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The vehicle mileage fee is a strong candidate to mitigate the funding gap in surface transportation caused by the declining purchasing power of fuel tax revenue, the emergence of hybrid and electric vehicles, and more restrictive corporate average fuel economy standards. This study computes the vehicle mileage fee on the basis of the marginal cost of travel and internalizes various externalities such as congestion, infrastructure deterioration, pollution emissions, and greenhouse gas emissions. Multiple regression models and discrete choice models are developed on the basis of the 2009 National Household Travel Survey data to analyze the impacts of the proposed marginal-cost vehicle mileage fee on vehicle ownership, fuel efficiency, vehicle miles traveled, energy consumption, emissions, and equity. In addition, the sensitivity of these impacts to exogenous fuel price volatility is estimated quantitatively. Results show that with consideration of all aforementioned externalities, the marginal-cost vehicle mileage fee by vehicle make and model would range from 7.7 to 9.1 cents/mi, which is much higher than the per mile equivalent of the current fuel taxes (about 1.2 cents/mi). Household vehicle use behavior is much more sensitive to the marginal-cost vehicle mileage fee than vehicle ownership decisions, with a significant (27.1%) reduction in vehicle miles traveled, but a minor increase in vehicle fuel efficiency (up to 4.2%). Nevertheless, the marginal-cost vehicle mileage fee can reduce energy consumption and pollution or greenhouse gas emissions by about a fourth. These sustainability benefits are even more significant if fuel prices continue to increase. Without consideration of the benefits from revenue redistribution, lower-income households, as expected, would be hurt more than higher-income households (1.3%).

A rod-shaped, yellow-pigmented, Gram-stain-negative, non-motile and aerobic bacterium, designated 7-3AT, was isolated from soil from King George Island, maritime Antarctica, and subjected to a polyphasic taxonomic study. Growth occurred at 4–37 °C (optimum, 20°C) and at pH 5.0–9.0 (optimum, pH 7.0–8.0). Tolerance to NaCl was up to 4 % (w/v) with optimum growth in the absence of NaCl. The results of phylogenetic analysis based on 16S rRNA gene sequences indicated that strain 7-3AT represented a member of the family Flavobacteriaceae . Strain 7-3AT showed the highest sequence similarities with Kaistella yonginensis HMD 1043T (96.65 %), Kaistella carnis NCTC 13525T (96.53 %), Kaistella chaponensis DSM 23145T (96.27 %), Kaistella antarctica LMG 24720T (96.13 %) and Kaistella jeonii DSM 17048T (96.06 %). A whole genome-level comparison of 7-3AT with K. jeonii DSM 17048T, K. antarctica LMG 24720T, K. chaponensis DSM 23145T, and Kaistella palustris DSM 21579T revealed average nucleotide identity (ANI) values of 79.03, 82.25, 78.12, and 74.42 %, respectively. The major respiratory isoprenoid quinone was identified as MK-6 and a few ubiquinones Q-10 were identified. In addition, flexirubin-type pigments were absent. The polar lipid profile of 7-3AT was found to contain one phosphatidylethanolamine, six unidentified aminolipids (AL) and two unidentified lipids (L). The G+C content of the genomic DNA was determined to be 34.54 mol%. The main fatty acids were iso-C15 : 0, summed feature 9 (comprising iso-C17 : 1ω9c and/or C16 : 0 10-methyl), anteiso-C15 : 0, iso-C13 : 0 and summed feature 3 (comprising C16 : 1ω7c and/or C16 : 1ω6c). On the basis of the evidence presented in this study, a novel species of the genus Kaistella , Kaistella flava sp. nov., is proposed, with the type strain 7-3AT (=CCTCC AB 2016141T= KCTC 52492T). Emended descriptions of Kaistella yonginensis , Kaistella jeonii , Kaistella antarctica and Kaistella chaponensis are also given.

Properly structured vehicle mileage fee systems may help transportation professionals and officials at all levels address prominent issues such as funding gaps, traffic congestion, and emissions. In theory, vehicles should be assessed a user fee equivalent to the full marginal cost not borne by users. The full marginal cost of auto and truck travel in different time periods on all roadways in Maryland was estimated. The study evaluated the impacts of such marginal-cost vehicle miles traveled (VMT) fees on travel behavior, revenue generation, equity, pollution, and greenhouse gas emissions in Maryland and the surrounding states of Delaware, Pennsylvania, Virginia, and West Virginia, and the District of Columbia. Results showed that with consideration of all driving externalities, the marginal-cost VMT fee for travel in Maryland during peak periods ranged from 0.20 to about 12.16 cents/mi and from 3.91 to about 45.33 cents/mi for cars and trucks, respectively. Compared with existing revenue policy, the marginal-cost VMT fee could reduce overall VMT by 7.65% in the multistate region covered by the quantitative model and by 7.81% just in Maryland. Also, air pollution and greenhouse gas emissions in Maryland could be reduced by 7.62% to 9.42% by pollutant type. Total revenue generation would increase by about 168% (including fuel taxes and bridge and roadway tolls). In regard to income equity, the middle-income group would be hurt most (largest consumer surplus decrease), while the highest-income group would be hurt least. Results also indicated that the proposed marginal-cost VMT fee in Maryland could affect neighboring states to varying degrees.

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