Incorporating Greenhouse Gas Emissions into the Collaborative Decision-Making Process (2012) / Chapter Skim
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Pages 55-88
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55 California Senate Bill 375 Goal: Meet regional GHG emissions reductions targets for passenger vehicles Level of analysis: Statewide Methods and/or models used: Regional travel demand models, sketch planning tools, best management practices spreadsheet tool Emissions analyzed: CO2 Summary The State of California has established a goal of achieving 1990 levels of GHG emissions by 2020, and 80% below 1990 levels by 2050, compared with 2005 levels. In 2008 the state developed a Climate Change Scoping Plan (California Air Resources Board 2008b)
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56 Background California's Global Warming Solutions Act (AB 32) , adopted in 2006, set GHG targets for the state to 1990 levels by 2020 (about a 30% reduction from business-as-usual levels)
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57 • Assumptions contained within existing regional transportation plans regarding the interaction of goods movement– related travel demand with that of passenger vehicles; and • Exclusion of external trips (those that begin and end outside of a region)
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58 Before MPOs and local jurisdictions adopt a Sustainable Communities Strategy, which will demonstrate how they will achieve the GHG reduction target set by CARB in its Regional Transportation Plan, they will first have to face several challenges, including housing costs, anticipated decreases in sales tax revenues, and sustainable operations and maintenance funding of the current transportation system. CARB staff will continue to work with MPOs and will reassess in 2012 if a target recalibration process will be needed to reflect new data, modeling improvements, or other information in 2014.
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59 years. The inventory was determined by estimating emissions of carbon dioxide (CO2)
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60 Strategy Analysis MDOT estimated the GHG emissions reductions and associated costs for the following strategies: • Technology improvements and fuels, • Committed projects in the Consolidated Transportation Plan and MPO TIPs and long-range-plans, • Currently programmed transportation emissions reduction measures, and • Additional transportation and land use strategies identified in the Climate Action Plan. Technology ImprovemenTs and Fuels The technology and fuels improvements strategies included the then-proposed federal fuel economy standards for model years 2011 through 2016; the Maryland Clean Car Program, which incorporates California emissions standards for model years through 2020; and EPA's then- proposed revisions to the National Renewable Fuel Standard program, which set targets for the total amount of renewable fuels that must be used for transportation fuels each year.
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61 compared with a goal of reducing statewide GHG emissions by 12.62 MMT CO2e in 2020. This is equivalent to a 33% reduction in projected statewide GHG emissions from all sectors compared with the 2020 baseline.
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62 assessment accounted for existing and planned federal and state fuel economy and renewable fuel standards, state and regionally programmed transportation projects, and planned air quality emissions reduction measures. Finally, the assessment used a variety of sketch methods to estimate the potential GHG emissions reductions and costs of transportation and land use strategies prioritized in the state's Climate Action Plan.
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63 and adaptation research and planning, conducting an inventory of climate-vulnerable facilities within the region, and creating a framework for incorporating climate impacts into evaluation criteria for programs and project selection and prioritization. Background NJTPA has developed base year and forecast year GHG emission estimates.
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64 the North Jersey area are less important to local decision makers. Trip distances for trips within the region were estimated using a traffic analysis zone (TAZ)
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65 Results Direct and consumption-based approaches employed different methodologies to estimate emissions. Because energy-cycle emissions were calculated by applying a percentage increase to the consumption-based emissions estimates, energy-cycle emissions will always be higher than consumption-based emissions, but not necessarily higher than direct emissions estimates.
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66 unlikely to be affected by local initiatives)
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67 aircraft type was assigned an emission rate based on its engine type, which allowed a more exact allocation of emission factors to aircraft types than an estimate based on average emissions per LTO. The representative aircraft were selected based on their similarity with respect to the National Emissions Inventory emissions rates for other pollutants (carbon monoxide, volatile organic compounds, nitrogen oxides, and sulfur dioxide)
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68 emissions estimates were developed with the GREET model in order to take into account those upstream emissions. Accurately estimating the upstream GHG emissions associated with fuel extraction, processing, and transport can be difficult for the CMV sector, because little information is available on the energy-cycle emissions associated with diesel for marine use.
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69 PATH ridership data included 2007 station entry counts along with passenger destination mixes by origin station. Passenger miles traveled by origin and destination were then calculated.
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70 that led to reductions of primary pollutants and CO2 emissions. However, CO2 emissions and reduction strategies were not explicitly evaluated in developing this plan.
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71 • A still more aggressive land use scenario with greater densities in the region's core area (density land use) ; and • A transit-focused land use scenario, which includes greater concentration of development around transit stations.
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72 Figure 5.9 shows an example of a land use scenario developed for the Atlanta region. This map shows changes in the future number of households by traffic analysis zone for the core scenario case compared with the base case in 2040.
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Figure 5.7. Direct, consumption-based, and energy-cycle freight railway emissions by NJTPA county in 2006.
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74 scenarios. Since the analysis was conducted before the release of the MOVES model, speed-based emission factors from MOVES could not be used, and thus the CO2 emission rates varied only by vehicle type.
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75 Results The Atlanta region has experienced rapid growth, with population, VMT, and on-road GHG emissions all growing by about 60% between 1990 and 2005. These strong regional growth trends are expected to continue.
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76 GHG estimates would account for changes in travel speeds and congestion on the regional highway network under different scenarios. MOVES will also allow inclusion of CH4 and N2O for a more complete inventory.
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77 (highways and transit)
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78 The following factors were developed from the Annual Energy Outlook to adjust 2006 GHG emission rates to 2035 rates for different vehicle types: • Light-duty vehicles (passenger cars, light passenger trucks) : 0.66; • Light commercial trucks: 0.74; and • Heavy-duty vehicles (buses, single-unit truck, combination truck)
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79 reduced VMT and congestion when compared with the costaffordable Scenario A (no sales tax) scenario.
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80 its comparison scenario, and contrast this modest difference with the much larger impact of development patterns shown in the Atlanta region case study. This is partly the result of the much smaller level of land use change assumed in the Tampa Bay transit-oriented development scenario compared with the Atlanta Regional Commission future land use scenarios.
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81 project alternatives, and the outcome of the comparison is used in the decision-making process, an important goal will have been achieved even if the quantification of total annual GHG emissions is not precise" (NY Department of Environmental Conservation 2009)
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82 • Joining or forming a transportation management association; • Providing new transit service or supporting extension and/ or expansion of existing transit (buses, trains, shuttles, water transportation) ; • Supporting expansion of parking at park-and-ride lots and/or transit stations; • Developing or supporting multiuse paths to and through sites; • Sizing parking capacity to meet, but not exceed, local parking requirements and, when possible, seeking reductions in parking supply through special permits or waivers; • Pursuing opportunities to minimize parking supply through shared or banked parking; • Developing a parking management program to minimize parking requirements, such as parking cash-out, parking charges, preferential carpool or vanpool parking, and limiting parking available to employees; • Developing and implementing a marketing and information program that includes posting and distribution of ridesharing transit information; • Subsidizing transit passes; • Providing for the use of pretax dollars for nonsingleoccupancy vehicle commuting costs; • Reducing employee trips during peak periods through alternative work schedules, telecommuting, and/or flextime; • Providing a guaranteed ride home program; • Providing on-site amenities such as banks, dry cleaning, food service, and childcare; • Providing bicycle storage and showers and/or changing rooms; • Conducting roadway improvements to improve traffic flow; and • Optimizing traffic signalization and coordination to improve traffic flow and improve pedestrian and bicycle safety.
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83 • High-capacity transit modes; • Transit terminus and alignment options, including endpoint and alignment options; • Transit operations (frequency of train or bus rapid transit service) ; • Bridge tolls; and • Transportation system and demand management measures.
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84 and from the 2007 Monthly Energy Review (Energy Information Administration 2007a)
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85 factors were used to estimate the amount of CO2 emissions associated with the electricity needed to operate light rail transit. In order to fairly reflect the operational energy requirements for all modes (e.g., bus, rail, personal automobiles, trucks)
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86 Table 5.17. Temporary Effects on Energy Use and CO2e Emissions Relating to Construction of Columbia River Crossing Project Alternative 2 Alternative 3 Alternative 4 Alternative 5 Alternative Construction Element Energy (mBtu)
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87 transit alignment, the choice of high-capacity transit mode, and use of tolls, respectively. The draft EIS also suggested mitigation measures that might be considered as part of the project development process: • Implementing programs to further encourage use of public transit; • Promoting compact and transit-oriented development to encourage walking; • Providing safe and well-lighted sidewalks to encourage walking; • Providing safe and more accessible connections to paths for bicyclists and pedestrians; • Offering rideshare and commute choice programs; • Constructing with materials and building systems that meet efficiency standards for equipment and lighting design; • Recycling building materials, such as concrete, from the project; • Using sustainable energy to provide electricity for lighting and other operational demands; • Planting vegetation to absorb or offset carbon emissions; • Promoting fuel efficiency improvements, such as a lowcarbon fuel standard; • Promoting diesel engine emissions reductions; and • Considering clean energy certificates or other carbon offsets for energy used.
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88 hours are the longest to minimize the need for artificial light; • As practical, implementing emission-control technologies for construction equipment; and • As practical, using ultra-low-sulfur diesel (for air quality purposes) and biodiesel in construction equipment.
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