11.01.2013 Views

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

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

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

SHOW MORE
SHOW LESS

Create successful ePaper yourself

Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.

Transportation’s <strong>Role</strong> <strong>in</strong> Reduc<strong>in</strong>g U.S. <strong>Greenhouse</strong> <strong>Gas</strong> <strong>Emissions</strong>: Volume 2<br />

Figure 5.2 Annual GHG <strong>Emissions</strong> Reduction of Transit Expansion<br />

GHG Reductions Compared to Basel<strong>in</strong>e, mmt<br />

35<br />

30<br />

25<br />

20<br />

15<br />

10<br />

5<br />

Maximum<br />

Aggressive<br />

Expanded Best Practice<br />

0<br />

2010 2015 2020 2025 2030 2035 2040 2045<br />

Source: Data from Cambridge Systematics, 2009.<br />

Cost-Effectiveness<br />

Expansion of transit <strong>in</strong>frastructure and service will require significant additional<br />

<strong>in</strong>vestment. In a 2008 report to Congress, the National Surface Transportation Policy and<br />

Revenue Study Commission estimated basel<strong>in</strong>e transit <strong>in</strong>vestment needs based on the<br />

“Improve Conditions and Performance” scenario (Commission, 2008). The analysis<br />

estimated total transit basel<strong>in</strong>e needs to be $1.1 trillion through 2020, $2.4 trillion through<br />

2035, and $4.4 trillion through 2055, based on an annual transit travel growth rate of<br />

1.57 percent. The average annual <strong>in</strong>vestment required through 2055 is $89.8 billion,<br />

90 percent more than total fund<strong>in</strong>g from all sources <strong>in</strong> 2006. While some transit expansion<br />

<strong>in</strong>itiatives have been funded through local sources, <strong>in</strong> most areas, significant expansion<br />

beyond current levels could require significant additional Federal <strong>in</strong>vestment—whether<br />

for capital or operat<strong>in</strong>g expenses. The amount of additional local revenues leveraged by<br />

this additional Federal <strong>in</strong>vestment will depend upon Federal match requirements, as well<br />

as the ability of local sources to support the match requirements.<br />

The AASHTO Bottom L<strong>in</strong>e report (AASHTO, 2009) <strong>in</strong>cludes annual capital cost estimates<br />

to accommodate new riders for each ridership scenario across four <strong>in</strong>vestment strategies<br />

(Table 5.5). The <strong>in</strong>vestment strategy for ma<strong>in</strong>ta<strong>in</strong><strong>in</strong>g physical conditions and improv<strong>in</strong>g<br />

system performance assumes that the public transportation fleet and other assets will<br />

cont<strong>in</strong>ue to be replaced follow<strong>in</strong>g current replacement cycles, and that additional<br />

improvements are made to reduce passenger densities on the most crowded systems and<br />

to improve overall speed of service.<br />

5-39

Hooray! Your file is uploaded and ready to be published.

Saved successfully!

Ooh no, something went wrong!