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8 1.4.4 Future Regulations and better satisfaction of those regulations. Based on the specifics of each regulation and the needs of the airport op- Appendix A notes a number of initiatives that are under- erator, the inventories could be similar to those developed way that could lead to regulation and/or the required report- as part of a climate action plan or a subset corresponding to ing of GHGs. At this time, it is not possible to estimate the specific projects. specific format and requirements of such regulation. It is pos- In addition to, or as part of, the GHG emissions tracking sible that a unique reporting protocol might be necessary. work, an airport could potentially position itself to gener- However, it is also likely that one of the earlier formats would ate revenues through carbon trading. As the carbon trading also serve those needs. market becomes more established than it is currently, airports Perhaps the single most important regulation that could may be able to take advantage of the opportunities. be enacted would come from USEPA. A national mandate to track and reduce GHG emissions could have far-reaching im- plications on all aspects of developing GHG inventories for 1.5 Airport Source Contributions airports. The recent lawsuits against USEPA by Massachusetts to Greenhouse Gas Emissions and California provide some indications of the pressures placed Aviation is just one mode of transportation that, in turn, on USEPA to develop legislation. is just one of many GHG emitting sectors. As shown in Fig- ure 1-3, in the United States, the transportation sector is the An inventory developed in anticipation of future second largest emitter of GHGs; the first is electricity gener- regulations may be as comprehensive as one de- ation (USEPAa 2007). veloped for a climate action plan or a subset, Within the transportation sector, ground vehicles (e.g., auto- and it would help the airport be better prepared mobiles and trucks) comprise most of the GHG emissions, as for the regulations. indicated in Figure 1-4. An inventory developed in anticipation of future regula- Aviation accounts for 11% of transportation GHG tions would allow an airport operator to be better prepared emissions and is the only source that emits directly to handle any actual regulations that are enacted. The in- into the higher levels of the atmosphere. ventory would allow better tracking of emissions over time, "U.S. Territories" Commercial (Other sources) 4% Residential 1% 6% Transportation 33% Industrial 15% (Source: EPAa 2007) Electricity Generation 41% Figure 1-3. U.S. GHG emissions by sector.