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From page 1... ... Most U.S. transit agencies are already helping to reduce GHG emissions just by operating their current services, but transit agencies can further reduce GHG emissions and achieve other important goals by implementing strategies to increase ridership and improve the efficiency of their operations. Read the entire page →
From page 2... ... These strategies will reduce GHG emissions as long as displaced emissions are not outweighed by higher emissions from transit vehicles. � Increasing vehicle passenger loads (93% of respondents planning or implementing) Read the entire page →
From page 3... ... Transit agencies can expect federal, state, and local policies on GHG emissions to affect the way they do business in the future. Nearly two-thirds of survey respondents are located in states and cities that have policies related to GHG emissions, including GHG reduction targets, vehicle-miles-traveled reduction targets, and climate action plans. Read the entire page →
From page 4... ... Using existing research, agencies can begin to account for the benefits that their services provide to GHG emissions. Transit agencies can also develop new strategies that both reduce GHG emissions and meet other agency priorities. Read the entire page →
From page 5... ... agencies of different sizes and geographies were included. Most transit agencies in the United States are already Candidates were identified with the help of panel memhelping to reduce GHG emissions from transportation bers and APTA. Read the entire page →
From page 6... ... Chapter five explains techniques to estimate the impact of transit and The survey included questions about a wide range of transit strategies on GHG emissions. Chapter six discusses topics such as long-range planning, transit facilities, envi- relevant planning and policy issues for transit agencies. Read the entire page →
From page 7... ... Public Climate change may have potentially catastrophic effects transportation also produces GHG emissions from buses, on both the natural and human environments as it dis- trains, and other transit vehicles, but these modes account rupts ecosystems and threatens buildings, infrastructure, for less than 1% of total emissions from the U.S. transportaand human health. Read the entire page →
From page 8... ... Vehicles also emit small amounts of CH4 and mile by mode (Source : Hodges, Public Transportation's Role in Responding to Climate Change, Federal Transit Administration, N2O from their tailpipes. Emissions of these gases depend on U.S. Read the entire page →
From page 9... ... synthesis are provided in tons of CO2 or, if other gases are Discussion and analyses of GHG emissions from transporta- included in the figure, tons of CO2e. The term "GHG emistion are often limited to CO2 emissions. Read the entire page →
From page 10... ... The average commuter agencies can also reduce and minimize their own GHG driving this distance can reduce GHG emissions from her car emissions by using efficient vehicles and alternative fuels, by 20 lb a day, or 4,800 lb per year, by switching to public and decreasing the impact of their auxiliary functions such transit (4) Read the entire page →
From page 11... ... transit agencies can directly reduce GHG emissions train, or vanpool, but when transit vehicles fill all their seats, by increasing ridership on their existing services, so that more they are more efficient than a four-person carpool. A typical people leave their cars at home on a daily basis. Read the entire page →
From page 12... ... Commuter rail systems and subway service will tend to increase GHG emissions from transit as systems free up even more space on the road. The scale of more miles are traveled by transit vehicles, but total trans- the benefit per vehicle depends on the passenger load. Read the entire page →
From page 13... ... Tailpipe emissions from transit vehicles are the primary source of GHG emissions from transit. All transit vehicles Transit-oriented development (TOD) Read the entire page →
From page 14... ... Each of these processes within the life cycle of the Facilities, Stations, and Maintenance Yards vehicle uses carbon-based energy and is therefore responsible for GHG emissions. Transit agencies use energy not only in transit vehicles, but also in all buildings and structures that they maintain. Read the entire page →
From page 15... ... Traction energy, or energy used to propel transit vehicles, accounts for NET IMPACT OF U.S. TRANSIT ON GREENHOUSE GAS EMISSIONS 79% of emissions. Read the entire page →
From page 16... ... transit vehicles in some regions, because it accounted � Bus systems have smaller, but still important impacts for regional variations in sources of electricity. The to reduce GHG emissions. Read the entire page →
From page 17... ... 1. Reducing GHG emissions is a principal factor in the Results from the survey of transit agencies in Table 3 agency's decision to pursue these strategies. Read the entire page →
From page 18... ... . To reduce GHG emissions, expanded transit service must A 2007 study by ICF International found that approxiachieve some minimum vehicle occupancy rate. Read the entire page →
From page 19... ... King County Metro is recon- ridership on existing vehicles also tends to be a more costsidering plans to expand service in light of budgetary short- effective way to reduce GHG emissions than increasing the falls. The Washington Metropolitan Area Transit Authority supply of public transit. Read the entire page →
From page 20... ... Longer trip times and less reliable trip times on transit Various strategies can boost transit ridership by improv- are a major deterrent for many would-be transit users. To the ing riders' experiences traveling to and from transit stops. Read the entire page →
From page 21... ... . A forthcoming TCRP Synthesis will report on the costs and benefits of transit preferential treatments in Very little information is available on the effectiveness U.S. Read the entire page →
From page 22... ... ing with maximum passenger loads and have problems with Individual transit agencies may find that they can selectively overcrowding. Faced with this problem, BART is removing cut underutilized service to reduce net GHG emissions, but some seats from trains to accommodate more passengers on the GHG impacts of service cuts depend on the broader net- each vehicle. Read the entire page →
From page 23... ... Most are aware that such strategies can reduce GHG emissions, and almost half said that reducing GHG Transit agencies can contribute to other local planning emissions is a factor in their decision to pursue such strate- efforts that promote TOD and compact development. These gies. Read the entire page →
From page 24... ... Transit agencies transit vehicles, fuels, and operations. Alternative vehicle in regions of the country with relatively low-emitting electechnologies and fuels have received particular interest in tricity supplies, such as King County Metro in Washingthe transit industry, but conventional vehicles and fuels also ton State, benefit from lower electricity emissions. Read the entire page →
From page 25... ... . The impact of alternative fuel and vehicle technologies on degree to which alternative bus propulsion technologies and GHG emissions varies by fuel and vehicle type as well as by fuels can reduce GHG emissions on a per mile basis. Read the entire page →
From page 26... ... Fuels produced from crops, including corn- powered by conventional technologies, such as lightweight based ethanol and soy-based biodiesel, cause some additional diesel buses. Another third are operating or planning to purGHG emissions from the conversion of natural lands to agri- chase electric vehicles. Read the entire page →
From page 27... ... For example, Palm Tran in Palm Beach County, Florida, is installing electric fan kits Of the agencies using or planning to use alternative fuels, on bus vehicle engines to improve fuel efficiency. again more than three-quarters cite reducing GHG emissions LACMTA is considering installing improved batteries as a reason, and more than one-third cite reducing GHG emis- on their CNG buses to reduce idling, and is converting sions as a principal reason (Montgomery County DOT, South- some of its buses to run on electric power. Read the entire page →
From page 28... ... Transit agencies can contrib 22% 66% 76% ute to lowering overall GHG emissions from the con nance programs Vehicle engine struction industry by recycling waste from their own 24% 24% 44% construction activities. retrofits Driver education 27% 44% 61% � Reduce emissions from on-road transportation of materials, construction workers, and waste -- Any Other strategies 17% 20% 29% measures that reduce the amount of materials and 90% waste transported will reduce GHG emissions. Read the entire page →
From page 29... ... Almost one-third of agencies indicated that reducing GHG emissions was a principal factor in their decision (Southwest Ohio Regional Transit Authority, Jacksonville Transporta tion Authority, Community Transit, TransLink, Sound Tran sit, LACMTA, Hampton Roads Transit, Sarasota County Area Transit, Foothill Transit, and TriMet) Read the entire page →
From page 30... ... � BART and New Jersey Transit use hybrid vehicles in Reducing GHG emissions was a principal factor for almost a their nonrevenue fleets. quarter of these agencies (Montgomery County DOT, Southwest Ohio Regional Transit Authority, Jacksonville Trans- A report commissioned by the FTA will supplement portation Authority, Sound Transit, LACMTA, Hampton current knowledge on strategies to reduce emissions from Roads Transit, Sarasota County Area Transit, and Foothill transit agencies' operations. Read the entire page →
From page 31... ... GREENHOUSE GAS EMISSIONS IN DECISION MAKING GHG emissions were more likely to play even a small Transit agencies may implement strategies that reduce GHG role in decision making for strategies that reduce agencies' emissions for many other reasons than reducing GHG emis- emissions than for strategies that reduce emissions from the sions. Many of the strategies discussed provide important transportation sector. Read the entire page →
From page 32... ... Three studies will be levels, and have highlighted some key factors in determining released in 2009: strategies' net impact on GHG emissions. � Moving Cooler, a forthcoming report from the Urban Many states have undertaken their own research on strat- Land Institute, will investigate strategies that could be egies to reduce transportation GHG emissions, including implemented to reduce GHG emissions from personal transit strategies, as part of climate action plans. Read the entire page →
From page 33... ... 33 � Capturing operational efficiencies through dedicated Chapter five describes techniques to analyze the impact lanes and signal timing, as well as centrally managed of transit on GHG emissions through mode shift, reduced dispatching; and congestion, compact development, and reductions from � Potentially switching to low carbon alternative fuels transit vehicles and agency operations. Read the entire page →
From page 34... ... 21 Quantifying the impacts of transit systems and of transit Fugitive emissions of strategies on GHG emissions is a relatively new effort. For natural gas years, state DOTs, MPOs, and transit agencies have esti- Nitrous oxide Gasoline and diesel 310 mated the impact of transit strategies on criteria pollutants, (N2O) Read the entire page →
From page 35... ... The impact of displaced vehicle trips on often been included in analyses of the impacts of transit GHG emissions is then estimated using figures for aversystems than in analyses of transit strategies. age light-duty fuel efficiency from the Energy Information Administration or EPA, and standard factors of GHG emis The following sections describe proposed and commonly sions per gallon of fuel. Read the entire page →
From page 36... ... CONGESTION MITIGATION The recent CALPIRG study used TTI's figures for fuel savings without adjusting for regional mode shift factors. Transit agencies can use several different techniques to esti- That study produced estimates of GHG emissions reduced mate the additional GHG emissions reduced by their service by individual transit agencies across the country. Read the entire page →
From page 37... ... Leverage factors can be applied to mode shift effects cal culated for existing services or to mode shift effects projected Leverage factors can be estimated for specific urban for specific strategies, although transit agencies should take regions, for specific transit modes, and for individual transit care in interpreting the latter. By using a leverage factor, services. Read the entire page →
From page 38... ... Changes in fuel or vehicle technologies produce measurable changes in GHG emissions on a per mile basis. Simple reduction fac- FIGURE 17 Life-cycle GHG emissions from various propulsion tors, such as those provided in Table 7, can be applied to the technologies (Source : Clark, et al., Transit Bus Life Cycle Cost and Year 2007 Emissions Estimation, Federal Transit target vehicle population to estimate emission reductions. Read the entire page →
From page 39... ... TABLE 13 AGENCIES ANALYZING DISPLACEMENT EFFECT OF EXISTING SERVICE (% of 41 respondents) Analysis FIGURE 18 Life-cycle analysis of GHG emissions from rail Displacement effect on VMT, fuel use, or 44% systems: grams CO2e per PMT (Source : Chester, Life-cycle GHG emissions from private autos Environmental Inventory of Passenger Transportation in the Compact development effect 34% United States, Institute of Transportation Studies, Dissertations, University of California, Berkeley, 2008. Read the entire page →
From page 40... ... Nearly half of agencies surveyed said � "Hard to quantify congestion and land use effects; that they are aware of APTA's guidance, and many said that thus, transit's emissions reduction potential is likely they are using or planning to use the guidance. Other sources underestimated." cited included climate action plans and guidance from Wash- � "It is difficult to estimate GHG reductions resulting ington State. Read the entire page →
From page 41... ... A sample Climate Action Plan would emissions (mobile and embodied) across life cycle is also be helpful." quite an in-depth analysis...We haven't been able to � "We have only analyzed GHG impacts at a very gross move beyond simple default values...due to resource level to date. Read the entire page →
From page 42... ... with public perception and policy makers locally, if agencies are seen as emitters of GHGs and their benefits in displacing Some transit agencies have already compiled emissions GHG emissions are not fully recognized. inventories, either for internal use or for reporting to The Climate Registry or other organizations. Read the entire page →
From page 43... ... also reduce GHG emissions. Strategies that reduce the use of electricity and fuel through either operational Cost-effectiveness of individual strategies can vary changes or relatively inexpensive upgrades to facilities widely. Read the entire page →
From page 44... ... Assigning a cost to GHG emissions allows GHG impacts to be included in a CBA of strategies, in which all impacts Although more than a quarter of all agencies surveyed of a given strategy are monetized. A CBA analysis includ- reported that they have estimated or are estimating the costing GHG emissions was conducted for conventional diesel, effectiveness of strategies in terms of $/VMT or $/ton, very hybrid diesel-electric, and CNG buses used by the New York few transit agencies have yet to undertake a comprehensive City Transportation Authority. Read the entire page →
From page 45... ... TCRP Report 93 does include a reduce GHG emissions in its recently published Climate suggested methodology to compare the cost-effectiveness Action Plan; however, the plan does not provide information of various alternative vehicle technologies to reduce GHG on the cost-effectiveness of strategies, in $/ton. emissions (6 ) Read the entire page →
From page 46... ... its trading scheme. Thirty-six states have developed or are developing comSTATE AND FEDERAL GREENHOUSE GAS POLICIES prehensive climate action plans to reduce GHG emissions (61) Read the entire page →
From page 47... ... five agencies, or nearly two-thirds of respondents, answered yes. Agencies cited policies including state and local GHG Agencies expressed a high degree of interest in issues reduction targets, state and local climate action plans, and related to GHG emissions. Read the entire page →
From page 48... ... About tives, including the following: one-third of survey respondents answered yes. Agencies cited policies and initiatives, including the following: � Participating in the drafting of city, regional, and state climate action plans and GHG inventories � Sustainability policies and programs � Discussing regional transportation plans with MPOs � Alternative fuel policies � Hosting summits for local and regional agencies � Environmental management systems that incorporate � Discussing GHG policies and measurement tools with GHG policies and reduction strategies state, regional, and local governments � Climate action plans � Efforts to comply with state or regional reduction targets Although many efforts that reduce GHG emissions are � Joining the APTA Sustainability Pilot Program part of the conventional staffing load at transit agencies, new efforts on GHG emissions, such as policy and strategy devel A handful of transit agencies are helping to pilot APTA's opment, analysis, and reporting, require significant staff Sustainability Commitment. Read the entire page →
From page 49... ... Many transit agencies surveyed showed a substantial interest in developing more robust planning mechanisms that take GHG emissions into account. San Francisco Municipal Transportation Agency's Climate Action Plan FIGURE 21 SFMTA climate action plan (Source : "Climate SFMTA released a draft of its Climate Action Plan in Decem- Action Plan," San Francisco Municipal Transportation Agency San Francisco, Calif., 2009 [Online] Read the entire page →
From page 50... ... Transit service would need to double, in conjunction with other strategies, for the transportation sector to meet its overall goal. The Climate Action Plan proposes a number of indicators to measure progress toward the established GHG reduction goals. Read the entire page →
From page 51... ... BART intends to BART has begun to consider its role in reducing GHG incorporate the cost-effectiveness and inventory studies into emissions just in the past two to three years. A representative a comprehensive Climate Action Plan that will inform decifrom BART sits on the APTA Climate Change Standards sion making. Read the entire page →
From page 52... ... � Energy and Sustainability Policy -- Commits the Metro is planning and implementing a full range of strat- agency to striving for LEED standards in its buildings egies that reduce GHG emissions, including strategies to and to conducting energy audits. expand service, increase passenger loads, reduce congestion, � Construction and Demolition Debris Recycling and promote compact development, and reduce emissions from Reuse Policy -- Commits the agency to pursue recyits transit vehicles and other functions. Read the entire page →
From page 53... ... the agency, also has a GHG reduction policy. LYNX does not have any formal efforts to reduce GHG LYNX is considering compiling a GHG emissions invenemissions, although the agency is gaining awareness of GHG tory. Read the entire page →
From page 54... ... � GHG emissions are still a peripheral concern for transit Transit agencies can also: agencies. Less than half of survey respondents said that reducing GHG emissions was a principal factor in pur 4. Read the entire page →
From page 55... ... national levels. Very few analyses have covered a full array of strategies that transit agencies can implement Transit agencies can expect state and federal legislation and to reduce GHG emissions. Read the entire page →
From page 56... ... LRT light rail transit BARTSan Francisco Bay Area Rapid Transit District LYNXCentral Florida Regional Transportation Authority (Orlando, Florida) BRT bus rapid transit MPO metropolitan planning organization CALPIRG California's Public Interest Research Group MSIP Metro Sustainability Implementation Plan CARB California Air Resources Board MTA Metropolitan Transportation Authority CARTAChattanooga Area Regional Transportation Authority MMtCO2 million metric tons of carbon dioxide CBA cost-benefit analysis MMtCO2emillion metric tons of carbon dioxide equivalent CEC California Energy Commission N2O nitrous oxide CH4 methane NTD National Transit Database CMAQ Congestion Mitigation Air Quality NYMTANew York Metropolitan Transportation CNG compressed natural gas Authority CO2 carbon dioxide PFC perfluorocarbon CO2e carbon dioxide equivalents PMT passenger miles traveled DOT Department of Transportation RIP Research in Progress EPA Environmental Protection Agency RTD Denver Regional Transportation District GHG greenhouse gas SB Senate Bill GPS global positioning system SAIC Science Applications International Corporation GWP global warming potential SEM structural equations modeling HB House Bill SF6 sulfur hexafluoride HFC hydrofluorocarbon SFMTASan Francisco Municipal Transportation IPCCIntergovernmental Panel on Climate Agency Change SOV single-occupancy vehicle LACMTALos Angeles County Metropolitan Trans portation Authority SUV sport utility vehicle Read the entire page →
From page 57... ... 57 TOD transit-oriented development VTA Valley Transportation Authority TTI Texas Transportation Institute WMATAWashington Metropolitan Area Transit Authority ULSD ultra-low-sulfur diesel WSDOTWashington State Department of VMT vehicle-miles traveled Transportation Read the entire page →
From page 58... ... Leach, TCRP Report 93: Travel Mat between Public Transportation, Energy Conservation ters: Mitigating Climate Change with Sustainable Sur and Greenhouse Gas Reduction, ICF International, Fair face Transportation, Transportation Research Board and fax, Va., 2008. Center for Neighborhood Technology, National Research Council, Washington, D.C., 2003, 89 pp. Read the entire page →
From page 59... ... and A Forsyth, "Seven American TODs: Good Practices for Urban Design in Transit-Oriented 28.King, R.D., TCRP Synthesis 49: Yield to Bus -- State of Development Projects," Journal of Transportation and the Practice, Transportation Research Board, National Land Use, Vol. Read the entire page →
From page 60... ... . Transportation Research Board, Washington, D.C., Jan. Read the entire page →
From page 61... ... Survey Questionnaire Current Practices in Greenhouse Gas Emissions Savings from Transit: Basics Research Purpose: The purpose of this survey is to gather information about the efforts of transit agencies to reduce greenhouse gas (GHG) emissions from transportation, as part of a Synthesis of Practice being prepared for the Transportation Research Board. Read the entire page →
From page 62... ... Reducing GHG emissions is a principal factor in the agency's decision to pursue these strategies. Reducing GHG emissions is a factor in the agency's decision to pursue these strategies, but not a principal one. Read the entire page →
From page 63... ... Reducing GHG emissions is a principal factor in the agency's decision to pursue these strategies. Reducing GHG emissions is a factor in the agency's decision to pursue these strategies, but not a principal one. Read the entire page →
From page 64... ... Reducing GHG emissions is a principal factor in the agency's decision to pursue these strategies. Reducing GHG emissions is a factor in the agency's decision to pursue these strategies, Read the entire page →
From page 65... ... Reducing GHG emissions is a principal factor in the agency's decision to purchase these vehicles. Reducing GHG emissions is a factor in the agency's decision to purchase these vehicles, but not a principal one. Read the entire page →
From page 66... ... : 23. Please describe any plans to increase use of alternative fuels in transit vehicles. Read the entire page →
From page 67... ... strategies intended to reduce GHG emissions, either from operations or from the regional transportation footprint. Analyses: Emissions Displaced by Transit The following questions pertain to techniques used to estimate the impact and cost-effectiveness of GHG reduction strategies. Read the entire page →
From page 68... ... the impact of new transit service or improvements to existing service on VMT, fuel use, or GHG emissions from private autos? Read the entire page →
From page 69... ... Have you estimated (or are you estimating) baseline or historical GHG emissions produced by your transit agency? Read the entire page →
From page 70... ... Yes No 47. Briefly describe your experience with reporting your GHG emissions to carbon registries. Read the entire page →
From page 71... ... 58. Has your agency adopted or begun to develop policies to reduce GHG emissions (e.g., reduction targets or a climate plan) Read the entire page →
From page 72... ... 68. Does your agency have any additional efforts to reduce GHG emissions, other than those already mentioned? Read the entire page →
From page 73... ... 72. Please describe. Read the entire page →
From page 74... ... DBA Ocala FL General Manager SunTran Okaloosa Okaloosa County BCC FL Transit Coordinator & Grants Manager County Central Florida Regional Transportation Orlando FL Government Affairs Project Manager Authority d/b/a LYNX Palm Beach Palm Tran FL Maintenance Manager County Bay Town Trolley Panama City FL Senior Planner Pinellas Suncoast Transit Authority Pinellas FL Director of Planning Council On Aging of St. Lucie Inc., Transit Vehicle Maintenance & Security Port St. Read the entire page →
From page 75... ... Metropolitan Transit Authority Of Har Houston TX Associate Vice President ris County Manager of Safety and Environmental Utah Transit Authority Salt Lake City UT Protection Director of Energy Management and Hampton Roads Transit (HRT) Hampton VA Sustainability King County Metro Transit Seattle WA Senior Project Manager Sound Transit Seattle WA Environmental Compliance Manager Snohomish Community Transit WA Risk Management Analyst - Environmental County Read the entire page →
From page 76... ... MTA New York City Transit NYCT NY 10,470 Washington Metropolitan Area Transit WMATA MD 1,852 Authority San Francisco Bay Area Rapid Transit BART CA 1,711 District Chicago Transit Authority CTA IL 1,293 Massachusetts Bay Transportation MBTA MA 1,213 Authority New Jersey Transit Corporation NJ TRANSIT NJ 1,201 MTA Long Island Rail Road MTA LIRR NY 950 Los Angeles County Metropolitan Trans LACMTA CA 862 portation Authority Metro-North Commuter Railroad Com MTA-MNCR NY 725 pany, dba: MTA Metro-North Railroad Southeastern Pennsylvania Transporta SEPTA PA 713 tion Authority Metropolitan Atlanta Rapid Transit MARTA GA 644 Authority Northeast Illinois Regional Commuter Metra IL 632 Railroad Corporation Port Authority Trans-Hudson PATH NJ 395 Corporation Maryland Transit Administration MTA MD 245 Tri-County Metropolitan Transportation TriMet OR 274 District of Oregon San Diego Trolley, Inc. MTS CA 281 Dallas Area Rapid Transit DART TX 164 San Francisco Municipal Railway MUNI CA 198 Miami-Dade Transit MDT FL 130 Southern California Regional Rail Metrolink CA 178 Authority Metro Transit MN 88 Read the entire page →
From page 77... ... NJ 73 City and County of Honolulu Depart DTS HI 54 ment of Transportation Services Northern Indiana Commuter Transpor NICTD IN 56 tation District Orange County Transportation OCTA CA 35 Authority Santa Clara Valley Transportation VTA CA 53 Authority Central Puget Sound Regional Transit ST WA 50 Authority Virginia Railway Express VRE VA 53 Metropolitan Suburban Bus Authority, NY 20 dba: MTA Long Island Bus Hudson Transit Lines, Inc. Short Line NJ 47 Port Authority of Allegheny County Port Authority PA 22 Regional Transportation Commission of RTC NV 32 Southern Nevada MTA Bus Company MTABUS NY -72 Pace - Suburban Bus Division PACE IL 33 South Florida Regional Transportation TRI-Rail FL 25 Authority Suburban Transit Corporation Coach USA NJ 34 City of Detroit Department of DDOT MI 29 Transportation Southwest Ohio Regional Transit SORTA / OH 15 Authority Metro North County Transit District NCTD CA 24 Read the entire page →
From page 78... ... 78 San Diego Metropolitan Transit System MTS CA 1 Westchester County Bee-Line System NY 23 The Bee-Line System Source: Baxandall, P., T Dutzik, and Joshua Hoen Frontier Group, A Better Way to Go: Meeting America's 21st Century Transportation Challenges with Modern Public Transit, California's Public Interest Research Group (CALPIRG) Read the entire page →
From page 79... ... TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation Read the entire page →
From page 80... ... TRANSPORTATION RESEARCH BOARD 500 Fifth Street, N.W. Washington, D.C. Read the entire page →

From page 1...

... Most U.S. transit agencies are already helping to reduce GHG emissions just by operating their current services, but transit agencies can further reduce GHG emissions and achieve other important goals by implementing strategies to increase ridership and improve the efficiency of their operations.