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 � 5.3 Transit, Nonmotorized, and Intermodal Travel Improvements to transit and nonmotorized modes, including urban transit, intercity bus and rail, nonmotorized infrastructure, and intermodal facilities and information, can increase the energy efficiency of travel per person-mile traveled. Urban transit improvements may include investing in new fixed-guideway transit, expanding coverage of bus systems, increasing the frequency and/or time coverage of service on existing routes, or making other improvements to the quality of service. Intercity bus and rail improvements may take the form of expanded or enhanced service on existing bus or rail routes, new intercity bus or rail routes, and high-speed rail. Nonmotorized improvements may take the form of capital investments in nonmotorized infrastructure (e.g., bicycle facilities, sidewalks), or supporting activities such as pedestrian-friendly design standards, bicycle parking at destinations, or education programs. Use of nonhighway modes can also be increased by making highway modes less attractive, e.g., through pricing, or less direct routing compared with transit or nonmotorized routes. A related strategy not discussed in more detail in this section is passenger intermodal system efficiencies. Improvements to intermodal facilities and information help minimize travelers’ time, costs, and inconvenience and make it easier to for people to utilize the most efficient mode for each segment of a trip. By enabling passengers to switch easily between modes, each mode can do what it does best: private vehicles for point to point flexible routing, bus and rail for longer-haul service in high-density travel corridors, foot or bicycle for short access trips, etc. Examples of specific intermodal improvements might include: intermodal transportation centers that provide a central exchange point for different modes; integrated fare payment systems; multimodal traveler information systems (also discussed in Section 6.0); “first and last mile” programs that focus on ways to get people from their origin or destination to line-haul transit stations (e.g., bikes on transit, station cars, local flex-route transit); and programs that support alternative mode by providing backup travel options when necessary, such as guaranteed ride home programs or occasional-use parking passes for employees receiving transit benefits (also discussed in Section 5.5, Worksite Trip Reduction). There is little information available on the GHG benefits of these strategies. Nevertheless, they play an important complement to the strategies discussed elsewhere in this section and report, especially transit improvements and worksite trip reduction. 5-33
Transportation’s Role in Reducing U.S. Greenhouse Gas Emissions: Volume 2 Transit Expansion, Promotion, Service Improvements Description In 2007, Americans took nearly 10 billion trips using public transportation, or approximately 33 million trips each weekday (FTA, 2008). Since 1998, public transportation ridership in the U.S. grew by 21 percent, faster than highway travel at 15.3 percent (according to FHWA’s Highway Statistics series) or the U.S. population at 11.5 percent (U.S. Census). Without transit service, many cities and regions would suffer from even more severe traffic congestion and degraded air quality. According to data from the 2007 National Transit Database (FTA, 2008), public transportation services are available in 456 urbanized areas. In every State, some level of public transportation is available to support rural residents, elderly individuals, and/or physically challenged individuals. While these services are critical mobility providers for these populations, the primary role of transit in reducing GHG emissions is tied to influencing behavior of choice riders. In 2007, the sum of Federal, State, local and other funds for capital and annual operating expenses for transit totaled $47.3 billion. Unlike highways where the bulk of funding comes from Federal and State sources, most transit funding is local. Federal transit funding accounted for 17 percent of the total transit funding in 2007, State sources 20 percent, and local funds including funds from dedicated taxes 36 percent. Other funds, which include fare revenues, subsidy from other sectors of operations, and revenues accrued due to purchased transportation, represent 27 percent of the total (Commission 2007a). The use of transit could be expanded through the following means: • Construction of new fixed-guideway transit, including rail transit and busways; • Expansion of transit service to new areas (i.e., new bus routes); and • Improvements in service frequencies, reliability, and attractiveness on existing transit routes, as well as expanded marketing and promotion of transit services, including customization to specific market segments. 5-34 Transit Expansion, Promotion, Service Improvements Benefits: Moderate: 6-18 mmt CO2e in 2030 • Assumes broad expansion of transit service at current or greater productivity levels (average ridership) • Growing over time: 9-32 mmt in 2050 Direct Costs: High: $1,200 to $3,000 per tonne Net Included Costs: Net Savings to High: -$900 to +$1,000 per tonne Confidence in Estimates: Moderate • Impacts may vary greatly depending upon nature and context of transit improvements – high productivity needed to realize benefits Key Cobenefits and Impacts: Positive • Mobility benefits for travelers, especially lowincome Feasibility: High • Primary barrier is funding Key Policy Options: • Targeted funding
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Acknowledgments Transportation's Ro
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Table of Contents Transportation's
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List of Figures Transportation's Ro
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1.0 Introduction Transportation's R
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Induced Travel Demand Transportatio
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3.11 SUMMARY OF FINDINGS Transporta
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Table 3.5 Findings by Strategy: Sys
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Strategy Name Travel Activity Commu
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6.0 Conclusion Transportation's Rol
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1.0 Introduction Transportation’s
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2.0 Low-Carbon Fuels Table of Conte
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List of Tables Transportation’s R
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� 2.1 Summary Overview of Low-Car
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Effects on Infrastructure Funding T
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Tax and tariff policy also can affe
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In 2006, approximately 43,000 mediu
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Market Penetration Transportation
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� 2.5 Liquefied Petroleum Gas (LP
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Development of a Hydrogen Infrastru
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Feasibility Transportation’s Role
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� 2.10 References Transportation
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Transportations Role in Reducing U.
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