The National Center for Sustainable Transportation (NCST) is one of five national centers funded by the U.S. Department of Transportation’s University Transportation Centers (UTC) Program, and the only national center focused on the Fixing America’s Surface Transportation (FAST) Act research priority area of Preserving the Environment. UC Davis leads the NCST consortium, with partner centers at CSU Long Beach, UC Riverside, USC, Georgia Tech, and the University of Vermont.
Incentives for plug-in electric vehicles (PEVs) are typically designed to encourage broad consumer adoption of the new technology. However, maximizing the emissions benefits from electrifying the transportation sector also requires incentives targeted at stakeholders with high travel intensity, i.e., those with particularly high passenger occupancy and/or vehicle-miles traveled (VMT). This policy brief focuses on one such class of stakeholders: transportation network companies (TNCs) such as Uber and Lyft. It examines empirical data of electric vehicle use in TNCs and discusses research findings on the potential impacts of electrifying TNCs. It also raises important considerations for the development of future policy.
Roads and highways act as barriers to wildlife. They disrupt movement of wildlife populations and connectivity between communities of interacting species. Transportation organizations and many wildlife agencies see highway crossing structures for wildlife as critical to mitigating highway barrier effects. These structures are optimistically assumed to be effective for most species, most of the time, but are seldom critically investigated.
Wildlife use of highway crossing structures can be highly variable and dependent on structural attributes, human use, and traffic conditions. Studies of animal behavior suggest that wildlife aversion to roadways—and possibly to crossing structures—could be related to traffic noise and light. If transportation organizations and wildlife agencies can confirm this effect they may be able to design more effective wildlife crossing structures and manage existing structures to increase their use by wildlife.
This policy brief discusses findings from research that measured traffic noise levels and used camera traps placed at 20 bridges and culverts in California that were known from previous work to pass at least one species.
Automated vehicles (AVs) may significantly disrupt our transportation system, with potentially profound environmental effects. This policy brief outlines the mechanisms by which AVs may affect the environment through influencing travel demand, as well as the magnitude of these effects on vehicle miles travelled (VMT) and greenhouse gas (GHG) emissions. Personal AVs and AV taxis (or ride-hailing services) are likely to increase VMT and GHG, exacerbate traffic congestion in city centers, and potentially lead to suburban sprawl. Electrification and vehicle sharing may reduce some of these environmental effects, but targeted policies must be put in place to ensure that these solutions are effective.
Renewable Natural Gas (RNG) is an important alternative fuel that can help the State of California meet several GHG and renewable energy targets. Despite considerable potential, current RNG use on national and state levels are not significant. As part of this grant, the University of California, Riverside (UCR) has established a research center dedicated to the development of technologies that will enable RNG production and use in substantial quantities in California and elsewhere. The new center, referred to as the Center for Renewable Natural Gas (CRNG), leverages on-going research and collaborations at the Bourns College of Engineering – Center for Environmental Research & Technology (CE-CERT) at UCR to maximize the impact.
RNG production potential in California through thermochemical conversion was evaluated as part of this project by assessing technical biomass availability in the state. Biomass feedstocks are defined broadly and include most carbonaceous matter including waste. The types of waste biomass available in the state are classified into three categories: municipal solid waste (MSW), agricultural residue and forest residue. A total of 32.1 million metric tonnes per year (MMT/year) of biomass is estimated to be technically available in the state. The energy content of this biomass is equivalent to approximately 602.4 million mmbtu/year. A survey of current renewable electricity generation and curtailment trends in California was conducted. Real-time data show significant curtailment throughout the year totaling approximately 440 GWh over a twelve month period from November 2016 to October 2017. Power to gas and other forms of long term storage integrated into the electric grid can mitigate these losses and enable smooth integration of additional renewables into the grid.
Oxygen/air blown gasification, hydrogasification and pyrolysis are the three major technology options available for thermochemical biomass conversion to a gaseous fuel, including RNG. A literature survey of available thermochemical conversion technologies was conducted. Although there are no commercial thermochemical biomass to RNG conversion facilities in operation, a number of gasification and pyrolysis technologies are undergoing pilot scale demonstration and development. Design basis for two thermochemical and power to gas conversion projects were developed as part of this project. Significant research, development, and deployment efforts are necessary to achieve successful commercialization of thermochemical RNG production. Outreach and education activities including a ribbon cutting ceremony for the Center for Renewable Natural Gas and an RNG themed symposium were also conducted as part of the project.
This research informs metropolitan land use planning by studying a heretofore understudied variation of land use – travel behavior interactions: how access to jobs in employment sub-centers influences household vehicle miles traveled (VMT) in the five-county Los Angeles Combined Statistical Area (CSA). The authors used data from 2009 National Employment Time Series to identity employment sub-centers and data from the 2012 California Household Travel Survey to measure household VMT. The authors then modified a standard land use – travel behavior regression to include, as explanatory variables, measures of access to jobs that are in and not in employment sub-centers. Their results shows: (1) Accessibility to jobs outside employment sub-centers often has a larger impact on VMT than the accessibility to jobs inside the subcenters. (2) The effect of accessibility on household VMT varies in core counties and periphery counties. (3) Accessibility to jobs within 5 miles from a household’s residence has a larger association with household VMT than accessibility to jobs beyond 5 miles from the residence. (4) Moving a representative household from the centroid of Moreno Valley in Riverside County to the centroid of Koreatown in Los Angeles is associated to a 46.6 percent reduction for household-level VMT.
The freight system is a key component of California’s economy, but it is also a critical contributor to a number of externalities. Different public agencies, private sector stakeholders, and academia engaged in the development of the California Sustainable Freight Action Plan (CSFAP). This plan put forward a number of improvement strategies/policies. However, the freight system is so complex and multifaceted, with a great number of stakeholders, and freight operational patterns, that evaluating or assessing the potential impacts of such strategies/policies is a difficult task. To shed some light, this project develops a freight system conceptualization and impact assessment framework of the freight movements in the State. In doing this, the framework assesses the impact of commodity flows from different freight industry sectors along supply chains within, originating at, or with a destination in the state of California.
The conceptual framework analyzes the freight flows in supply chains, and the type of freight activity movements and modes. The framework uses a Life Cycle Assessment (LCA) Methodology. The framework could be extended to support multidimensional cost/benefit appraisals for both direct benefits (e.g., delays, costs, accidents, maintenance) and social benefits to non-users which include impacts on regional and national economies as well as environmental and health impacts. This report discusses the main components of the conceptual framework based on a comprehensive review of existing methodologies. The implementation is limited to the Life Cycle Impact Assessment (LCIA) following the Environmental Protection Agency’s Tool for Reduction and Assessment of Chemicals and Other Environmental Impacts (TRACI).
The report describes the results from the LCIA implementation for a number of case studies. Specifically, the work estimated the impacts of moving a ton of cargo over a mile for various industry categories and commodity types. These results show the relative difference across industries and commodities and could serve to identify freight efficiency improvement measures in the state of California.
In the early years of transportation planning and highway infrastructure development in the United States the focus was on intercity or long-distance travel, a contrast to the metropolitan travel and state-based models that dominate today. Daily home and work-based travel, which have been the focus of data collection and models since the 1950s, are well-modeled by regional agencies and a limited number of state travel demand models even include some long-distance travel. Nonetheless, long-distance travel demand and factors affecting behavior are not thoroughly considered in transportation planning or behavior research. Only one recent activity-based model of national travel demand has been created and its scope was limited by a severe lack of data. The conceptualization of models to consider intercity long-distance travel has changed little since its inception in the 1970s and 1980s. In order to comprehensively consider transportation system sustainability, there is a critical need for improved nation-wide annual overnight activity data and models of overnight travel (a re-focus and important distinct re-framing of long-distance trips that this white paper suggests).
Truly addressing the economic, environmental, and social equity issues required to create a sustainable global transportation system will entail completely updating our existing planning framework to meaningfully include long-distance travel. It is clear that long-distance passenger miles must be accounted for when addressing greenhouse gas (GHG) emissions and other negative environmental externalities. Less well-known are the questions of social justice that loom large when one considers the details of long-distance travel. Travel in our society is becoming increasingly associated with quality of life. Those without intercity access may miss opportunity and social capital. However, without representative long-distance travel data it is impossible to compare the relative participation by different groups and to consider latent demand. It is difficult to measure who comprises the global mobile elite and who lacks sufficient intercity mobility for reasonable social network obligations and personal services.
This white paper suggests utilizing a common framework for long-distance data collection and tabulation that re-defines long-distance travel into daily or overnight. The author advocates using overnight as the defining characteristic for data collection, which complements existing daily travel surveys already capturing long day-trips. Within frameworks moving forward it is important to clearly characterize all trip purposes, including mixed purposes and purposeless travel, which comprise an appreciable portion of long-distance travel. Spatial data that distinguish between simple out-and-back trips and spatially complex trips are necessary and mobile devices have now made this measurement of long-distance tours feasible. In order to truly model all travel in the current system, we must move away from the idea that most travel is routine, within region, and home-based. Many people, especially the most frequent travelers, have long-distance routines including multiple home bases. Additionally, our models should not assume that travelers staying at a second home, hotel, or friend’s home travel like residents. Efforts to measure and model non-home-based travel or travel at destination are essential to accurately modeling behavior. Daily surveys such as the 2017 National Household Transportation Survey are increasingly doing this. A nation-wide annual activity model of overnight travel must fully incorporate both surface and air travel to allow full consideration of alternative future system scenarios.
Examining the Safety, Mobility and Environmental Sustainability Co-Benefits and Tradeoffs of Intelligent Transportation Systems
In this whitepaper, the authors briefly describe the three major MOEs, followed by a categorization summary based on the most recent literature. Next, a number of typical CAV applications have been examined in depth, providing a detailed analysis of the different MOEs co-benefits and tradeoffs. Further, three representative CAV applications have been examined in detail in order to show the association between the application focus and tradeoffs/co-benefits of different performance measures. The CAV applications include High Speed Differential Warning (safety-focused), Lane Speed Monitoring (mobility-focused), and Eco-Speed Harmonization (environmental impacts-focused). The authors then highlight several future research directions, including the identification of key influential factors on system performance and how to obtain co-benefits across all key MOEs. The overall intent of this whitepaper is to inform practitioners and policy makers on the potential interactions between the safety, mobility, and environmental sustainability goals of implementing specific CAV applications as part of their ITS programs.
Eco-driving has significant potential to reduce fuel consumption and emissions from transit operations. Analyses were conducted of 68 thousand miles of real-world operations data from 26 buses, collected from local transit service provided by the Metropolitan Atlanta Rapid Transit Authority (MARTA), and express bus service provided by the Georgia Regional Transportation Authority (GRTA). The analysis utilized second-by-second operations data collected via global positioning system (GPS) devices from buses operated by these transit agencies. The researchers simulated the implementation of transit eco-driving strategies, based on the modal emissions modeling framework employed by the Motor Vehicle Emission Simulator (MOVES) designed to reduce engine load and emissions. This algorithm seeks to minimize fuel consumption by limiting instantaneous vehicle specific power (VSP), while maintaining average speed and conserving total distance. Fuel consumption and fuel-cycle emissions were compared across the monitored driving cycles and their modified eco-driving cycles.The savings from eco-driving were also compared against expected fuel and emissions reductions via conversion of the transit fleets to compressed natural gas (CNG), which is another popular fuel conservation strategy. The transit eco-driving strategy showed a 5% reduction in fuel consumption and fuel cycle greenhouse gas (GHG) emissions for MARTA’s 508-bus fleet (~35% diesel/65% CNG), and a 7% reduction in fuel consumption for GRTA’s 166-bus diesel fleet. The fuel savings translate to about 300,000 gallons of diesel fuel equivalent per year for MARTA and 55,000 gallons of diesel per year for GRTA. Eco-driving was also shown to reduce fuel use and emissions for CNG fleets. Eco-driving training can readily be implemented if speed/acceleration activity is monitored. Because eco-driving does not require significant capital investment it is a potentially very cost-effective strategy for local and express bus transit operations.
Related Research Centers & Groups
- 3 Revolutions Future Mobility Program
- China Center for Energy and Transportation
- Energy Futures Research Center
- Hydrogen Pathways Program
- Plug-In Hybrid & Electric Vehicle Research Center
- Sustainable Freight Research Center
- Sustainable Transportation Center
- Sustainable Transportation Energy Pathways (STEPS)
- Urban Land Use and Transportation Center
- Institute of Transportation Studies