona is Europe’s leading cruise port, and it is located near the centre of the city. In this context, this paper analyses the impact of cruise ships in the air quality of the entire city of Barcelona using a dataset with information about pollutants and the number of cruises arriving to the port. We show that there is a direct impact between cruises staying at the port and city pollution. Additionally, the size and age of the cruise also affect air quality. The larger (or newer) the cruise is, the higher the emission generated. Moreover, our simulations show that the whole city is affected by these emissions. |
| Keywords: | Air pollution, Cruise ships emissions, Pollutants, Port externalities, Port of Barcelona, Urban air quality |
| JEL: | D62 L91 Q53 R49 |
| Date: | 2019–07 |
| URL: | http://d.repec.org/n?u=RePEc:uab:wprdea:wpdea1903&r=all |
| By: | Kendall, Alissa; Ambrose, Hanjiro; Maroney, Erik A. |
| Abstract: | In the United States, vehicle emissions are responsible for 29% of total greenhouse gas (GHG) emissions with the majority of these coming from light-duty vehicles. To reduce GHG emissions, the U.S. has adopted policies to support the development and deployment of low-carbon fuels and zero emission vehicles (ZEVs—e.g., plug-in hybrid electric vehicles [PHEVs] and battery electric vehicles [EVs]). Most current policies focus on emissions from vehicle operation only, omitting significant contributions from vehicle production and other parts of the vehicle and energy life cycle. GHG emissions from vehicle operation and even from operation plus production are almost always lower for EVs than for conventional internal combustion engine vehicles (see Figure). However, as EVs become more efficient, low-carbon electricity becomes more common, and the size of the global EV fleet increases, emissions from production and other non-operation parts of the life cycle become increasingly important. Researchers at UC Davis studied: (i) the effect of different factors on life cycle emissions; (ii) the impact of excluding life cycle emissions from policies; and (iii) potential strategies that might be used to effectively incorporate life cycle emissions in light-duty vehicle GHG policy. This policy brief summarizes the findings from that project. View the NCST Project Webpage |
| Keywords: | Law, Physical Sciences and Mathematics, Electric batteries, Electric power plants, Electric vehicles, Exhaust gases, Greenhouse gases, Life cycle analysis, Manufacturing, Plug-in hybrid vehicles, Regulations, Sales, Standards |
| Date: | 2019–10–01 |
| URL: | http://d.repec.org/n?u=RePEc:cdl:itsdav:qt9gg7f0ft&r=all |
| By: | Yagyavalk Bhatt; Jitendra Roychoudhury (King Abdullah Petroleum Studies and Research Center) |
| Abstract: | India, like many other countries, is seeking to diversify its automotive fuel mix away from conventional petroleum fuels to alternate, cleaner fuels. The primary reasons for its diversification are energy security and public health due to harmful emissions from automotive fuels. At present, in India, diesel and gasoline are the most common automobile fuels. Increasing demand for these fuels could create serious concerns for the country’s national energy security and air quality. This paper analyzes the government of India’s past and present automotive fuel policy interventions, aimed at both mitigating harmful emissions and addressing the growing concerns of energy security and rising crude oil imports. |
| Keywords: | Alternate fuels, Automotive fuel policies, Greenhouse Gas Emissions (GHG), Road transport |
| Date: | 2019–11–06 |
| URL: | http://d.repec.org/n?u=RePEc:prc:dpaper:ks--2019-dp65&r=all |
| By: | Shuhei Nishitateno (School of Policy Studies, Kwansei Gakuin University); Paul J Burke (Crawford School of Public Policy, Australian National University) |
| Abstract: | About 2.6 million non-compliant vehicles were removed from designated metropolitan areas in Japan after the introduction of vehicle registration restrictions under the 1992 Automobile NOx Control Law. Based on a difference-in-differences framework and using a monitor-level panel dataset for the period January 1981–December 2015, we find that the intervention led to a 3–6% reduction in the monthly mean ambient concentration of nitrogen dioxide (NO2) in the treated areas. Back-of-the-envelope calculations identify benefits equal to about US$104 million as a result of reduced mortality from asthma. |
| Date: | 2019–11 |
| URL: | http://d.repec.org/n?u=RePEc:een:ccepwp:1904&r=all |