Transportation Alternatives for Energy Efficiency: A National Perspective

1. Transportation Alternatives for Energy Efficiency: A National Perspective Dr. Michael D. Meyer, P.E. F. R. Dickerson Chair and Professor School of Civil and Environmental Engineering Georgia Institute of Technology

4. Transportation System Planning and Design Construction and Maintenance Practices Transportation System Management and Operations Vehicle and Fuel Policies Transportation Planning and Funding Land Use Codes, Regulations, and other Policies Taxation and Pricing Travel Demand Management

12. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

13. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

14. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

15. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

16. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

17. Strategy NameKey Deployment AssumptionsTransportation System Planning, Funding, and Design

18. Missouri DOT Grasman, et al, “Alternative Energy Resources for the Missouri DOT,” Jan. 2011.

19. Grasman, et al, “Alternative Energy Resources for the Missouri DOT,” Jan. 2011.

20. Grasman, et al, “Alternative Energy Resources for the Missouri DOT,” Jan. 2011.

21. Sivek and Schoettle, “Eco-Driving: Strategic, Tactical and Operational Decisions of the Driver that Improve Vehicle Fuel Economy,” UMTRI, University of Michigan, Aug. 2011.

22. “Furthermore, increased efforts should also be directed at increasing vehicle occupancy, which has dropped by 30% from 1960. That drop, by itself, increased the energy intensity of driving per occupant by about 30%.” Sivek and Schoettle, “Eco-Driving: Strategic, Tactical and Operational Decisions of the Driver that Improve Vehicle Fuel Economy,” UMTRI, University of Michigan, Aug. 2011.

26. MARTA Carbon Footprint Carbon Footprint of MARTA (2008)

28. “Driving and the Built Environment”(TRB, Sept 2009) • More compact development patterns are likely to reduce VMT. 2. The most reliable studies estimate that doubling residential density across a metropolitan area might lower household VMT by about 5 to 12 percent, and perhaps by as much as 25 percent, if coupled with higher employment concentrations, significant public transit improvements, mixed uses, and other supportive demand management measures.

29. 3. More compact, mixed-use development can produce reductions in energy consumption and CO2 emissions both directly and indirectly. 4. Significant increases in more compact, mixed-use development result in only modest short-term reductions in energy consumption and CO2 emissions, but these reductions will grow over time. • Bottom Line: Reduction in VMT, Energy Use, and CO2 emissions from more compact, mixed-use development in the range of <1 % to 11 % by 2050. • Committee disagreed about plausibility of extent of compact development and policies needed to achieve high end estimates.

30. Promoting more compact, mixed use development on a large scale will require overcoming numerous obstacles. 6. Changes in development patterns entail other benefits and costs that have not been quantified in this study.

31. “Moving Cooler” (ULI/CS, 2009) • Evaluated non-technology transportation strategies for (a) GHG reductions and (b) cost-effectiveness in reducing GHG • Analyzed 46 individual transportation strategies and 6 “bundles” • The 6 “bundles” of strategies: • Near Term/Early Results • Long Term/Maximum Results • Land Use/Transit/Non-motorized • System and Driver Efficiency • Facility Pricing • Low Cost • Did not analyze technology/fuel strategies (instead, technology is part of the baseline)

32. Individual strategies achieve GHG reductions ranging from <0.5% to 4.0% cumulatively 2010-2050, compared to on-road baseline GHG • 15,186 mmt - carbon pricing equivalent to $2.71/gallon • 3,361 mmt – VMT fees equivalent to $2.53/gallon • 2,428 mmt – speed limit reductions/enforcement • 2,233 mmt – PAYD auto insurance (100%) • 1,815 mmt – eco-driving by 20% of drivers • 1,445 mmt – at least 90% of new urban development is compact, with high quality transit • 1,241 mmt – congestion pricing fully implemented in 120 metro areas at 65 cents/mile • 575 mmt - $1.2 trillion transit expansion • 352 mmt – combination of 10 freight strategies

33. SANDAG • Promote transit-oriented design (TOD) by increasing housing and job density near transit nodes. • Promote mixed use development. • Increase the connectivity of new developments, using techniques such as reducing the number of cul-de-sacs and increasing the number of through streets. • Integrate safe bikeways and pedestrian paths into the transportation mix and provide bicycle parking and other facilities to encourage bicycling.

34. Summary • Transportation sector an important source of energy savings • Vehicle/fuel strategies most effective • Pricing, not surprisingly, the most effective of behavioral strategies • Systems operations…as a package • Transit….it all depends • Land use….it all depends