Civil and Environmental Engineering, University of Waterloo , Waterloo, ON, Canada.
J Air Waste Manag Assoc. 2020 Nov;70(11):1121-1135. doi: 10.1080/10962247.2020.1781294.
On-road freight is a significant source of air pollutant and greenhouse gas emissions. The resulting economic damages can cross borders through processes of atmospheric fate and transport, regardless of whether that freight serves local or regional demand. Understanding patterns of freight demand and atmospheric processes can thus inform inter-jurisdictional efforts to mitigate multipollutant damages. We quantify how different freight trips across 49 census divisions in the Province of Ontario, Canada create an economic burden on downwind US receptors. We apply an integrated modeling approach combining a travel demand model, a mobile emissions simulator, and marginal damages from emissions. Economic damages include the increased risk of premature death from PM related to primary PM (represented by damages from inert primary PM), NO, SO, and NH, and the global effects of climate change from greenhouse gases (CO, CH, NO). Over 90% of the $1.4 billion (2010USD) in transboundary air pollutant damages at US receptors result from regional freight demand across Ontario in 2012. A single major freight corridor, the ON-401 expressway, contributes more than half of all damages. Most of these damages impact the states situated to the south and east of the province. Mean estimates of annual damages range from millions to tens of millions (2010USD) across major eastern metropolitan areas including New York, Boston, Philadelphia, and D.C. Most of these damages result from NO, which constitutes 95% of inorganic PM-related pollutant emissions by mass. Thus, targeting NOx from freight movements along the ON-401 expressway could avoid millions to tens of millions of damages annually in eastern US cities. These results indicate that local green freight policies may be unable to address the environmental burden at cross-border receptors. Cooperation is needed among local, provincial, and federal governments to encourage policies targeting the most harmful emissions along routes servicing regional freight demands. On-road freight movement in Ontario can yield billions of dollars in annual economic damages to US residents through its effects on air pollution and climate change. We use an integrated modeling approach combining an on-road freight travel demand, mobile emissions, and marginal damages of emissions to quantify and study these economic damages. Regional freight contributes approximately 90% of damages, with one major freight corridor, the ON-401 expressway, contributing 59%. Most damages derive from emissions of NOx and amount to millions to tens of millions of dollars in annual damages across major Eastern US cities. Thus, targeting NOx from freight movements along the ON-401 expressway could avoid millions of damages annually in eastern US cities.
道路货运是空气污染物和温室气体排放的重要来源。无论这些货物是满足当地还是区域需求，其通过大气命运和运输过程造成的经济损失都可能跨境。因此，了解货运需求和大气过程的模式可以为缓解多污染物损害的跨辖区努力提供信息。我们量化了加拿大安大略省 49 个普查分区的不同货运旅行如何给下风处的美国接收者造成经济负担。我们应用了一种综合建模方法，该方法结合了出行需求模型、移动排放模拟器和排放的边际损害。经济损害包括与初级 PM（由惰性初级 PM 造成的损害表示）、NO、SO 和 NH 相关的 PM 引起的过早死亡风险增加，以及温室气体（CO、CH、NO）引起的全球气候变化影响。在 2012 年美国接收者的跨境空气污染物损害中，超过 14 亿美元（2010 年美元）的损失来自安大略省的区域货运需求。一条主要的货运走廊，即安大略省的 401 号高速公路，贡献了超过一半的所有损害。这些损害大多影响到该省南部和东部的州。在包括纽约、波士顿、费城和华盛顿特区在内的主要东部大都市区，每年的损害估计数从数百万到数千万（2010 年美元）不等。这些损害大多来自 NO，它占与无机 PM 相关的污染物排放量的 95%。因此，沿 401 号高速公路的货运活动针对 NOx 进行目标定位，每年可避免在美国东部城市造成数百万至数千万的损害。这些结果表明，当地绿色货运政策可能无法解决跨境接收者的环境负担。地方、省和联邦政府之间需要合作，鼓励针对服务于区域货运需求的路线上最有害排放的政策。安大略省的道路货运每年可通过其对空气污染和气候变化的影响给美国居民造成数十亿美元的经济损失。我们使用综合建模方法，结合道路货运出行需求、移动排放和排放边际损害，对这些经济损害进行量化和研究。区域货运约占损害的 90%，其中一条主要货运走廊，即安大略省的 401 号高速公路，占 59%。大多数损害来自 NOx 的排放，每年在主要的美国东部城市造成数百万至数千万美元的损失。因此，沿 401 号高速公路的货运活动针对 NOx 进行目标定位，每年可避免美国东部城市数百万美元的损失。
