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Objective: The benefit-cost analysis will evaluate the environmental benefits for AERIS applications on a nation-wide basis; this is a preliminary analysis, as better information becomes available, the analysis will be revisited
Output: Results will be used as part of prioritization of applications, comparing applications on a standard baseline to support a programmatic “go” or “no-go” decisions on individual applications and/or TCs
Follow-Up: Detailed modeling and simulation on the applications and TCs will lead to revised benefit and cost estimates that will be introduced to the Benefit-Cost Analysis model to improve analyses
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Objective: The benefit-cost analysis will evaluate the environmental benefits for AERIS applications on a nation-wide basis; this is a preliminary analysis, as better information becomes available, the analysis will be revisited
Output: Results will be used as part of prioritization of applications, comparing applications on a standard baseline to support a programmatic “go” or “no-go” decisions on individual applications and/or TCs
Follow-Up: Detailed modeling and simulation on the applications and TCs will lead to revised benefit and cost estimates that will be introduced to the Benefit-Cost Analysis model to improve analyses
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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Spacing – (2008 CBA) – 2035
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Connected vehicle infrastructure availability is not a guarantee that an AERIS application is installed.
Would the deployment rate for mobility or safety applications be similar?
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Would the compliance rate for mobility or safety applications be similar?
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To build the baseline scenario – we utilized the NEMs model output from the DOE. This model takes into account the various parameters including population growth, economic growth, and energy prices to derive the vehicle miles travelled.
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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e.g. Rural America has 65 times the freight travel of Miami, but only 2.5 times the signal crossings
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The objective of the BCA is to assess the benefits and costs of the applications for the entire United States.
The first step is to develop a “baseline” scenario (which includes connected vehicle infrastructure installed for safety and mobility applications), this is the world without AERIS applications and includes projections of fuel prices, vehicle miles travelled, etc.
The second step is to estimate benefits for the applications on a unit basis (i.e. per vehicle). These values are then monetized ($) for each environmental benefit category (GHG and criteria pollutant emissions and fuel savings). The unit benefits and monetary values change over time, this is accounted for in the model.
The third step is to estimate the costs on a unit basis (i.e. per road mile) associated with the applications. Cost elements may have capital and/or operating costs as well as a life associated with the element. These are accounted for in the model.
The deployment assumptions for baseline RSEs, OBEs, and applications are utilized to determine the number of applications deployed and requirements for cost elements and benefit potential. The model calculates benefits and costs for the nation for each year in the analysis and net present value (the discounted (7%) value of the cumulative project).
There is a great deal of uncertainty and we conducted some initial sensitivity analyses including testing assumptions related to deployment as well as compliance rate.
A similar model is being used for analyses in the Road Weather Program and CDDS
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When fully deployed – fuel savings is ~$450 per person; applications reduce GHG by
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When fully deployed – fuel savings is ~$450 per person; applications reduce GHG by
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Future analyses will investigate how the applications interact; i.e. will the benefits be additive, more, or less?
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