To finance transportation infrastructure and to address social and environmental negative externalities of road transports, several countries have recently introduced or consider a distance based tax on trucks. In the competitive retail market such tax can be expected to lower the demand and thereby reduce CO2 emissions of road transports. However, as we show in this paper, such tax might also slow down the transition towards e-tailing. Considering that previous research indicates that a consumer switching from brick-and-mortar shopping to e-tailing reduces her CO2 emissions substantially, the direction and magnitude of the environmental net effect of the tax is unclear. In this paper, we assess the net effect in a Swedish regional retail market where the tax not yet is in place. We predict the net effect on CO2 emissions to be positive, but off-set by about 50% because of a slower transition to e-tailing.
Most previous studies have focused on entire trips in a geographic region, while a few of them addressed trips induced by a city landmark. Therefore paper explores trips and their CO2 emissions induced by a shopping center from a time-space perspective and their usage in relocation planning. This is conducted by the means of a case study in the city of Borlänge in mid-Sweden where trips to the city’s largest shopping mall in its center are examined. We use GPS tracking data of car trips that end and start at the shopping center. Thereafter, (1) we analyze the traffic emission patterns from a time-space perspective where temporal patterns reveal an hourly-based traffic emission dynamics and where spatial patterns uncover a heterogeneous distribution of traffic emissions in spatial areas and individual street segments. Further, (2) this study reports that most of the observed trips follow an optimal route in terms of CO2 emissions. In this respect, (3) we evaluate how well placed the current shopping center is through a comparison with two competing locations. We conclude that the two suggested locations, which are close to the current shopping center, do not show a significant improvement in term of CO2 emissions.
In order to decrease environmental impacts in waste management the choice of treatment method must be based on the characteristics of the waste. Present sampling procedures do not provide statistically representative samples of solid waste and this provides difficulties in characterization. The objective of this study was to develop a procedure for waste component analysis and sampling of waste after collection and at plant level. A further objective was to characterize the waste delivered to an incineration plant for physical and chemical properties and to determine the amounts of delivered waste that could be classified as biofuels and fossil fuels. The proportions of recyclables and hazardous waste were also examined. Samples were taken randomly from waste trucks and divided by square implementation. Statistical analysis of the results showed that the number of sub-samples could be decreased with only a moderate increase in the confidence interval. This means that future waste composition analyses could be made more efficient and thereby less expensive. The analysis of the waste delivered to the Lidkoping incineration plant (Central Sweden) showed that 66.4% of the household waste was composed of biofuels and 21.3% of non-renewable combustibles, of which 40.3% were recyclables. In addition, 11.6% of the household waste was non-combustible and 0.6% hazardous waste. The heat value for the biofuels was 18.0-19.7 MJ kg(-1) dry mass (DM) and for the fossil fuels 28.2-33.9 MJ kg(-1) DM. The industrial waste consisted of 35.9% biofuels, 62.0% fossil fuels, 1.6% non-combustible and 0.5% hazardous waste. The heat value was 19.5 MJ kg(-1) DM for the biofuels and 31.4 MJ kg(-1) DM for the fossil fuels.
This study is based on the questions raised by Folksam on how well the criteria currently used reflect the total environmental impact of exhaust emissions. One of the questions is whether diesel cars, being more fuel efficient, are preferable to gasoline cars given the differences in for example particle and NO2 emissions. In this paper we give an overview of the method used to calculate the external costs related to the exhaust emissions of cars, the Impact Pathway Approach (IPA). This type of assessment has previously been used to compare the environmental performance of gasoline versus diesel cars in a report by the former Swedish national road administration and in a recent paper on the taxation of cars in Belgium. We also provide an overview of recent research on the inputs used in these calculations. Based on information on emission tests of VW cars and information from the Swedish Transport Administration, we illustrate how different aspects influence the outcome of these calculations regarding exhaust emissions from cars. Regarding the specific question raised in this study about indicators for sustainable cars, we find that the indicators currently used, CO2 emissions, do not reflect the full environmental impact. Different types of vehicle technologies result in different combinations of emissions. With the large variety of car models, and with important differences between type approval and ”real driving” emissions, we conclude that apart from CO2 emissions, vehicle technology should be accounted for in the classification of cars. Concerning the difference between gasoline and diesel vehicles, important aspects to consider are: • differences in emissions of particulates where particle size or number and composition may be important to consider in addition to, or maybe even rather than, mass, • the difference in the ratio between NOx and NO2, as it affects local NO2 and ozone concentrations.
I denna studie undersöks om samhällsekonomisk analys och kvantifierade underlag använts vidutformning och tillämpning av miljökvalitetsnormerna för kvävedioxid och partiklar i luft. Ett sådantbeslutsunderlag är vanligt i transportsektorn medan ett antal studier konstaterat att det saknas för beslutom mål och styrmedel i miljöpolitiken i Sverige och i andra länder. Studierna har argumenterat för att ettsådant beslutsunderlag skulle kunna bidra till en mer samhällsekonomisk effektiv styrmedels- ochåtgärdsutformning. Detta är också aspekter som framfördes som viktiga i miljömålspropositionen och förvars genomförande Naturvårdsverket hade ett utpekat ansvar.Miljökvalitetsnormerna har lett till en mängd olika aktiviteter på olika nivåer i samhället. Det handlar omforskning om problemen med dessa föroreningar och hur de kan åtgärdas, utformning och genomförandeav mätningar samt analys och genomförande av åtgärder för att minska halter. Normerna har däremotännu så länge inte i någon större utsträckning lett till att åtgärder genomförts eller bidragit till förändratbeteende som lett till att utsläppshalterna minskats. De åtgärder som har föreslagits i åtgärdsprogrammenhar framförallt varit sådana som motiveras av andra skäl, varför den samhällsekonomiska anpassningskostnadenännu är liten. Det finns dock en risk att fokuseringen på gränsvärden lett till att åtgärdergenomförts som har en begränsad effekt på människors hälsa.Slutsatsen av denna studie är att kvantifierade samhällsekonomiska beslutsunderlag i stort sett är och harvarit frånvarande vid utformningen av svensk politik för lokal luftkvalitet. Därför uppmärksammas intebeslutsfattare på de potentiella konflikter mellan minskade halter av föroreningar och andra samhällsmål,och inte heller på de eventuella synergier som finns där en viss åtgärd eller ett visst styrmedel kan fåeffekter på flera samhällsmål. Kvantifierade samhällsekonomiska analyser tillämpas i transportsektornbland annat av den anledningen att samhällsbeslut så gott som alltid innebär konflikter mellan olikavälfärdseffekter och att avvägningar därför krävs. Samma problem uppstår också för åtgärder ochutformning av styrmedel på miljöområdet och det är därför bekymmersamt att metoder för systematiskanalys inte används regelbundet.