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The article focuses on Senate Bill 146, which addresses the regulation, oversight, and taxation of motor fuel for electric vehicles in Georgia. It discusses the legislation's objectives, including enabling the sale of electricity through electric vehicle chargers, establishing standards for charging station calibration, and implementing a motor fuel tax on electricity to fund the state's infrastructure.

This study aimed to investigate the contribution of motor vehicle tax to regional original income (PAD) in Banten Province. Income is an important element in the implementation of development activities. In each region, development activities have been increasing from year to year and this is associated with large costs, which therefore encourages an increase in PAD. One of the sources of PAD is motor vehicle tax, which is one of the local tax forms regulated by Law no. 28 of 2009 concerning regional taxes and levies chapter II, part one, article 2. This law designates that regional taxes are the authority of the province and consist of 1. motorized vehicle transfer fees, 2. motorized vehicle taxes, 3. surface water tax, 4. motor vehicle fuel tax, and 5. cigarette tax. Out of these five types of regional taxes, the motor vehicle tax is the most dominant contributor to regional income each year in Banten Province. [ABSTRACT FROM AUTHOR]

Biofuels are derived from renewable bio-mass resources and, therefore, provide a strategic advantage to promote sustainable development and to supplement conventional energy sources in meeting the rapidly increasing requirements for transportation fuels associated with high economic growth, as well as in meeting the energy needs of India's vast rural population. India is major producer of potable and industrial alcohols. The majority of distilleries use molasses as a feed stock. Ethyl alcohol is an important feed stock for the manufacturer of various chemicals. The effluent from the distillery is described as spent wash/vinasse. It was recognized in 2001 by the CPCB that concentrating or drying the spent wash and burning it with ancillary fuel, with energy recovery in the form of steam, is the most attractive alternative as a fertilizer. Distillery Spent Wash (DSW) is a rich source of organic matter and nutrients like nitrogen, phosphorus, potassium, calcium and sulfur. In addition, it contains sufficient amount of micro-nutrients such as iron, zinc, copper, manganese, boron, and molybdenum. Vinasse incineration can claim to be the best viable solution to treat distillery vinasse economically to meet the zero liquid discharge target of the industry. This review indicates that a wide range of biological as well as physicochemical treatments, over the years for the treatment of distillery spent wash. No single technology can be employed for absolute treatment of distillery spent wash. There is a need to use a mix of treatment options with adequate protocols and guidelines so that spentwash can be gainfully utilized for biogas generation, biocompost, ferti-irrigation, one time land application, irrigation, sodic land reclamation and co-processing. [ABSTRACT FROM AUTHOR]

This paper demonstrates the importance of capturing the influence of non‐economic factors such as changes in economic structure and life style in estimating energy demand functions for transportation fuels. Using annual time series data for South Korea and Indonesia from 1971 to 2016 in an Unrestricted Error Correction Model, the paper estimates the energy demand functions for transportation fuels as well as the growth of the underlying demand trend (which captured the effects of non‐economic factors). The estimated elasticities are in the range of 1.103 to 1.82 for long‐run income elasticity and −0.024 to 0.009 for price elasticity in the long‐run. However, the estimated coefficient of the linear trend variable ranged from −0.36 to 0.009. The overall result suggests that demand for transportation fuels are more elastic to changes in real income than real prices in the long run. The relative magnitude and sign on the coefficient of the trend variables (both linear and stochastic) suggest that South Korea is more efficient in transport sector energy consumption than Indonesia, on the other hand, Non‐technical exogenous factors (such as motorisation and traffic congestion) tend to outweigh energy efficiency improvements in Indonesia. [ABSTRACT FROM AUTHOR]

Abstract We investigate the market equilibrium and welfare effects of a fuel tax in China relative to an alternative policy instrument that rations the number of new automobile sales through auctioned quotas. Unlike those of previous studies, our modeling approach incorporates both household car purchase and utilization decisions, the latter of which have been ignored in previous studies on China's fuel tax. Ignoring this margin of choice will underestimate the fuel tax's ability to mitigate externalities. Using detailed household-level panel data and a fixed effects econometric specification, we estimate the fuel price elasticity of vehicle miles traveled is −0.59 on average. The results of the counterfactual analysis suggest that a 51% increase in tax-inclusive gasoline prices will reduce car sales by 24.9% but increase social welfare to a degree that depends on vehicles' lifetime. We find that compared to auctioned quotas, the fuel tax results in greater car sales but higher social welfare. [ABSTRACT FROM AUTHOR]

The article provides information on the yellow vests movement in France, focusing on repeated failure of mass demonstrations, new arrangements of the labor law and increase in fuel tax. Topics include antitax campaign of populist, grassroots movement involving small groups of protesters and trade unions.

Abstract: Economic integration agreements have significantly decreased import tariffs. We investigate whether national policies can be an effective replacement for tariffs to protect domestic industry. We show that (a) European fuel taxes and vehicle emissions policy favored diesel vehicles, a technology popular with European consumers but largely offered only by domestic automakers; (b) European automakers benefited from pro‐diesel fuel taxes and a lenient NOx emissions policy to earn significant profits from diesel cars; and (c) that both policies amounted to significant nontariff trade policies equivalent to an import tariff between two to three times the official rate. [ABSTRACT FROM AUTHOR]

A set of important criteria to consider when evaluating potential road user charging system (RUCS) are identified. These criteria are grouped into five categories: charging precision, system costs & societal benefits, flexibility & modifiability, operational aspects, and security & privacy. The criteria are then used in a comparative analysis of five RUCS candidates for heavy goods vehicles. Two solutions are position-based systems and one is based on tachographs. The two remaining solutions are based on fuel taxes. For each of the solutions we estimate how well it fulfils each of the criteria. One way of making general comparisons of the approaches is to give each of the criteria a specific weight corresponding to how important it is. We show that these weights heavily influence the outcome of the comparison. We conclude by pointing out a number of important issues needing attention in the process of developing RUCS. [ABSTRACT FROM AUTHOR]

This article compares the long-run adjustment of transport finance instruments in the US and Australia. Change and continuity in these policy instruments highlights how the institutional context can influence an instrument constituency’s influence within a policy subsystem. In the US, a mature instrument constituency created and entrenched motor fuel taxes as an exclusive resource for implementing transport policy. In Australia, fuel taxes remained exposed to the politics of inter-governmental competition and fiscal rivalry across subsystems, leaving less opportunity for instrument constituency leverage. We explore the circumstances under which instrument constituencies can either constrain or facilitate adjusting transportation policy through fiscal mechanisms, especially when the efficacy of established instruments appears to decline. The policy paradigm of American transportation rests upon the entrenched segregation of fuel tax revenues for infrastructure spending. When fuel tax revenues grew from the 1980s until 2008, transportation policy yielded an expanding stream of programme outputs – building the interstate highway network and upgrading part of the nation’s urban transit infrastructure. The instrument constituency that shaped the Highway Trust Fund found a privileged position within the transportation subsystem. In Australia, similar instruments have not been entrenched and have thus been open to political influences beyond the subsystem. The effects of institutional configuration on instrument constituency participation in policy change become most apparent during times of austerity, or when fiscal instruments fail to deliver expected revenues. Electrification of vehicle fleets is now creating such disruption in the transportation subsystem. [ABSTRACT FROM PUBLISHER]

This paper considers the impact on road tax revenue of changes in the technology of motor vehicles. As the drive trains of motor vehicles are transformed from internal combustion engines to electric motors, their energy sources may transition significantly from taxable fossil fuel to non-taxable renewable energy. Revenue from motor vehicle fuel excises levied on petroleum products and allocated to the construction and maintenance of Australia's roadways will decrease accordingly. Therefore, to continue to fund the road transport infrastructure, governments will be obliged to change their focus about how road tax revenue is raised. This paper considers the current number of electric vehicles (EVs) on Australian roads and attempts to predict the future uptake of EVs by road users up to the year 2035. It looks at the likely impact of reduced road tax revenue from motor vehicle fuel excises on future contributions by the Australian government for the construction and maintenance of Australian roadways. To that end, the paper examines data published by the Australian Bureau of Statistics (ABS) and statistics from the Australian Taxation Office (ATO). It also refers to sales data provided by motor vehicle manufacturers. It then compares the results of those examinations with data from a case study of a plug-in hybrid electric vehicle (PHEV) owned and operated by a solar project in rural Western Australia. The paper concludes that future revenue from fuel excises may decrease as a consequence of the introduction of EVs. However, as there has not been an official link between road tax revenue and road construction and maintenance expenditures since 1959, a reduction in road tax revenue will not necessarily affect funding for the construction and maintenance of Australian roadways. [ABSTRACT FROM AUTHOR]

Does the effect of fuel taxes on clean innovations (e.g. hybrid technology) depend on the legal system’s rigidity? Using 1986–2005 data from more than 1900 firms, evidence suggests that auto-industry firms located in civil law (with more rigid laws) countries increase clean technology patenting more than common law (with more flexible laws) firms when the tax-inclusive fuel price rises. A rigid legal system appears to raise clean technology innovation. [ABSTRACT FROM PUBLISHER]

This paper proposes a comprehensive process superstructure-based approach toward the sustainable production of liquid transportation fuels, olefins, and aromatics from municipal solid waste, MSW. A deterministic global optimization based branch-and-bound algorithm is utilized to solve the resulting nonconvex mixed-integer nonlinear optimization model. Several novel, commercial, and competing technologies are modeled within the proposed framework. The production of higher-value hydrocarbons proceeds through a synthesis gas intermediate that can be subsequently converted via Fischer–Tropsch refining or methanol synthesis. Simultaneous heat, power, and water integration is included in every process design to minimize utility costs. For every proposed process design, two profitability metrics, the overall profit and the net present value, are calculated. The optimal process topologies that produce liquid fuels and high-value chemicals at the highest profit are illustrated for several case studies. The effects of refinery scale and composition of products produced on the overall profit and the selected process topology are investigated. The effect that the tipping fee of MSW has on the overall profitability of the process is investigated parametrically for several values. Complete material, energy, carbon, and greenhouse gas balances are additionally provided for each case study investigated. The results suggest that production of liquid fuels, olefins, and aromatics is profitable at the highest scales (i.e., 5 thousand barrels per day of liquid fuels and 500 metric tons per day of chemicals) investigated with superior environmental performance compared to petroleum-based processes. [ABSTRACT FROM AUTHOR]

We examine the effect of an increase in aviation fuel tax on reductions in fuel consumption and carbon emissions using data from the US airline industry. The results of simultaneous quantile regression using an unbalanced annual panel of US carriers from 1995 to 2013 suggest that the short-run price elasticities of jet fuel consumption, which are negative and statistically significant for all quantiles, vary from −0.350 to −0.166. The long-run price elasticities show a similar pattern and vary from −0.346 to −0.166, though they are statistically significant only for the 0.1, 0.2, 0.3, and 0.5 quantiles. The results suggest that the amount of the reduction of fuel consumption and CO 2 emissions would be smaller in the longer term. Our calculation, using values from 2012, suggests that an increase in aviation fuel tax of 4.3 cents, which was the highest increase in aviation fuel tax in the US during the analysis period, would reduce CO 2 emissions in the US by approximately 0.14–0.18% in the short run (1 year after the tax increase). However, perhaps due to the rebound effect, the percentage reduction in CO 2 emissions would decrease to about 0.008–0.01% in the long run (3 years after the tax increase). [ABSTRACT FROM AUTHOR]

All countries in Europe have road fuel taxes and these account for roughly half of the net fuel price. We compare current road fuel taxes and corrective taxes, estimated on the basis of negative externalities from road transport for 22 European countries, taking into account the effect of fuel taxation on fuel efficiency. We focus on cars running on diesel or petrol and commercial vehicles running on diesel. If fuel taxes were intended to internalize all road transport externalities, then a number of countries could be considered to be on the right path already in what respects petrol taxation. Diesel, on the other hand, seems to be under-taxed in all 22 countries. Petrol tax increases would be in order in some countries and diesel tax increases would be in order in all 22 countries, at least as a bridge until fine-tuned policies, such as widespread peak congestion pricing or pay-as-you-drive insurance can be put in place. [ABSTRACT FROM AUTHOR]

Taxes on gasoline and diesel are the primary sources of transportation funding at the state and federal level. Due to inflation and improved fuel efficiency, these taxes are increasingly inadequate to maintain the transportation system. In most states and at the federal level, the real fuel tax rates decrease because they are fixed at a cents-per-gallon amount rather than indexed to inflation. In this paper, we provide a forecast on state and federal tax revenue based on different fuel taxation policies such as indexing to inflation, imposing a sales tax on gasoline and diesel, or using a mileage fee on vehicles. We compare how those taxation policies perform compared to the policies states use currently under different macroeconomic conditions relating to the price of oil, economic growth, and vehicle miles traveled. The baselines projections indicate that between 2015 and 2040, fuel tax revenue will decrease 42.9–50.5% in states that do neither index taxes to inflation nor impose a sales tax. Revenue will decrease 10.3–33.4% that currently impose a sales tax but do not index to inflation. The decrease for states that index to inflation is 3.4–16%. For all states, the median increase in revenue in 2040 compared to 2015 is 62% from switching to a mileage fee. Indexing fuel taxes to inflation in addition to imposing a states' sales tax increases revenue significantly but suffers from a continuous decline in the long-run due to increased fuel efficiency. Our results indicate that although a mileage fee is politically and technologically difficult to achieve, it avoids a declining tax revenue in the long-run. [ABSTRACT FROM AUTHOR]

The road mileage user-fee is viewed as a promising alternative to the fuel tax, which in recent years has proven to be an inadequate means of financing road infrastructure. Public opposition is often thought to be a barrier to the political feasibility of the road mileage user-fee. We use a nationally representative public opinion survey to investigate the level and intensity of support for replacing the fuel tax with a general mileage user-fee and with three specific modes of administration of the fee. Our results confirm that public opposition to the adoption of mileage user-fees to address the growing revenue inadequacy of fuel taxes is high, with the number of opponents exceeding the number of supporters by a ratio of 4-1. Furthermore, public support is somewhat sensitive to respondents' belief in the user-pays principle and perceptions of the characteristics of the mode of administration. Additionally, relative to supporters, those who oppose the mileage user-fee are more likely to state that they are willing to take political action against the adoption of mileage user-fees. [ABSTRACT FROM AUTHOR]

This investigation analysed the growing impact of commercial aviation on CO 2 emissions, as well as its potential impact on climate change. It reviewed the effects of the Japanese Aviation Fuel Tax ( koukuukinenryouzei ), which has been levied on fuel loaded into all domestic flights in Japan since 1972. Using a Bayesian structural time series model, based on monthly observations of fuel consumption between 2004 and 2013 provided by the Ministry of Land, Transport, Infrastructure and Tourism - Japan, this research estimated the effect that this tax has had on the national demand for aviation fuel. It was established that the fuel tax has unequivocally reduced the amount of CO 2 emissions from aircraft. [ABSTRACT FROM AUTHOR]

Understanding the responsiveness of travel demand to fuel price changes has an important policy implication on fuel taxation. In this paper, we employ an asymmetric nonlinear ARDL approach to investigate the short- and long-run impacts of fuel price increases and decreases and fuel price volatility on motor-vehicle travel in Korea. Using monthly data from January 2000 to December 2013, the results show that travel responds differently depending on the direction of fuel price changes. In examining the sensitivities of travel demand, the traffic volume is significantly responsive to fuel price changes when prices fall, while it is insensitive to fuel price changes when prices rise in the long-run. The fuel price volatility has a negative long-run impact on travel demand, indicating that a rise in fuel price uncertainty can induce drivers to reduce transport fuel consumption and motor-vehicle travel. The GDP and the road length are also found to be vital factors determining travel demand. In comparing the magnitude of the short- and long-run effects of fuel price changes, the short-run elasticities tend to be smaller than the long-run elasticities in absolute value. [ABSTRACT FROM AUTHOR]

Road transport, especially passenger car transport, is one of the largest contributors to greenhouse gas emissions. The major elements of the strategy of the European Union (EU) in order to reduce car emissions-such as CO emission regulations from new passenger cars, vehicle-related fiscal measures and fuel economy labelling-have not resulted in significant reductions of greenhouse gas emissions over the last two decades. We focus in this paper on the theoretical understanding of how different policy instruments affect the decisions of (rational) consumers with an emphasis on registration taxes. Our major conclusions are as follows: (i) Theoretical analyses of the effects of taxes and standards in car transport are already very informative for policy design, even before quantitative assessments with observed data are available; (ii) CO emission standards will not deliver the theoretically possible CO reduction due to the rebound effect, and they are questionable for regulating the average car as applied in the context of EU to car manufacturers; (iii) the rebound effect of standards depends on the service price elasticity, which plays also a crucial role how fuel taxes affect demand; the magnitude of the service price elasticity determines which of these instruments is more effective with respect to energy conservation; (iv) combining fuel taxes and standards may allow for a win-win situation for the environment and car drivers but not for the current kind of EU regulation; and (v) a registration tax is equivalent to a standard binding consumers' decisions (this does not apply to the current EU regulation), in particular, both lead to demand rebounds. [ABSTRACT FROM AUTHOR]

An editorial is presented which discusses about France being insurgent, rise on fuel taxes, fluid, leaderless movement, Macron and the Fifth Republic facing crisis of legitimacy and authority and coalition of Gilets Jaunes. It talks about Global Financial Crisis, governing system of technocratic and financialized neoliberalism, wealth inequality, crises of social reproduction, solutions to the urban problems and social and economic crisis.

In the United States all levels of jurisdictions are allowed to levy supplements to the federal fuel tax level. While fuel tax differentials at the state level are substantial, there is a relatively small differentiation across cities. This seems surprising given the heterogeneity of U.S. metropolitan areas. Against this background, the objective of the present paper is to analyze whether the current small level of tax differentiation across heterogeneous metropolitan areas is justified on efficiency grounds. We employ a spatial urban computable general equilibrium approach and calculate optimal gasoline taxes for an average U.S. prototype urban area characterized by a medium degree with respect to the spatial distribution of jobs (implying a medium spatial expansion of the urban area, medium degree of externalities, medium public transit share etc.) and for cities that differ with respect to these and further characteristics. We find that in our prototype urban economy the optimal gasoline tax is higher than current rates as suggested by previous studies calculating nationwide optimal gasoline taxes. Furthermore, it is shown that optimal tax levels may vary considerably across heterogeneous cities, much more than actual tax rates. This implies that stronger spatial fuel tax differentiation across cities could raise social welfare. However, we also show that setting an optimal spatially uniform tax, i.e. a uniform tax that maximizes the sum of the benefits generated in all cities, is capable to generate a significant fraction of the maximum achievable welfare gain under optimal city specific locally differentiated gasoline taxes. Interestingly, such an optimal uniform tax could deviate from all city specific optimal fuel tax levels. This suggests that the additional benefit from spatial fuel tax differentiation might actually be relatively small, in our case the efficiency premium is less than one-thirds. [ABSTRACT FROM AUTHOR]

This paper explores whether a Panama Canal Authority pollution tax could be an effective economic instrument to achieve Emission Control Area (ECA)-like reductions in emissions from ships transiting the Panama Canal. This tariff-based policy action, whereby vessels in compliance with International Maritime Organisation (IMO) ECA standards pay a lower transit tariff than noncompliant vessels, could be a feasible alternative to petitioning for a Panamanian ECA through the IMO. A $4.06/container fuel tax could incentivize ECA-compliant emissions reductions for nearly two-thirds of Panama Canal container vessels, mainly through fuel switching; if the vessel(s) also operate in IMO-defined ECAs, exhaust-gas treatment technologies may be cost-effective. The RATES model presented here compares current abatement technologies based on hours of operation within an ECA, computing costs for a container vessel to comply with ECA standards in addition to computing the Canal tax that would reduce emissions in Panama. Retrofitted open-loop scrubbers are cost-effective only for vessels operating within an ECA for more than 4500 h annually. Fuel switching is the least-cost option to industry for vessels that operate mostly outside of ECA regions, whereas vessels operating entirely within an ECA region could reduce compliance cost with exhaust-gas treatment technology (scrubbers). [ABSTRACT FROM AUTHOR]

Fuel taxes, assessed on a per-gallon basis nationally, have been the major source of transportation funding for the past century. Despite increasing travel demand, aging infrastructure, and soaring construction, operation, and maintenance costs, federal tax rates have remained unchanged since 1993. This article assesses the financial impacts of the current per-gallon taxing regime and a variety of travel demand management strategies, utilizing mileage-based user fees (MBUFs) for the state of Florida. The results indicate that combining MBUFs with congestion pricing (CPMBUFs) can be a viable pricing and demand management strategy for enhancing Florida's transportation funding. [ABSTRACT FROM PUBLISHER]

This paper examined the impact of transportation energy policies on traffic safety through policy simulations. Considering the changes in the vehicle miles traveled (VMT) and in vehicle stock composition as a result of policy changes, the impacts of these changes on traffic accidents were examined in terms of the number of traffic accidents, traffic fatalities, and total accident costs. The main focus was on the following policy alternatives: Fuel tax, mileage based a VMT tax, Pay-as-you-drive ( PAYD) and Pay-at-the-pump ( PATP) insurance premium policy, and the Corporate Average Fuel Economy ( CAFE) standards regulations. By integrating three interrelated economic demand decisions fully (size of the vehicle stock, use of the vehicle stock, and energy efficiency), the short-run, long-run and dynamic effects of a policy change can be predicted. The results showed that the share of light trucks will keep increasing in the future in all policy alternatives and that fuel consumption will decrease compared to the baseline in every scenario except for the VMT tax policy. The results also show that the fatality rates per vehicle miles traveled will decrease, but the CAFE policy will result in more fatalities and higher fatality rates compared to the baseline scenario. The results may provide guidance as to what would reduce the energy dependency while reducing the undesirable side effects related to traffic safety. The outcomes of this research will provide a set of specific results comparing policy scenarios in a consistent manner. The results will provide guidance as to whether the policy option would improve energy dependency while reducing the undesirable side effects, such as the problems related to the environment and the safety of motor vehicle travel. [ABSTRACT FROM AUTHOR]

Increasing concerns are noted over the current transportation funding system based on fuel taxes, but there has been little scholarly literature that evaluates the fuel tax system in a comprehensive manner. As a synthesis, this article reviews the background of fuel taxes designated for transportation and examines issues related to the fuel taxes with four tax-evaluation principles, including economic efficiency, social equity, revenue adequacy, and political and administrative feasibility. Although the analysis does not indicate an absolute denial of fuel taxes as a revenue source to support transportation, it shows that the current transportation funding system based on fuel taxes is no longer sustainable with the rapid erosion of fuel tax base. [ABSTRACT FROM PUBLISHER]

Despite the current interest in using fuel taxes as an instrument for climate policy, there has been little study of current automotive fuel tax regimes. We expand on two earlier cross-sectional studies on why fuel taxes differ across countries by using OECD panel data and employing heterogeneous panel cointegration and long-run panel Granger-causality techniques. We confirm some of those earlier studies’ conclusions. Further, we find that governments that rely on consumption-based taxes for revenues will have higher gasoline tax rates (than governments that rely on income and wealth/property-based taxes). But more significantly, we determine that higher gasoline demand among consumers “causes” democratic governments to set lower gasoline taxes—a finding with important implications for today’s climate/energy policy debate. [ABSTRACT FROM AUTHOR]

Rising fuel economy standards for motor vehicles and higher road construction costs, coupled with infrequent adjustments to fuel taxes, have eroded the revenue base for road construction and repairs. We use survey data to determine whether the revenue-enhancement measures being used by policy makers to address the revenue shortfall reflect the public's preferences regarding the distribution of road financing costs. In particular, we explore whether there is public support for the idea that road financing costs should be distributed in proportion to benefits received from roads; that is, the benefit principle. We find that public support for the benefit-principle ranges from a low of 5 percent to a high of 34 percent, depending on the definition used. We also find evidence that people who support benefit-principle financing are more likely to agree that the road mileage user-fee is fair and also more likely to support revenue sources that satisfy the benefit principle. These findings suggest that a mix of revenue sources that vary in the extent to which they satisfy the benefit principle is a responsive political strategy. They also suggest that the low level of support for benefit-principle financing is partly responsible for the unpopularity of mileage user-fees. Policy makers who wish to pursue mileage user-fees as a replacement for fuel taxes should make an effort to educate voters on the advantages of benefit-based revenue sources. [ABSTRACT FROM AUTHOR]

Emissions from crude recovery contribute significantly to the life cycle GHG (greenhouse gas) emissions of transportation fuels. Recovery emissions come from drilling and land use change, crude extraction, crude oil processing, venting, flaring, and fugitives. In this study an attempt has been made to provide a transparent quantification of GHG emissions from oil well drilling and land use change, crude recovery and associated gas and water treatment, and venting and flaring for five North American conventional crudes through the development of data-intensive engineering models. Estimates of emissions from crude extraction were made from recovery efficiency, the amount of energy used, and process fuel shares in extraction techniques. Extraction emissions vary from 1.24 g-CO2eq/MJ for Bow River heavy oil to 23 g-CO2eq/MJ for California's Kern County heavy oil. The amount of gas vented and flared per m3 of crude extracted was determined to quantify venting and flaring emissions. The amount of energy required for crude oil processing was quantified based on the properties of crude oil and different techniques applied in the oil fields. Of the five crudes we studied, California's Kern County heavy oil and Mars crude oil emit the highest and lowest emissions: 23.85 g-CO2eq/MJ and 3.94 g-CO2eq/MJ, respectively. [ABSTRACT FROM AUTHOR]

This paper explores the effects of consumption-tax and fuel-tax adjustments in the Chinese automobile industry. Applying the model and simulation method of Berry, Levinson, and Pakes (1995), we conduct a comparative static analysis of equilibrium prices and sales, fuel consumption, and social welfare before and after tax adjustments. For the first time, we compare the progressivity of both taxes. Our empirical findings suggest that the fuel tax is effective in decreasing fuel consumption at the expense of social welfare, while the consumption tax does not significantly affect either fuel consumption or social welfare. [ABSTRACT FROM AUTHOR]

In order to achieve energy conservation, government reformed fuel tax and introduced travel tax to encourage the use of energy-saving and low-volume vehicles. In order to scientifically evaluating the implementation effect of these two tax effects in bimodal transportation network of cars and buses, an equivalent of multi-user, multi-criteria equilibrium variational inequality (VI) model and a heuristic solution algorithm to solve the proposed model are developed, and which are both validated by a numerical example. With the proposed model, the effects of taxes on traffic network cost vs. benefit, bus split rate, and the fairness issue for multi-users of different cars are studied. It is shown that with the increasing rate of fuel tax and travel tax, the benefits of entire transportation network may be reduced while bus split rate would be improved, but travel tax will diminish marginal rate of bus split rate; while the different tax rates will affect the travellers travel costs fairness. [ABSTRACT FROM AUTHOR]

As an international metropolitan area undergoing rapid development, Beijing is facing a sharp rise in the volume of motor vehicles and mobility, which has become the major contributor to the air pollution in this city. This is evident in the recent ranking of Beijing as the most congested as well as the most polluted city in the world by the Millennium Cities Database. Local government has adopted a battery of policies to reduce these problems. In this study, we investigate the impact of increasing the fuel tax on travel mode choice based on a large sample of travel survey data. We estimate that if the price of gasoline increased to a moderate level, 11.53 RMB/liter, the total car volume on the road would be reduced by 7 per cent, which corresponds to a reduction in CO2 emissions of 786,002.4 tons, or about 8 per cent of vehicular emissions from private cars and company-owned cars in Beijing. [ABSTRACT FROM PUBLISHER]