Incorporating Greenhouse Gas Emissions into the Collaborative Decision-Making Process (2012) / Chapter Skim
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8C h a p t e r 2 Greenhouse Gas emissions GHGs include water vapor, ozone, carbon dioxide (CO2) , methane (CH4)
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9(Energy Information Administration 2009)
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10 Figure 2.2. Forecasted CO2 emissions by sector.
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11 Figures 2.5 and 2.6 show contributions to GHG emissions by both passenger and freight modes. As shown in Figure 2.5, the vast majority of passenger transportation GHG emissions come from LDVs, accounting for 87% of the passenger transportation GHG contribution and 62% of total GHG transportation emissions in 2008.
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12 of freight-related GHG emissions and 2.6% of total transportation GHG emissions, with GHG emissions from air, marine, and pipeline operations making up less than 2% each of total transportation GHG emissions. Perhaps of greatest interest in freight-related GHG emissions is that the amount of such emissions from heavy-duty trucks has increased rapidly since 1990, growing at three times the rate of emissions from LDVs.
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13 and pricing; and some over which transportation agencies have little or no influence, such as population growth and vehicle and fuel technologies. As shown in Figure 2.8, GHG emissions from passenger and freight travel are affected by four primary factors: total travel activity, the fuel efficiency of vehicles, the operational efficiency of drivers and the system (e.g., congestion, aggressive driving)
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14 Table 2.1. Context Factors That Could Influence GHG Emissions and Surface Transportation Energy Use Factor Category Factors Influence Transportation costs and pricing • Congestion pricing • Parking pricing • User fees (gas taxes, VMT fees, excise taxes)
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15 Construction and maintenance agency operations • Extent of new construction and type of construction (tunnels versus at-grade) • Energy intensity and carbon intensity of construction equipment and practices • Energy intensity of materials used in construction and maintenance (including extent of use of recycled materials)
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16 of new LDV sales, and flex-fuel vehicles for 13%. Dramatic shifts away from spark- and compression-ignited engines are not anticipated in the next 20 years because it is not anticipated that battery-powered electric or fuel cell vehicles will be able to replace the petroleum-based fleet in this time period.
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17 demonstrate different aspects of managed lanes operation. It is expected that the experiences of these metropolitan areas with the managed lane concept will provide the impetus for other metropolitan areas to adopt similar strategies.
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18 (Greenhouse Gas, Regulated Emissions and Energy use in Transport) model (Version 1.8b)
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