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Climate Change: Operational and Land Use Strategies Cindy Burbank, Parsons Brinckerhoff

Climate Change: Operational and Land Use Strategies Cindy Burbank, Parsons Brinckerhoff AASHTO Annual Meeting 2009 October 24, 2009. Transportation GHG reduction has 5 legs: Vehicle efficiency Low-carbon fuels VMT (including land use) Vehicle/System Operations

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Climate Change: Operational and Land Use Strategies Cindy Burbank, Parsons Brinckerhoff

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  1. Climate Change: Operational and Land Use Strategies Cindy Burbank, Parsons Brinckerhoff AASHTO Annual Meeting 2009 October 24, 2009

  2. Transportation GHG reduction has 5 legs: Vehicle efficiency Low-carbon fuels VMT (including land use) Vehicle/System Operations Construction, Maintenance, and Agency Operations Examples: Higher CAFÉ standards CA’s low carbon fuel standard Higher density/mixed use Signalization, ITS, eco-driving Materials, maintenance practices Five GHG Reduction “Legs”

  3. Vehicle/Fuel Improvements Will be the Dominant Source of GHG Reductions for LDVs • 50% cut in GHG/mile is feasible from conventional technologies and biofuels by 2020-2030 • Compare these GHG rates in U.S. and Europe: 380 grams/mile 2009 in the U.S. 250 grams/mile 2016 under new Obama standard 256 grams/mile 2007 actual in the E.U. 209 grams/mile 2012 under E.U. regulation 153 grams/mile 2020 under E.U. regulation • New technologies and fuels hold promise of much deeper reductions

  4. But Technology/Fuel Changes Alone Are Not Likely to Suffice 1% Annual VMT Growth + 100 mpgge LDV Fleet + 10% Operational Efficiency = 74% GHG Reduction by 2050 for LDVs

  5. How much can compact land use reduce VMT and GHG?

  6. How Much can Compact Land Use Reduce GHG? • “Growing Cooler” found compact development can reduce transportation GHG by 3.5-5%, 2007-2050 • GC’s assumptions of land use change are very aggressive: • 67% of all development in place in 2050 will be constructed or rehabbed after 2005 • 60-90% of that development is compact (comparable to 13.3 housing-units per acre) • Compact development has 30% less VMT than sprawling development

  7. “Driving and the Built Environment”(TRB, Sept 2009) • More compact development patterns are likely to reduce VMT. • 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.

  8. “Driving and the Built Environment”(TRB, Sept 2009) • Significant increases in compact, mixed-use development result in only modest short-term reductions in energy consumption and CO2 emissions, but reductions will grow over time. • CO2 reductions may be in the range of <1% to 11% in 2050. • Committee disagreed about plausibility of extent of compact development and policies needed to achieve high end estimates.

  9. “Driving and the Built Environment”(TRB, Sept 2009) • Promoting more compact, mixed use development on a large scale will require overcoming numerous obstacles. • Changes in development patterns entail other benefits and costs that have not been quantified in this study.

  10. “Driving and the Built Environment”(TRB, Sept 2009) • Report is supported by 5 excellent research papers, meritorious in their own right, which contain some provocative and critical points about previous research. “Very few studies provide enough detail to judge whether this link [between the built environment, density and VMT] is large enough to make manipulating the built environment a feasible tool for controlling VMT, but those that do suggest that the size of this link is too small to be useful.” --David Brownstone, UC Irvine

  11. How much can operational improvements reduce GHG?

  12. How Much Can Operational Improvements Reduce GHG? Potential for 10-20% LDV GHG reduction by: • Individual driver operating behavior • “Eco driving” 2. System management • Managing speed (35-55 MPH is optimal) • Speed limits/enforcement (could reduce fuel use 2-4%) • Eliminating bottlenecks • Rapid removal of traffic incidents • “Active” traffic management to smooth traffic flow • Improving signal timing (could reduce 1.315 MMT CO2/yr) • Roundabouts (multiple benefits) • Reducing car and truck idling • Work zone management to smooth flow

  13. Eco Driving – 15% GHG Reduction Potential • Eco drivers can reduce fuel and CO2 by an average of 15% through smart driving and vehicle maintenance. • If 50% of drivers practiced Eco driving, CO2 would drop by 100 million tons annually (the equivalent of heating and powering 8.5 million households) • Pilot by City of Denver with 400 drivers achieved 10% fuel reduction and similar GHG reduction • Useful for HDV, MDV, and LDV drivers • Major push in Europe as GHG strategy • Aided by dashboard displays of real-time MPG

  14. www.EcoDrivingUSA.com • EcoDrivingUSA™ is a broad partnership to increase overall vehicle fuel economy and preserve the environment • Be an EcoDriver - EcoCalculator • EcoDriving Quiz - Virtual Road Test • Community EcoDriving - Educational Tools • EcoDriving partners: Environmental Defense, Auto Manufacturers, Governors of AL, CA, CO, GA, ID, KY, MI, MS, MO, MD, NC, OK, PR, SC, UT, VA, WV

  15. Fuel consumption varies with speed Change in speeds impacts GHG emissions rates How does speed affect GHG? (Source: Colin McConnaha, Parametrix, Inc.- Columbia River Crossing EIS) 5 mph 3X higher emission rate Emissions/km 45 mph Speed

  16. Traffic signalization in Portland, OR • City of Portland and Climate Trust project • Retimed 265 traffic signals in 33 corridors • Average CO2 reduction = 50 metric tons/year per traffic signal • 157,500 metric ton reduction by end of project • Reductions verified by Climate Trust • Costs = $765,000 • Costs to be recouped via GHG offsets (transfer to Climate Trust) - Source: Jim Peters, et al., in ITE Journal, April 2009

  17. “Moving Cooler” – Operational Strategies Rank High GHG reduction potential from individual strategies, cumulatively 2010-2050, compared to on-road baseline • 15,186 mmt - carbon pricing equiv to $2.71/gallon • 3,361 mmt – VMT fees equiv to $2.53/gallon • 2,428 mmt – speed limit reductions • 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

  18. More fuel-efficient vehicles Low carbon fuels Anti-idling programs* Truck stop electrification Speed limit enforcement* Freight villages/consolidation centers Feeder barge container service Traffic flow improvements* Pre-clearances at scale houses Truck driver eco-training* EPA SmartWay up-grade kits & loans Incentives to retire older trucks Freight logistics improvements Shifting freight from truck to rail Hybrid power trucks Low-viscosity lubricants Single wide-base tires Automatic tire inflation systems* “Black carbon” control technologies * Operational efficiency strategy Detailed info available in NCHRP 20-24(59), Appendix C Operational Strategies are Prominent among Options to Reduce Freight GHG

  19. California Comparison 3.4 MMT CO2/year = GHG from traffic congestion in Los Angeles* 5 MMT GHG/year = CA statewide GHG reduction goal (interim) for 2020 from implementing SB 375 provisions on land use/transportation ** Operational efficiency is an important opportunity and consideration in reducing transport GHG ____________ * UCLA Center for Regional Policy Studies, based on TTI data ** California AB 32 Scoping Plan

  20. European View of Transport GHG Strategies(European Council of Ministers of Transport, 2006) • “The most effective measures available include fuel taxes, vehicle and component standards, differentiated vehicle taxation, support for eco-driving and incentives for more efficient logistic organization, including point of use pricing for roads. “ • “More integrated transport and spatial planning policies might contain demand for motorized transport.” • Mode shifts … cannot … form the corner-stone of effective CO2 abatement policy and the prominence given to modal shift policies is at odds with indications that most modal shift policies achieve much lower abatement levels than measures focusing on fuel efficiency.” • “Ultimately higher cost energy sources …. will be required if there are to be further cuts in transport sector CO2 emissions.”

  21. Conclusions/Summary • Many strategies needed to reduce transport GHG • Improved vehicles/fuels will be dominant strategy – but more is required • Operational efficiency is important but under-recognized strategy – potential 10-20% on-road GHG reduction • Compact land use has modest GHG reduction potential -- probably <3% reduction • Both operational improvements and compact land use have other considerations – benefits and costs

  22. State Climate Action Plans • Highly “aspirational” • Managed by state environmental agencies • Steering Committees included multiple environmental advocates and rarely had transportation agency reps • State DOT involvement was at a technical advisory level, whose input was often rebuffed • Example: VT strategies would reduce 2030 VMT from 10.5 billion (base case) to 3.9 billion VMT • VT “plan” was not adopted by Governor

  23. State Climate Plans – Transportation Elements Vary All Across the Map

  24. Thank you. Cindy Burbank Parsons Brinckerhoff burbank@pbworld.com

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