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Rise in length of haul (LOH) of business establishments and the associated greenhouse gas (GHG) emissions are a major concern for planners and policymakers, require extensive investigation. This paper quantifies various factors like business age, gross floor area, employment, the build environment variable on LOH, and associated GHG emission using EBFS data. Survival analysis has been utilized for the analysis. The aggregated LOH model provides a comparative analysis of LOH across different industry sectors and demonstrate that gross floor area, business age, and employment are positively associated with LOH. Subsequently, disaggregated LOH models are reveal the influencing parameter of LOH of a particular industry category. Lastly, GHG models show the influence of fleet ownership level on GHG emissions across different industry sectors. The outcomes will be beneficial for planners and policymakers to develop industry-specific regulations on land use, employment restructuring, and subsidies for owning different types of commercial vehicles. • Effect of various establishment characteristics on length of haul (LOH), and associated GHG emission have been quantified. • Survival analysis has been utilized to determine the influencing factors of LOH and associated GHG emission. • Three different models: Aggregated industry sector model, Disaggregated industry sector model and GHG emission model have been developed. • The understanding of this research on LOH and associated emissions provides clear insights for urban planners about the factors resulting in enhanced LOH and emission. [ABSTRACT FROM AUTHOR]

• Establishment-level analysis to put a price on greenhouse gas emission in freight transport sector. • Latent class analysis to divide establishments based on fleet-ownership patterns. • Examines the determinants of freight transport emission disaggregated by fleet segments. • Gross emitters in each fleet ownership segment are modeled for targeted policy interventions. • Implications for designing carbon tax and trading programs in developing economies like India. Concerns over transport energy consumption and greenhouse gas emissions have lately prompted significant attention towards vehicle ownership patterns and the distributional implications of climate mitigation policies. This paper contributes to freight transport literature by examining how establishments can be meaningfully grouped using their fleet ownership pattern (size and composition) and how these segments vary in their freight travel pattern and CO 2 emission levels. The analysis performed using an establishment-based freight survey dataset from Kerala, a coastal state in India, revealed five latent classes of fleet ownership. The determinants of freight transport emissions and the gross emitters in fleet segments are presented subsequently by analyzing how the establishment-level characteristics (employment, business age, industry sector, value density, and relative location) explain the variation in CO 2 emissions. The study findings offer insights for designing effective carbon policy instruments and incentive schemes to regulate the establishment-level freight travel pattern and control transport emissions. [ABSTRACT FROM AUTHOR]

[Display omitted] This paper assessed the impact of five different WMA additives categorized under organic, chemical and foaming-based technologies on the energy requirement and green house gas (GHG) emissions. The maximum bearable cost, corresponding to different additives, was determined to assess the optimal choice of warm mix technologies. Results demonstrated that the addition of WMA additives lowers the heat energy by 3–12% compared to HMA. Although diesel is the most expensive fuel (considered in this study), its use can offset the cost of additives, for some WMA additives, namely: SR0.7, C0.2, C0.35, and R0.4. Calculations indicated that among the various warm mix additives, Sasobit Redux produces least emissions, followed by Aspha-min, Rediset, Sasobit, Cecabase, and viscosity graded binder. It was concluded that the use of WMA technologies can provide possible cost savings, and reduction in GHG emissions. [ABSTRACT FROM AUTHOR]