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In a study published in the journal Energy Economics , MIT researchers have found that a fueleconomy standard is at least six to fourteen times less cost effective than a fueltax when targeting an identical reduction in cumulative gasoline use (20% by 2050). Paltsev, M. Babiker, J.M. 2012.09.001.
Sivak found that while the vehicle fueleconomy of the entire light-duty fleet improved by 40% (from 13 mpg US to 21.6 l/100km), because of the decrease in vehicle load, the occupant fueleconomy only improved by 17% (from 24.8 Combining these two effects yields a reduction of about 14% in the amount of fuel used.
According to the Federal Highway Administration, the average fueleconomy for all light vehicles on the road today is 22.3 The Federal tax on gasoline is 18.4 cents per gallon, and each state has a gasoline tax, ranging from 8.95 Based on a vehicle with an average fueleconomy of 22.3 cents in Alaska to 58.7
As part of a comprehensive reform plan to simplify the Commonwealth of Massachusetts’ transportation system, Governor Deval Patrick is proposing a fueltax increase of $0.19 The increased fueltax is intended to be in lieu of an increase in tolls. per gallon—a 81% increase of the current $0.235 per gallon.
Meanwhile, significant gains in vehicle fueleconomy over the coming decades are possible and very much needed globally in order to address pressing issues of climate change, energy security and sustainable mobility. carbon fuel vehicles will be needed to continue to decarbonize LDVs and reduce oil use out to 2050 and beyond.
Most Australians now agree our climate is changing, this is caused by carbon pollution, this has harmful effects on our environment and on the economy—and the Government should act. Transport fuels will be excluded from the carbon pricing mechanism. We have had a long debate about climate change in this country.
The IEA and ITF have developed a range of projections of possible “business-as-usual” scenarios around this, indicating the potential for a doubling (or more) of vehicle kilometers travelled (VKT) combined with modest improvements in vehicle fueleconomy. Vehicle taxes and incentives. Component standards, taxes and incentives.
Among the transportation-related elements of US President Barack Obama’s new climate action plan, which he is outlining today in a speech at Georgetown University, is the development of new fueleconomy standards for heavy-duty vehicles post-2018. Climate Change Emissions Fuel Efficiency Fuels Heavy-duty Policy'
Cities are expanding, economies are growing, and life expectancy has almost doubled. Fossil fuel combustion has driven an increase in outdoor air pollution that in 2019 killed 29.15 The African continent is undergoing a massive transformation, the co-authors note. billion in 2020 to 4.3 billion by 2100.
users pay for the construction and maintenance of roads via a federal fueltax. Revenues from the tax go into the federal Highway Trust Fund, which is independent of the General Fund; every five years or so Congress passes an authorization bill to allocate these revenues. States use similar mechanisms. —Huang et al.
The National Research Council has released a prepublication edition of a new congressionally mandated report that evaluates various technologies and methods that could improve the fueleconomy of medium- and heavy-duty vehicles (MHDVs), such as tractor-trailers, transit buses, and work trucks.
In spring the Chancellor presents the annual Budget statement, which includes a detailed assessment of the state of the economy and the nation’s finances. In his statement, the Chancellor may announce changes to taxes and new spending measures. This year’s PBR follows the first contraction in the global economy for 60 years.
IEA fueleconomy readiness index status, 2010. New propulsion systems requiring new fuels, such as plug-in electric vehicle systems and fuel cell systems, are beyond the scope of this technology roadmap and are treated in separate roadmaps. Average fueleconomy and new vehicles registrations, 2005 and 2008.
As sales of electric vehicles begin to reach significant numbers across the US, states are exploring approaches to replace lost tax revenue since EV drivers don’t pay fueltaxes as drivers of gas-powered cars do at gas stations. Unfortunately there is currently no simple and agreed upon best replacement for the fueltax.
Economy-wide CO 2 prices of $30-60/t CO 2 are too weak on their own to motivate significant reductions in CO 2 emissions from transportation. The economy-wide CO 2 prices applied increase the cost of driving only marginally with respect to the business-as-usual case. —Morrow et al.
Minerals and the materials derived from them are at the heart of energy transition strategies, and emerging markets and developing economies are the overwhelming providers. There are also unanswered questions about how to even finance electrification or road construction and maintenance given lost revenues from fuelstaxes, Foss said.
There may be one negative knock-on effect of improving the fueleconomy standards of our vehicles: fueltax revenues could slump massively. According to a report by the Congressional Budget Office (logo, pictured), fueleconomy standards proposed for 2017-2025 would cut revenues from petrol tax by 21 per cent in 2040.
The report, Taxing Energy Use 2018 is based on OECD’s Taxing Energy Use database, a unique dataset to compare coverage and magnitude of specific taxes on energy use across 42 OECD and G20 economies (representing approximately 80% of global energy use), six sectors and five main fuel types. of emissions.
Increased sales of electric vehicles allow automakers to sell more low-fuel-economy vehicles and still comply with the federal standards that govern the average fueleconomy of the vehicles they sell (known as CAFE standards). Indirect effects. That effect may be large. Cultivate local PEV clusters.
Here, we develop state-of-the-art representations of consumer preferences in multiple global energy-economy models, specifically focusing on the non-financial preferences of individuals. Global, economy-wide carbon pricing is assumed as climate policy in both scenarios after 2020 (100 US$ per tCO 2 held constant over time).
Since some 36% of diesel is used off-road, such as on farms, by manufacturing, industrial and commercial ventures, and boats, a fueltax for road use would impose an unfair burden onto these sectors, the government says.). In New Zealand, diesel and electric-powered vehicles pay for their road use through road user charges.
Strong economy-wide pricing measures (such as a $5.00 per gallon fueltax by 2050) could result in an additional reduction of 28% in GHG emissions. The Moving Cooler baseline extrapolated these projections further to 2050, resulting in a potential doubling or greater of fleet fuel efficiency. Land use and smart growth.
Clean fuelstax credit. The staff discussion draft also replaces the current patchwork of incentives for clean fuels with a new tax credit for clean transportation fuel that is technology-neutral and performance-based. In order to qualify for the credit, the electricity must be produced in the United States.
Member states should consider strategies to compensate for the taxation shortfall from fuels due to higher fueleconomy by, for example, gradually adapting the minimum fueltax level in the EU to increase incentives to shift to higher fueleconomy and to keep total tax paid constant in real terms for both the consumer and the state revenues.
A team of transportation and policy experts from the University of California released a report to the California Environmental Protection Agency (CalEPA) outlining policy options to significantly reduce transportation-related fossil fuel demand and emissions. Transportation pricing: Gasoline taxes. Active transportation.
Other product attributes like reliability and safety, strongly influence consumer perceptions, as do employee enthusiasm and the company’s impact on the economy.” In the short term, he believes OEMs need to boost their warranty support for hybrids; there needs to be some kind of a floor on resale value and fuel pricing (i.e.
Based on average annual miles traveled, the estimated fueleconomy, and the gas tax rate, we can determine that the average car in Arizona contributes about $82.90 a year in gas taxes. To address these, state legislatures can adjust gas taxes to make up funding gaps and index them to inflation.
To that end, following on Biden’s campaign promise to “end fossil fuel,” policy and investment signals are being sent by various federal agencies and allied state governments to the market about the refining industry: EPA just finalized a light duty vehicle standard that incentivizes at least 17% electric vehicle sales by 2026.
Many a motorist will grumble today as they get to the pumps and notice a jump in the fuel prices, following the two pence per litre increase in fuel duty, however environmental pressure group, Friends of the Earth (FoE) think the increase is necessary to coax us out of our cars.
With Europe’s gas phase-out plans now within view, the countries there could be set to lose significant funding from fueltaxes in the coming years. Still, the change could have some latent effects, especially as most countries get crucial revenue from taxes on gas.
The taxes fall into three broad categories: vehicle acquisition (VAT, sales tax, registration tax); ownership (annual circulation tax, road tax); and motoring (fueltax). Motor tax revenues collected by governments have increased by almost 3% compared to the previous year, and the grand total of €440.4
The goal of this paper is to assess the resulting CO 2 emissions, energy, and economic impacts of the EU CO 2 mandates, and compare them to an alternative scenario where vehicle emissions are part of an emission trading system designed to meet Europe’s announced economy-wide targets. —Paltsev et al.
Is EV charging the next gig for the gig economy? Minnesota State Senator Proposes Electric FuelTax – As more residents of Minnesota buy electric vehicles gas tax revenue will decline causing the state to find a way to replace the gas tax money it uses to pay for roads and bridges, said Central Minnesota Sen.
We then used results from a model of the global economy to allocate a portion of this global budget specifically to the U.S. In the meantime, EV buyers’ sticker shock could be alleviated by the knowledge that fuel and maintenance costs are far lower for EVs and that total ownership costs are about the same. 6 million.
The recommendations include: Improving the fuel consumption of mainstream vehicles is the primary nearer-term opportunity for reducing fuel use and GHG emissions. Market-based incentives should be implemented to support the US Corporate Average FuelEconomy (CAFE) LDV requirements.
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