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| Srl | Item |
| 1 |
ID:
088285
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| Publication |
2009.
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| Summary/Abstract |
This paper presents a summary of a local effort in California to assess greenhouse gas (GHG) emissions and identify potential mitigation measures. Local policymakers in California already have been searching for ways to reduce GHG emissions but it was the California Global Warming Solutions Act of 2006 (AB 32), which seeks to reduce GHG emissions to 1990 levels by 2020, that has provided a framework for regions to evaluate their ability to reduce GHG emissions. We conducted a GHG inventory for the San Diego region from 1990 to 2006, with forecasts to 2020. The region emitted approximately 34 million metric tons of carbon dioxide equivalent (MMT CO2E) in 2006 from anthropogenic sources, which represents a 17% increase over the 1990 level of 29 MMT CO2E. Applying a combination of 21 existing or pending state GHG reduction mandates and feasible regional measures we show that the region could achieve the AB 32 target. Although the largest reductions are achieved through state mandates, all measures, including at the local level, will be required to achieve the AB 32 target. Thus local regions retain control over a fairly significant portion of reductions, and remain important actors in the implementation and compliance of state mandates.
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| 2 |
ID:
125857
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| Publication |
2013.
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| Summary/Abstract |
California's overarching mandate to achieve 1990 levels of greenhouse gases (GHGs) in 2020 (AB 32, 2005), and the ensuing recent regulations (SB 375, CEQA updates) require local and regional governments to assess GHG mitigation policies, including on-road transportation. The regulations do not make cost-effectiveness a primary criteria for choosing measures but cost remains important to a variety of stakeholders.
This communication summarizes results from GHG and cost analysis for seven actual San Diego County road transportation policies: telecommute, vanpools, a bicycle strategy, an increase in mass transit use, parking policies (parking pricing, preferred parking for electric vehicles), an increased local fuel tax and speed harmonization (signal re-timing, roundabouts). Net costs are calculated as the sum of direct costs and benefits to the administering agency, the employer and the individual. Net costs per metric ton GHG abated vary greatly across measures, from negative to high positive (more than US $1000). We find that local GHG cost cannot be sensibly compared to other carbon or GHG policy costs outside the local context for a variety of reasons, but especially because measures have not been adopted primarily for carbon or GHG abatement potential or on the basis of cost effectiveness.
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