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| 1 |
ID:
109393
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| Publication |
2011.
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| Summary/Abstract |
This paper investigates methodologies to quantify CO2 emissions from cars and light trucks in Florida. The most widely used methodology to calculate greenhouse gas emissions in the transportation sector at the local level uses a harmonic average (HA) methodology based on nationally averaged fuel economies that assume 55% city and 45% highway VMTs. This paper presents a local condition (LC) methodology that accounts for county-level variations in city and highway VMTs, as opposed to assumed uniform driving conditions. Both HA and LC methodologies were used to estimate and compare absolute and per capita CO2 emissions both statewide and counties for 2000 and 2008. From 2000 to 2008, statewide absolute and per capita CO2 emissions increased similarly using HA and LC methodologies; however, the percent change varied considerably among counties. Statewide CO2 emissions calculated from HA and LC methodologies differed by only -0.2% (2000) and 1.7% (2008); however, the differences in the county-level emissions ranged from -8.0% to 14.9% (2000) and from -5.6% to 17.0% (2008). While either the HA or the LC methodology yields a similar result statewide, significant variation exists at the county level, warranting the need to consider local driving conditions when estimating county-level emissions.
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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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