Summunize aut in 2-3 wradq Development of a Fuel Consumption and Mileage Allocat

Question

Summunize aut in 2-3 wradq Development of a Fuel Consumption and Mileage Allocation Model to Support Mileage-Based User Fee Research in Washington State Mark Matteson, Noah Crocker, Lizbeth Martin-Mahar, and Carl See ttidaand '9 called a road unae charge(RUC)(Wahingn Sane Laws of 2014 policy makers in Washingse State bepan exploring a per mile road usage charge (RUC, to replace the cumvnt fud tax. 1. 2014, the leg9- lature directed the developmend a concept of eperati. In Ruc, Chger222.Sectons20So and| The Incal. a tel economy estima elor the mevde dakla. mination ofa ragional etimale of the effective fudl ecomomy of the lighchange from the fucl tax to a RLUC on rhun and url driven duty fleet. At the same time, the lrilature called fr .. m-ion of the distribational impacts of the RUC, speically for urban and rural ributional impacts of a RUC, in lieu of developing an cceomikc Tooteain a local fuel econ my ount, a d kevalue the member of vehicle miles traveled (VMDwas developed. Information of vehicle miles travelod (VMT) and faci econcmy hased on sae from national data sets on fuel ecosomy and on mambers of VMT was vehicle records and supplemented with foel econcomy and mileage asigeed to state whicke iceaning records by use of a statistical matching estaties from esternal sources The vehicle data were espanded vehicle identi After calculation of the fuel consmmption of individual ei through a process of extraction of data related to the the model was calibrated with institutionally reported etimates fication number (VIN) Vebicle records wore then manched with fuc of VMT. The competed economy data and data on the umber of VMIT from sational sounce f of statewide fuel consmmption and numbers model estimated the fuel economy Isr the atewide light-duty niet for calendar year 2014 io be 19.5 ng, more than 30% k-than eer, rough te useof·stmaal mahtEnos hrpresodd estimates Application of the compluted model to number of VMIT, which allowod the calculation of the effective active lighe-daty hochold a of veliles that are more fuel based vehicke fleet in June 2014. The comprchensive model aho average foel accmomy for Wiashingio the distrilbutional analysis reslts showeed that drivers would tend to pay more in wser fees than fuel taxes for class Virtually no differences in impacts provided a resounce for disaributional subecasi queries, appliod e a nd however to the ak of evaluating the disributional offacts of a RUC The model resaltbs showod the fuel ecomomy of the Wshingos for the same time period. Application of the model so an anaysis the osults comoborated conclusions from peevicus work that sed coenty-Jevel analysis revealed that certain reral couaties benefic from Manal obe 195 mre than 10% kwetan of the distributional impacts for a transiion oa RUC howd Since the mid-2000%, the fuel tax's principal hasc, taves from the con sumption of gasoline of changes i other faxtons. In response, policy makens, practidioeers researchers have explored the use of mileage-based user fees as a means to address this structurall evenue issac. In 2014, afior initial aa from the 2009 National Hounchold Travel Survey INHTS) F thfucl tax). C with a RUC n wih the fut tac) and diesel fucl, has stagnated as a comsogeence n technology, consumer demand, and repulations, among substate classes of vehickes for which the avarage fuct acosony f less than the statewide averags, drivers of the and academic for cach class was vehicles realizeod a tax henctit (hcy paild less wis a RUC n vi nvencly, for subtate classes of vehickes for which the average fucl ecnomy for each class was mone tdhntheewid rc. of the use of such fees for mone thas 2 yean, the Washingion State legislature diecled the Tranporta-ge, the drivon ofthe veicls realizod a tas cost obl tion Commission to develop a concept of operations and porform a uacion Commassion PO Box 47308.iympi WA 96504 7308 ComespondingRescarchers have explored the un of a RUC as a meams auchor: M. Mateson, mart the structural problems facing the fuel tax since the carly 2000s tributional impacts of transition fromthe hel tax ao a RUC. with a focus on the aquity and economic limpacs across incone grou O 10.3141/2597-02

Explanation / Answer

Mileage based user fee.

Basically the user pay for road use in this on a per mile, rather than per gallon basis, revenues increase or decrease with vehical miles traveled. In 2014 after initial research of use of such fees for more than 2 years, the Washington state legislature directed to develop a concept of operations and perform a corresponding financial analysis for a state mileage based user fee called RUC. In lieu of developing an economic model, the authors developed a model for allocation of the number of VMT.

Vehicals records were then matched with fuel economy data and data on the number of VMT from national sources through statistical matching process. Thereafter full scale model for allocation of fuel consumption and the number of VMT allowed calculations of effective average fuel economy.

Showing that a chance from the fuel tax to the RUC would be a short run tax benefit to drivers of light duty vehicals that are less fuel efficient than average and a tax cost to drivers of light duty vehicals that are more fuel efficient than average. This was belived to reduce fuel consumption, reduce total miles traveled, reduce emissions, reduce congestion, but certain rural areas achieve an aggregate tax benefit if a milage fee replaces the fuel tax.

---------------------------------------

I think this article is really very informative and is also presented very well with the help of stats and graphs that shows the contrast.This article also had a proper distribution of data as well as topics and headings, and was concluded with a proper conclusion.

------------------Hope it helps-----------------

Related Questions

Navigate

• Browse (All)
• Browse S
• Subjects

---

---

Integrity-first tutoring: explanations and feedback only — we do not complete graded work. Learn more.