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

Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2
on the ground will be new or rebuilt, compared with today’s building stock. The direct
cost of implementing land use strategies (including planning and administration) is
minimal (less than $10/tonne) and these strategies will result in significant vehicle
operating cost savings. They also have a variety of other implications related to
environmental impacts, livability, and housing affordability, which may vary depending
upon the specific land use policies implemented. Land use represents a particularly
challenging issue from a Federal policy perspective, due to the traditional sovereignty of
local governments on this issue and the strong influence of the private sector. Building on
State and regional agency models, however, the Federal government could potentially
play a more significant role in encouraging more efficient land use patterns, by providing
funding incentives and disincentives as well as technical assistance.
Commuter/worksite trip reduction programs appear to have modest potential for GHG
reductions (0.1 to 0.6 percent of transportation emissions, or 2 to 14 mmt CO2e in 2030).
Telework and other alternative work schedules can further reduce GHG from work travel
by up to 0.7 percent (17 mmt CO2e), although telework is likely to spread largely through
private initiative and the role of the public sector in encouraging adoption of alternative
work schedules appears limited. Trip reduction programs can generally be implemented
at modest cost compared to investment in infrastructure or services, with implementation
costs from $30 to $180 per tonne. Net savings may result from reduced vehicle operating
costs. The Federal government could play a greater role in commute strategies by
providing funding for employer outreach programs and other regionally provided TDM
services, providing tax incentives for businesses offering commute alternatives, and
potentially by establishing trip reduction requirements.
Public information campaigns to encourage travelers to change behavior exhibit modest
GHG reduction potential—in the range of 0.3 to 0.4 percent of transportation GHG
emissions (6 to 8 mmt CO2e). Campaigns based on mass marketing have demonstrated
little ability to influence travel behavior. Individualized marketing, in which people are
provided with customized information on travel alternatives, shows somewhat greater
promise in areas where good alternative services are available, but has not been proven in
areas with limited alternatives. The impacts of educational efforts to encourage ecodriving
and proper vehicle maintenance are potentially much more significant – between
0.8 and 4.3 percent of transportation emissions or 18 to 94 mmt CO2e. Achieving these
benefits, however, is dependent upon comprehensive and sustained efforts, including
requiring instruction as part of driver education and requiring automakers to provide invehicle
feedback technology. Furthermore, the only empirical research on eco-driving
benefits has been conducted outside the United States, primarily in Europe, and it is not
clear that findings can be translated to United States conditions.
The 2030 emissions benefits (expressed in mmt CO2e) cited for these strategies will be
lower in absolute terms if vehicle efficiency improves and/or the carbon content of fuel is
reduced beyond baseline levels assumed in this report. For example, if vehicle efficiency is
increased by 20 percent compared to baseline projections, the absolute CO2e reduction
benefits will be 20 percent lower. Similarly, if total travel activity is more or less than
baseline projections, the absolute GHG reduction benefits will increase or decrease
proportionately.
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