Academic literature on the topic 'Regional clean air incentives market'
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Journal articles on the topic "Regional clean air incentives market"
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Johnson, Scott Lee, and David M. Pekelney. "Economic Assessment of the Regional Clean Air Incentives Market: A New Emissions Trading Program for Los Angeles." Land Economics 72, no. 3 (August 1996): 277. http://dx.doi.org/10.2307/3147197.
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Gangadharan, Lata. "Analysis of prices in tradable emission markets: an empirical study of the regional clean air incentives market in Los Angeles." Applied Economics 36, no. 14 (August 10, 2004): 1569–82. http://dx.doi.org/10.1080/0003684042000269466.
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Khasnabis, Snehamay. "Land Use and Transit Integration and Transit Use Incentives." Transportation Research Record: Journal of the Transportation Research Board 1618, no. 1 (January 1998): 39–47. http://dx.doi.org/10.3141/1618-05.
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Planners have often looked on transportation policies as a means of controlling broad patterns of land use. It has been argued that past transportation policies have contributed to decentralization of urban activities resulting in congestion, traffic hazards, and environmental pollution. Others contend that urban land uses reflect location decisions by individual households and employers and that transportation is just one of the many factors that affect such decisions. Thus, public policies in transportation have very little opportunity to alter future land use. The exact effect of transit on the distribution of urban activities, the resulting urban structure, the level of congestion, and air quality is not fully understood. An attempt is made in this paper to document successful cases of transit and land use integration as well as the techniques used by different agencies to bring about such integration. Various studies under the Transit Cooperative Research Program on different aspects of transit and land use policies serve as the basic sources of information for this paper. Eight case studies are examined that encompass a variety of transit modes in urban North America. It is concluded that the accessibility advantages provided by transit may play a crucial role in the concentration of development and in creating economic opportunities. However, transit by itself is not sufficient to guarantee successful transit-focused development. Other major factors are supportive regional and local policies and private investment in concert with the transit program. Further, successful transit and land use integration does not necessarily imply the presence of a high-speed rail system. In a strong market, when support policies are in place, light rail and busways can also be used to channel urban growth.
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Chizmar, Stephanie J., Rajan Parajuli, Robert Bardon, and Frederick Cubbage. "State Cost-Share Programs for Forest Landowners in the Southern United States: A Review." Journal of Forestry 119, no. 2 (January 10, 2021): 177–95. http://dx.doi.org/10.1093/jofore/fvaa054.
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Abstract The largest concentration of state-level forest cost-share programs in the United States can be found in the southern states. Since the inception of the first programs in the 1970s, the state-level forest cost-share programs in the US South have acted as models for the rest of the country. Cost-share programs compensate landowners through direct reimbursements to address barriers such as limited owner capital and cash flow in the initial years of investment. Through a review of the literature and progress reports from southern state forestry agencies, we qualitatively assessed state-level cost-share programs and their status in the southern states. We identified the common themes in the literature related to cost-share programs: market, nonmarket, and landowners’ perceptions and knowledge. Many of the programs enacted between the 1970s and 1980s aimed to ensure a sustainable timber supply, a market good, from private forestlands. A few of the programs enacted more recently compensate landowners for nonmarket benefits such as forest health or soil and water conservation. Two of the nine available programs are practically inactive in recent years because of a lack of funding. We discuss current prospects regarding funding, partnerships, and broadening the focus of incentives to cover forest-based ecosystem services. Study Implications Regionally, cost-share programs in the US South differ in eligibility criteria, funding source and status, and resource management objectives. The majority of state-level cost-share programs in the US South were enacted 30 to 50 years ago. The first cost-share programs were designed to support a continued timber supply from private forestlands, but a few recent programs have expanded their objectives to protect forest health and soil and water quality. Forest-based ecosystem service markets, specifically reforestation to capture atmospheric carbon dioxide and provide clean air and water, have become more prevalent in recent years. Funding for forest commodity incentive programs is a continual challenge. New funding sources and new programs are crucial to meet demands for incentives for landowners to provide both timber and ecosystem services outputs.
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Reimers, Patrick. "The Subsidized Green Revolution: The Impact of Public Incentives on the Automotive Industry to Promote Alternative Fuel Vehicles (AFVs) in the Period from 2010 to 2018." Energies 14, no. 18 (September 13, 2021): 5765. http://dx.doi.org/10.3390/en14185765.
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Throughout decades, conflicts related to the access and usage of various energy sources have caused political tensions between nations and confederations of states. Thus, partially to decrease the dependence on fossil fuels, a thorough transition towards renewable energies has been promoted by several regional and national governments as well as by multinational institutions such as the European Union. In this context, the automotive industry has particularly been held responsible for the production of negative externalities, such as global greenhouse gas emissions (GHG emissions), noise and air pollution. To a notable extent, these externalities were caused by vehicles running on fossil fuels such as petroleum products, including gasoline, diesel fuel and fuel oil. Accordingly, it is often argued that replacing vehicles run by internal combustion engines (ICEs) with so-called alternative fuel vehicles (AFVs), particularly with plug-in electric vehicles (PEVs), is crucial to increase the sustainability of the transport sector. Moreover, several EU-member states aim to reduce the vehicle-related petrol and diesel demand to decrease their dependence on foreign energy sources. However, one must consider that there are important economic costs related to such a transition process. This paper evaluates the short-term and long-term effects of fiscal policies on the European automotive market in the period from 2010 to 2018, focusing on the impact of mentioned public incentives for AFVs. This public interventionism will be critically evaluated to examine the effectiveness of government incentives in promoting AFVs, particularly for plug-in electric vehicles (PEVs). The author argues that the rather positive sales evolution of AFVs was not caused by corresponding actual customer demand but mainly by governmental policies in an increasingly interventionist market. He acknowledges that the growing variety of available PEV models, the increasing driving range of electric vehicles, as well as their decreasing production costs due to economies of scale, have helped PEVs to become more competitive. However, the concern should be raised that mentioned public interventionism is unsustainable from a macroeconomic perspective, possibly leading to significant market distortion and a new artificial market bubble. The narrowed focus on battery electric vehicles prevents the market from further elaborating on other potentially more sustainable technologies. Moreover, from a geostrategic perspective, the transition of the European automotive industry towards electrification is likely to reduce the EU’s dependency on imported fossil fuels but enables several non-European automotive brands to conquer a significant market with their new competitive plug-in electric vehicle technologies.
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Majstrović, Goran, Dražen Jakšić, Martina Mikulić, Davor Bajs, William Polen, and Albert Doub. "Impact of Adriatic submarine HVDC cables to South East European Electricity Market Perspectives." Journal of Energy - Energija 67, no. 3 (June 2, 2022): 41–44. http://dx.doi.org/10.37798/201867373.
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The ultimate goal in today’s electricity business in Europe is market integration on pan-European level that will introduce transparency and competition between market players, incentives to clean energy development, as well as high quality of supply to the end-customers. To achieve these goals, in South-East Europe (SEE) there are number of barriers and uncertainties, one of which is linked with the possible new undersea HVDC connections between SEE and Italy. With the support of the United States Agency for International Development (USAID) and coordination of the United States Energy Association (USEA), within the framework of the Southeast Europe Transmission System Planning Project (SECI), a detailed analysis has been accomplished on the impact of one or more undersea HVDC cables between Italy and SEE on power system operation and electricity market development [1]. Special emphasis to this analysis is given by the fact that SECI has been one of the longest running projects in the region. It started in 2001 with active participation of all regional TSOs, including continuous updating of power system and electricity market models and its harmonization of constant changes in power system planning. It is of utmost importance in the environment of constant changes of national power system development plans and needed further steps for full market opening and integration in the region. SEE power systems and market1 were modelled using the most relevant power system and market simulation and optimization softwares. Both system and market comprehensive models have been verified by all SEE TSOs. Study analyses were divided in two parts: 1) market analysis and 2) network analysis. The market study investigated expected generation pattern, power exchanges and wholesale prices in SEE, taking into account regional market synergy, the new links with Italy, and high level of RES integration. Bulgaria and Romania are currently the main exporters in SEE. Significant power exchanges in the North-South/Southeast direction are related to the fact that the GR, MK, ME, HR and AL are mainly importing, plus the influence of Italy importing over new potential HVDC cable(s). Network analysis dealt with power flows, network bottlenecks and voltage profiles in given market scenarios. Finally, the results of this comprehensive market simulation comprised of the following:
Countries electricity balance (production, consumption and exchanges)
Electricity prices for each country
Cross-border power exchanges (MWh/h) for each border in the region on hourly basis
HVDC link loadings (MWh/h) for each HVDC submarine cable on hourly basis
Location and frequency of market congestions in SEE (NTCs full between areas with price difference)
All those analyses have been performed in two different transmission network development scenarios:
Base case scenario: with planned HVDC ME-IT
Alternative scenario: with planned HVDC ME-IT, and HVDC HR-IT, and HVDC AL-IT
In this way one of the most important uncertainties (new HVDC links SEE – Italy) for future power system and market operation in SEE, have been evaluated both in technical and market sense, using the most relevant inputs and model.
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Karpilow, Alexandra, Gregor Henze, and Walter Beamer. "Assessment of Commercial Building Lighting as a Frequency Regulation Resource." Energies 13, no. 3 (February 1, 2020): 613. http://dx.doi.org/10.3390/en13030613.
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This paper evaluates the potential for automated lighting control as a resource for frequency regulation of the electric grid system in the context of current energy policies, economic incentives, and technological trends. The growing prevalence of renewable energy has increased the need for ancillary services to maintain grid frequency and stability. While demand side resources like heating, ventilating, and air-conditioning systems, as well as water treatment plants are already evaluated as regulation service providers, the potential application to electrical lighting systems has largely been ignored. Yet, aggregations of lighting systems that are retrofitted with intelligent controls could conceivably contribute to frequency regulation services with little impact on user comfort. To further explore the feasibility of lighting potential, this paper explores (1) how lighting control systems are limited by visual comfort perception and acceptability, (2) how such limitations impact the performance of the lighting system as an frequency regulation resource, and (3) how the market potential of lighting systems as demand side resources compares in different regional transmission organizations. Finally, the impact of developing technologies on the application of lighting systems for frequency regulation is discussed.
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Shostak, Oksana H., and Irina V. Panasiuk. "The state of aviation field during COVID-19 pandemic." Economies' Horizons, no. 3-4(18) (February 14, 2022): 54–63. http://dx.doi.org/10.31499/2616-5236.3-4(18).2021.243961.
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The global pandemic COVID-19 had a serious impact on the dynamics of air traffic. The purpose of this article is to analyze the change in air travel over the past 10 years and to describe the potential situation, threats and suggest alternative ways out of the crisis. As a result, we identified the following problems: insufficient funding for the aviation industry, lack of resources necessary for its development, low level of exports of civil aviation, no credit mechanisms to finance the production of aircraft, lack of incentives for domestic and foreign institutions to invest, lack of control over aviation companies . The largest decline in air travel occurred in 2020. We also see a decrease in flights from 2013 to 2014 in connection with the beginning of military clashes in eastern Ukraine. In 2021, new air carriers entered the Ukrainian market, including Flynas (low-cost carrier of Saudi Arabia) and Eurowings (German low-cost carrier). It was found that domestic flights through the airspace of Ukraine have increased. An important impetus for their growth is the development of regional airports with the prospect of creating a National Airline. The positive dynamics was influenced by the opening of new passenger flights (Kyiv-Uzhhorod, Chernivtsi-Kryvyi Rih) and the adoption of the draft law №5301, which extended the term of granting Ukrainian airlines a transitional period for the transition to the use of domestic aircraft. In the summer of 2021, flights resumed, and Ukrainians are actively flying to Turkey, Egypt and the Dominican Republic - the most popular destinations. As for Ukrainian airports, their passenger traffic has decreased significantly since 2019, more than twice. Therefore, we propose to look for ways to reduce airport costs and fees, reduce aircraft fleet to save on their maintenance, reduce staff, refocus on charter flights, reduce the tax burden and encourage investors, which is especially important.
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Wang, Weijun, Dan Zhao, Zengqiang Mi, and Liguo Fan. "Prediction and Analysis of the Relationship between Energy Mix Structure and Electric Vehicles Holdings Based on Carbon Emission Reduction Constraint: A Case in the Beijing-Tianjin-Hebei Region, China." Sustainability 11, no. 10 (May 23, 2019): 2928. http://dx.doi.org/10.3390/su11102928.
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In response to air pollution problems caused by carbon emissions, electric vehicles are widely promoted in China. Since thermal power generation is the main form of power generation, the large-scale development of electric vehicles is equivalent to replacing oil with coal, which will accordingly result in carbon emissions increasing if the scale of electric vehicles exceeds a certain limit. A relationship model between regional energy mix structure and electric vehicles holdings under the constraint of carbon emission reduction is established to perform a quantitative analysis of the limitation mechanism. In order to measure the scale of the future electric vehicle market under the constraint of carbon emissions reduction, a method called Extreme Learning Machine optimized by Improved Particle Swarm Optimization (IPSO-ELM) with higher precision than Extreme Learning Machine (ELM) is proposed to predict the power structure and the trend of electric vehicle development in the Beijing-Tianjin-Hebei region from 2019–2030. The calculation results show that the maximum number of electric vehicles must not exceed 19,340,000 and 26,867,171 based on emissions reduction aims and also the predicted energy mix structure in the Beijing-Tianjin-Hebei region in 2020 and 2030. At this time, the ratio of electric vehicles to traditional car ownership is 75.6% and 78.3%. The proportion of clean energy generation should reach 0.314 and 0.323 to match a complete replacement of traditional fuel vehicles for electric vehicles. A substantial increase in clean energy generation is needed so that the large-scale promotion of electric vehicles can still achieve the goal of carbon reduction. Therefore, this article will be helpful for policy-making on electric vehicle development scale and energy mix structure in the Beijing-Tianjin-Hebei region.
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Rover, Sandra, and Milan Tomic. "POTENTIALS AND OBSTRUCTION FOR THE DEVELOPMENT OF RURAL TOURISM OF THE REPUBLIC OF SRPSKA." Knowledge International Journal 28, no. 6 (December 10, 2018): 2179–84. http://dx.doi.org/10.35120/kij28062179s.
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The aim of this paper is to examine potentials and obstacles for the development of rural tourism in the Republic of Srpska. The analysis of both the potential and the integration of the entities crucial for the development of rural tourism, as well as the limiting factors that lead to stagnation in the development of rural tourism, is covered. Also, the goal is to explore the views of users and providers of rural tourism services and institutions dealing with the tourism industry on the state of the tourist offer and the limiting factors of its development. Rural destinations are becoming more attractive and more visited by tourists due to the natural environment, clean air, manifestations, possibilities of consuming traditional food and beverages, sports and various other activities. However, the ruin of rural tourism is reflected in the fact that it can violate the original form of rural space through various forms of environmental pollution of space, water and air. Preservation of existing resources is a necessity because the preserved environment is a prerequisite for the development of rural tourism. Republic of Srpska has seen a steady growth in the tourist visit in recent years, but there are still limiting factors for the development of rural tourism, which are most often seen in the poorly developed infrastructure of certain rural destinations, lack of accommodation capacities and the lack of qualified labor force, cooperation of several actors. It cannot be developed without the cooperation of regional and local authorities, non-governmental organizations, tourist organizations and businesses with local people. These actors should help the development of rural tourism through various subsidies, incentives, infrastructure construction and marketing.Republika Srpska faces the problem of insufficient promotion of tourism products, which reflects on the bad image of the entire tourism. The strong competition from the countries of the region, primarily Croatia and Montenegro, draws a large number of tourists, which points to the fact that the consumers of tourism services of the Republic of Srpska are in the highest estimate domestic guests of a poor standard of living. The development of rural tourism should be based on an integrated approach to development and care for resources. Only preserved resources can be a condition for the development of rural tourism now and in the future.
Book chapters on the topic "Regional clean air incentives market"
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Halvorson, Charles. "Markets for Bads." In Valuing Clean Air, 163–92. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780197538845.003.0007.
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By the mid-1980s, as the nation confronted new problems such as the ozone hole and long-standing issues such as acid rain, the Environmental Protection Agency (EPA) faced reduced political support for direct mandate interventions. Harnessing growing support for market-based strategies among environmental advocates, the EPA increasingly turned to incentives, tradable allowances, and other market-based policies in the 1980s. This shift culminated in the development of the nation’s first cap-and-trade program to address the problem of acid rain in the Clean Air Act Amendments of 1990. As the nation looked forward to new concerns including global warming, an era of direct mandates informed by natural rights to clean air and a healthy environment seemed to be at a close, supplanted by a new environmentalism that held out market-based policies and a monetary conceptualization of environmental value as a new model for governance.
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Ren, Xuefei. "Airpocalypse in Beijing and Delhi." In Governing the Urban in China and India, 91–117. Princeton University Press, 2020. http://dx.doi.org/10.23943/princeton/9780691203393.003.0005.
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This chapter investigates the differences between territorial and associational forms of governance that are apparent in the case of air pollution control. It examines Beijing's clean air campaign that is led by the municipal government and applies a territorial strategy of holding local officials responsible for reducing pollution within their jurisdictions. It also discusses New Delhi's clean air campaign that has been spearheaded by environmental non-government organizations (NGOs), which strategically mobilize the Indian Supreme Court to prod the Delhi government into action. The chapter examines how both Beijing and New Delhi's approach will not be effective in tackling the problem of air pollution. It speculates whether blue skies can return to Beijing and Delhi through a combination of factors that depend on strong government intervention, private-ector compliance, market incentives, and citizen participation beyond the urban middle class and NGOs.
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Hansen, Gail, and Joseli Macedo. "Urban Ecosystem Services." In Urban Ecology for Citizens and Planners, 85–94. University Press of Florida, 2021. http://dx.doi.org/10.5744/florida/9781683402527.003.0009.
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Urban ecosystem services describe the human/nature relationship in terms of benefits and values to human well-being. Services from nature include products such as food, resources such as clean air and water, and intrinsic benefits such as recreation opportunities. The challenge is to put a value on these services so there is incentive to protect them. One method is to assign a market value, either directly, such as the cost of food, or through proxy values such as tourism opportunities or real estate values. Cultural ecosystem services specifically consider the human/social relationship to nature in cities and human involvement in creating ecosystem services, such as parks, to provide cultural services. Market-based approaches, including tax incentives, policy regulations, and eco-certification programs are also strategies used to value services.
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Steinberg, Paul F. "The Big Trade." In Who Rules the Earth? Oxford University Press, 2015. http://dx.doi.org/10.1093/oso/9780199896615.003.0010.
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As we continue our exploration of who rules the earth, we find that the economy, once you look inside it, relies on a vast system of rules and regulations, its cogs and wheels spinning day and night to enable the countless transactions that make up a modern economy. The relation between markets and rules is a fascinating one, far more complex than is suggested by the usual debates over government regulation versus free enterprise. Markets rely on rules. But increasingly, the reverse is also true: Some of our most innovative environmental policies and regulations have embedded within them market incentives designed to promote pro-environment behavior. To appreciate the stakes, let’s begin by considering what is arguably the greatest environmental tragedy—and biggest environmental success story—of all time. The removal of tetraethyl lead from gasoline has had a profound impact on human health and well-being worldwide. The change began in the United States in the late 1970s, soon spread to Europe, and over the next two decades diffused throughout the entire world. This shift was prompted by an innovative set of rules that actually assigned property rights to poison—and in the process created incentives for widespread changes in corporate behavior. Under the Clean Air Act of 1970, the US Environmental Protection Agency had the legal authority to regulate tetraethyl lead, which had been added to gasoline since the 1920s to boost engine performance. The original decision to add “ethyl” to the chemical mixture sloshing around in our gas tanks took place despite dire warnings from health experts. Foremost among these was Alice Hamilton, Harvard’s first female professor and the country’s leading expert on the health impacts of lead, which she knew intimately from her studies of worker exposure in the largely unregulated “dangerous trades” of the time. In 1925, the US Surgeon General convened a special meeting to decide whether ethyl production could proceed despite the known health risks. Hamilton argued that it would be reckless to deliberately disperse throughout the air a substance whose toxic effects (notably damage to the human nervous system) were well known for centuries.
Conference papers on the topic "Regional clean air incentives market"
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Nigmatulin, Tagir R., and Vladimir E. Mikhailov. "Requirements for Gas Turbine Inlet Systems in Russia." In ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-59446.
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Russian power generation, oil and gas businesses are rapidly growing. Installation of new industrial gas turbines is booming to fulfill the demand from economic growth. Russia is a unique country from the annual temperature variation point of view. Some regions may reach up to 100C. One of the biggest challenges for world producers of gas turbines in Russia is the ability to operate products at power plants during cold winters, when ambient temperature might be −60C for a couple of weeks in a row. The reliability and availability of the equipment during the cold season is very critical. Design of inlet systems and filter houses for the Russian market, specifically for northern regions, has a lot of specifics and engineering challenges. Joint Stock Company CKTI is the biggest Russian supplier of air intake systems for industrial gas turbines and axial-flow compressors. In 1969 this enterprise designed and installed the first inlet for the power plant Dagskaya GRES (State Regional Electric Power Plant) with the first 100MW gas-turbine which was designed and manufactured by LMZ. Since the late 1960s CKTI has designed and manufactured inlet systems for the world market and been the main supplier for the Russian market. During the last two years CKTI has designed inlet systems for a broad variety of gas turbine engines ranging from 24MW up to 110MW turbines which are used for power generation and as a mechanical drive for the oil and gas industry. CKTI inlet systems with filtering devices or houses are successfully used in different climate zones including the world’s coldest city Yakutsk and hot Nigeria. CKTI has established CTQs (Critical to quality) and requirements for industrial gas turbine inlet systems which will be installed in Russia in different climate zones for all types of energy installations. The last NPI project of the inlet system, including a nonstandard layout, was done for a small gas-turbine engine which is installed on a railway cart. This arrangement is designed to clean railway lines with the exhaust jet in a quarry during the winter. The design of the inlet system with efficient multistage compressor extraction for deicing, dust and snow resistance has an interesting solution. The detailed description of challenges, weather requirements, calculations, losses, and design methodologies to qualify the system for tough requirements, are described in the paper.
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Kappanna, Hemanth K., Marc C. Besch, Arvind Thiruvengadam, Pragalath Thiruvengadam, Peter Bonsack, Daniel K. Carder, Mridul Gautam, et al. "Evaluation of Drayage Truck Chassis Dynamometer Test Cycles and Emissions Measurement." In ASME 2012 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/icef2012-92106.
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In 2006, the ports of Long Beach and Los Angeles adopted the final San Pedro Bay Ports Clean Air Action Plan (CAAP), initiating a broad range of programs intended to improve the air quality of the port and rail yard communities in the South Coast Air Basin. As a result, the Technology Advancement Program (TAP) was formed to identify, evaluate, verify and accelerate the commercial availability of new emissions reduction technologies for emissions sources associated with port operations, [1]. Container drayage truck fleets, an essential part of the port operations, were identified as the second largest source of NOx and the fourth largest source of diesel PM emissions in the ports’ respective 2010 emissions inventories [2, 3]. In response, TAP began to characterize drayage truck operations in order to provide drayage truck equipment manufacturers with a more complete understanding of typical drayage duty cycles, which is necessary to develop emissions reduction technologies targeted at the drayage market. As part of the broader TAP program, the Ports jointly commissioned TIAX LLC to develop a series of drayage truck chassis dynamometer test-cycles. These cycles were based on the cargo transport distance, using vehicle operational data collected on a second-by-second basis from numerous Class 8 truck trips over a period of two weeks, while performing various modes of typical drayage-related activities. Distinct modes of operation were identified; these modes include creep, low-speed transient, high-speed transient and high-speed cruise. After the modes were identified, they were assembled in order to represent typical drayage operation, namely, near-dock operation, local operation and regional operation, based on cargo transport distances [4]. The drayage duty-cycles, thus developed, were evaluated on a chassis dynamometer at West Virginia University (WVU) using a class 8 tractor powered by a Mack MP8-445C, 13 liter 445 hp, and Model Year (MY) 2011 engine. The test vehicle is equipped with a state-of-the-art emissions control system meeting 2010 emissions regulations for on-road applications. Although drayage trucks in the San Pedro Bay Ports do not have to comply with the 2010 heavy-duty emissions standards until 2023, more than 1,000 trucks already meet that standard and are equipped with diesel particulate filter (DPF) and selective catalytic reduction (SCR) technology as used in the test vehicle. An overview of the cycle evaluation work, along with comparative results of emissions between integrated drayage operations, wherein drayage cycles are run as a series of shorter tests called drayage activities, and single continuous drayage operation cycles will be presented herein. Results show that emissions from integrated drayage operations are significantly higher than those measured over single continuous drayage operation, approximately 14% to 28% for distance-specific NOx emissions. Furthermore, a similar trend was also observed in PM emissions, but was difficult to draw a definite conclusion since PM emissions were highly variable and near detection limits in the presence of DPF. Therefore, unrepresentative grouping of cycle activity could lead to over-estimation of emissions inventory for a fleet of drayage vehicles powered by 2010 compliant on-road engines.