Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

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Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 Table A.1 Energy Content and Life Cycle GHG Emissions for Selected Transportation Fuels Heating Value g CO2e per VMT for LDVs, (Btu/gal unless Carbon by Life-Cycle Stage noted) Content (GREET 1.8b) Lower Higher (% by wt) Feedstock Fuel Operation Total Gasoline 116,090 124,340 86.3% 29 71 384 484 No. 2 Diesel 128,450 137,380 86.5% 30 45 330 405 Compressed Natural Gas(CNG) Liquefied Natural Gas (LNG) Liquefied Petroleum Gas (LPG) Liq H2 at Central Plant b Gaseous H2 at Central Plant b Liq H2 at Refueling Station b Gaseous H2 at Refueling Station b Gaseous H2 at Refueling Stationelectrolysis w/ avg grid 20,268 Btu/lb. 22,453 Btu/lb. 72.4% 60 33 316 410 74,720 84,820 75.0% 42 50 318 410 84,950 91,410 82.0% 38 22 341 401 51,585 Btu/lb 61,013 Btu/lb 0% 18 316 0 334 18 239 0 257 25 432 0 457 25 232 0 257 719 0 0 719 Table A.1 Energy Content and Life Cycle GHG Emissions for Selected Transportation Fuels (continued) Gaseous H2 at Central plant (Nuclear) Liq H2 at Central plant (Nuclear) Heating Value g CO2e per VMT for LDVs, (Btu/gal unless Carbon by Life-Cycle Stage noted) Content (GREET 1.8b) Lower Higher (% by wt) Feedstock Fuel Operation Total 10 52 0 62 10 5 0 15 Electricity 3,414 3,414 20 303 0 323 A-8
Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 Heating Value g CO2e per VMT for LDVs, (Btu/gal unless Carbon by Life-Cycle Stage noted) Content (GREET 1.8b) Lower Higher (% by wt) Feedstock Fuel Operation Total (U.S. avg grid) Btu/kWh Btu/kWh b Results are for steam reforming of natural gas. Price Elasticities and Vehicle Operating Costs An “elasticity” is a percent change in one value with respect to a percent change in another. For measures that affect the cost of travel, one important elasticity is the percent change in fuel use with respect to a percent change in the cost of that travel (e.g., cents per mile). The value of the elasticity will be different depending upon whether the change in travel cost is measured relative to just one component of travel (e.g., fuel price) or all relative to the full cost of travel (including vehicle operating costs, user-borne crash costs, and time savings). Elasticities were used in this report to estimate response to some travel pricing measures, using a methodology consistent to that applied in the Moving Cooler study. There is an extensive body of literature on elasticities for travel costs. Much recent work has focused on responses to changes in motor fuel prices, since motor fuel prices have been highly volatile, and since overall prices for travel are less volatile. While there is an extensive body of literature on transportation price elasticities, Small and Van Dender (2007) provide a review of previous studies as well as recent estimates using data through 2004. The authors estimate elasticities of VMT, fuel intensity (gallons/mile), and total fuel consumption (VMT multiplied by fuel intensity) with respect to fuel price changes. Elasticities are estimated both over a historical time period (1966 to 2004) and within the past few years (2000 to 2004) to examine how elasticities might be changing. These findings are shown in Table A.2. Table A.2 Historical and Recent Long-Run Elasticities With Respect to Fuel Price Calculated Long-Run Price Elasticities With Respect to Fuel Price of: Elasticity 1966 to 2004 Elasticity 2000 to 2004 Vehicle Miles Traveled -0.210 -0.057 Fuel Intensity -0.193 -0.191 Fuel Consumption -0.363 -0.237 Rebound Effect (Percentage) 21.0% 5.7% A-9
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Transportation's Role in Reducing U.S. Greenhouse Gas Emissions ...

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