Washington, DC’s first public curbside 240V Level II Coulomb ChargePoint station is now located at the Franklin D. Reeves Center, 2000 14th Street, in northwest DC. There are two spaces available for charging vehicles on the west side of 14th Street adjacent to the Reeves Center. The installation of the ChargePoint station was done by PEPCO and Coulomb distributor NovaCharge, LLC.

Mayor Adrian M. Fenty today, along with the Department of Energy Undersecretary Cathy Zoi, District Department of Transportation Director Gabe Klein and other officials unveiled the first curbside electric car charging station in the District.

Image Courtesy: DDOT (via Flickr) - Click image to access more pics from the event

“This is yet another fantastic way the District is at the forefront of providing alternative and environmentally friendly transportation options for District residents and visitors,” said Mayor Fenty. “We are excited to make this technology available and easily accessible to everybody.”

Click here to read the full story.

Related articles

• First Public Curbside ChargePoint Charging Station for Electric Vehicles Unveiled in Washington D.C. (eon.businesswire.com)

The U.S. Department of Energy’s Alternative Fuels and Advanced Vehicles Data Center has released a report that evaluates value-added propositions for plug-in hybrid electric vehicles (PHEVs) that might help overcome the initial price premium related to comparable internal combustion engine and hybrid electric vehicles. The report also assesses other non-monetary benefits and barriers related to an emerging PHEV fleet, including environmental, societal, and electric grid impacts.

Image Courtesy: Dept of Energy - Click image to access the entire report



Here is a quick peek into the study’s background, objectives, results and conclusions as shown in the fact sheet:

Results:

Study results indicate that a single PHEV-30 on the road in 2030 will:

• Consume 65% and 75% less gasoline than a comparable HEV (Hybrid Electric Vehicle) and ICE (Internal Combustion Engine),  respectively.
• Displace 7.25 and 4.25 barrels of imported oil each year if substituted for equivalent ICEs and HEVs, respectively, assuming 60% of the nation’s oil consumed is imported.
• Reduce net ownership cost over 10 years by 8-10% relative to a comparable ICE and be highly cost competitive with a comparable HEV.
• Use 18-22% less total W2W energy than a comparable ICE, but 8-13% more than a comparable HEV (assuming a 70/30 split of E10 and E85 use in 2030).
• Emit 10% less Well to Wheel (W2W) CO2 than equivalent ICEs in southern California and emits 13% more W2W CO2 than equivalent ICEs in the ECAR region. This also assumes a 70/30 split of E10 and E85 (ethanol blends) use in 2030.

Image Courtesy: Dept of Energy - Click image to access the entire report

Conclusions:

PHEVs and other plug-in vehicles on the road in 2030 may offer many valuable benefits to utilities, business owners, individual consumers, and society as a whole by:

• Promoting national energy security by displacing large volumes of imported oil.
• Supporting a secure economy through the expansion of domestic vehicle and component manufacturing.
• Offsetting the vehicle’s initial price premium with lifetime operating cost savings (e.g., lower fuel and maintenance costs).
• Supporting the use of off-peak renewable energy through smart charging practices. However, smart grid technology is not a prerequisite for realizing the benefits of PHEVs.
• Potentially using its bidirectional electricity flow capability to aid in emergency situations or to help better manage a building’s or entire grid’s load.

PHEVs and other plug-in vehicles still face barriers to commercial acceptance:

• In the near term, the cost of energy storage, charging equipment, and PE&EM components must continue to descend to competitive levels, such as the ones assumed in this study. Industry trends imply that these cost reductions are on track to reach competitive price levels.
• PHEVs’ inability to reduce carbon emissions relative to ICEs unless they are powered primarily by non-carbon energy sources. A grid-connected vehicle’s high dependence on its region’s generation mix is very evident in this study’s findings. Operating in regions with a high percentage of non- or low-carbon energy sources (e.g., renewable, nuclear, and natural gas) would ultimately help improve the long-term environmental impacts of PHEVs.

Note: The Acronym PHEV-30 stands for Plug-in Hybrid Electric Vehicle with an All Electric Range (AER) equivalent of 30 miles.

Click here to download/access the entire report (PDF – 218 pages long).

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• Study Finds Public Policies Needed to Boost EV Fleet Purchases (environmentalleader.com)
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• Electrification Coalition Releases Plan for 16M Electric Fleet Vehicles (solarfeeds.com)
• “Plug-in Prius is NOT a plug-in hybrid electric vehicle!” and related posts (hybridcarblog.com)
• Pike survey finds unproven technology and reliability concerns may hinder consumer demand for plug-in electric vehicle, although about 44% of respondents are interested in purchasing one (greencarcongress.com)
• Reportlinker Adds Hybrid Electric Vehicles for Fleet Markets (prnewswire.com)
• 3.2 Million Plug-in Electric Vehicles to be Sold Worldwide by 2015, Forecasts Pike Research (eon.businesswire.com)
• Electrification Coalition releases Fleet Electrification Roadmap; suggests fleet adoption could put a cumulative 200,000 PHEVs and EVs on the road by 2015 (greencarcongress.com)
• Pike forecasts Asia-Pacific to be largest PEV market, with more than 1.2M units by 2015; China to represent 53% of total sales (greencarcongress.com)
• Bloomberg New Energy Finance forecasts plug-in electric vehicles could account for up to 9% of US auto sales in 2020 and 22% in 2030 (greencarcongress.com)
• J.D. Power forecasts hybrid- and battery-electric vehicles will represent 7.3% of global auto sales in 2020 (greencarcongress.com)
• Hybrid Fleet Vehicle Sales to Surpass 740,000 Units per Year in 2015, According to Pike Research (eon.businesswire.com)
• Plug-In EV Market to Sell 3.2M Units by 2015 (environmentalleader.com)
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(Source: USDOT)

The U.S. Environmental Protection Agency ( EPA)  and the U.S. Department of Transportation today announced the first national standards to reduce greenhouse gas (GHG) emissions and improve fuel efficiency of heavy-duty trucks and buses. This comprehensive national program is projected to reduce GHG emissions by nearly 250 million metric tons and save 500 million barrels of oil over the lives of the vehicles produced within the program’s first five years.

EPA and DOT’s National Highway Traffic Safety Administration (NHTSA) are proposing new standards for three categories of heavy trucks: combination tractors, heavy-duty pickups and vans, and vocational vehicles. The categories were established to address specific challenges for manufacturers in each area.  For combination tractors, the agencies are proposing engine and vehicle standards that begin in the 2014 model year and achieve up to a 20 percent reduction in CO2 emissions and fuel consumption by 2018 model year.  For heavy-duty pickup trucks and vans, the agencies are proposing separate gasoline and diesel truck standards which phase in starting in the 2014 model year and achieve up to a 10 percent reduction for gasoline vehicles and 15 percent reduction for diesel vehicles by 2018 model year (12 and 17 percent respectively if accounting for air conditioning leakage). Lastly, for vocational vehicles, the agencies are proposing engine and vehicle standards starting in the 2014 model year which would achieve up to a 10 percent reduction in fuel consumption and CO2 emissions by 2018 model year.

Overall, NHTSA and EPA estimate that the heavy-duty national program would provide $41 billion in net benefits over the lifetime of model year 2014 to 2018 vehicles. With the potential for significant fuel efficiency gains, ranging from seven to 20 percent, drivers and operators could expect to net significant savings over the long-term. For example, it is estimated an operator of a semi truck could pay for the technology upgrades in under a year, and save as much as $74,000 over the truck’s useful life. Vehicles with lower annual miles would typically experience longer payback periods, up to four or five years, but would still reap cost-savings.

EPA and NHTSA are providing a 60-day comment period that begins when the proposal is published in the Federal Register.  The proposal and information about how to submit comments is at: http://www.epa.gov/otaq/climate/regulations.htm and http://www.nhtsa.gov/fuel-economy .

Click here read the USDOT presser on this issue.

Related articles

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• Government to propose truck fuel efficiency rules (seattletimes.nwsource.com)
• Government to propose truck fuel efficiency rules (sfgate.com)
• Government to Propose Truck Fuel Efficiency Rules (abcnews.go.com)
• Proposal Pending on Mileage for Heavy-Duty Vehicles (nytimes.com)
• Federal Agencies Push Renewable Energy, Truck Fuel Efficiency (environmentalleader.com)
• Garbage Trucks Go Green (technologyreview.in)
• Gov’t calling for better gas mileage for trucks (seattletimes.nwsource.com)
• EPA to propose truck fuel efficiency standards (marketwatch.com)
• Report: EPA poised to outline medium- and heavy-duty truck emissions standards (autoblog.com)
• EPA to Release Draft Greenhouse Gas Emission Limits for Heavy Trucks (nytimes.com)

(Source: Edmunds.com,  Green Car Congress & Federal Times)

Image Courtesy: via Apture

The US government’s General Services Administration (GSA) this summer took delivery of the first of more than 5,600 hybrid vehicles ordered earlier this year, and will make the vehicles—almost all of which are Ford Fusion hybrids—available to various federal agencies under GSA lease agreements as they are delivered.

GSA previously purchased 1,600 hybrid vehicles using revenue from the sale of older vehicles that agencies exchanged last year when they received funds for new vehicles through the American Reinvestment and Recovery Act (ARRA) of 2009.

GSA director of Motor Vehicle Management Bill Toth noted, however, that each Fusion hybrid costs $11,214 more than the fleet’s “non-hybrid alternative” sedan, a 2010 Chrysler Avenger.

But due to the $11,214 hybrid premium of the fuel-efficient Fusion, Toth said, he doesn’t “know that we’ll see the numbers we’ve seen in the last two years continue at that pace without some sort of infusion of capital.

“They’re very expensive vehicles and when you look at meeting your mission … and one [vehicle] is $10,000 cheaper than the other, capital’s limited. It’s tough to make that jump,” he said.

Almost all of the hybrids the GSA purchased are 2010 Ford Fusion Hybrids , a mid-sized sedan that’s second in class in fuel efficiency only to the Toyota Prius. The Fusion get 39 mpg in combined city and highway driving and emits 4.8 tons of carbon dioxide annually, or 2.7 tons less than the nonhybrid version.

The vehicles will be placed in clusters near where manufacturers are delivering them to ensure that the vehicles can be serviced by mechanics trained in the new technology, Toth said.

Charging stations will be installed where the vehicles will be housed, and GSA is exploring the potential to partner with industry or other users to share the expense of installing the stations. GSA also hopes to pilot different energy sources for the stations, including solar and wind power in addition to standard electric power, he said.

Click here to read more.

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June 2010

Prepared by the Office of Planning, Environment and Realty Federal Highway Administration: www.fhwa.dot.gov/hep/climate/

To view PDF files, you need the Acrobat® Reader®.

Recent Events

Report Highlights Roadway Corridor Energy Efficiency Strategies. Environmental Corridor Management was prepared as part of the NCHRP 25-25 “quick turnaround” research. The chapter “the Energy Efficient Highway: How Efficient Are Our Corridors?” includes a lengthy and informative discussion of Oregon’s experiences implementing their Oregon Solar Highway program. Among numerous other sustainability strategies, the document also reports on experiences with:

• wind generation in highway rights of way
• solar powered LED and compact fluorescent lighting for signs,
• LED luminairs and signals,
• highly retroreflective sign material in place of sign lighting,
• increased energy efficiencies from operations,
• minimizing need for new construction via operational improvements,
• more efficient fleets, and
• recycled materials in roadway construction.

EPA Announces 2009 Clean Air Excellence Award Winners. Several of the 2009 winners have demonstrated or are working toward transportation greenhouse gas emissions reductions. The District Department of Transportation was recognized for launching the SmartBikeDC bike sharing program, and Car2Go and the city of Austin were recognized for their car sharing program. Sunline Transit Agency in CA was honored as the first agency to own and operate a hydrogen generating and dispensing station. They have upgraded the facility so that it can serve commercial customers as well as the transit agency’s own busses. More details on these and other award winning initiatives are available on EPA’s Clean Air Excellence Awards website.

FHWA/AASHTO Climate Change Adaptation Peer Exchange Report Released. FHWA with the support of AASHTO convened a peer exchange on current climate change adaptation activities and strategic needs in Schaumburg, Illinois, on December 8, 2009. This workshop included senior officials of state departments of transportation, FHWA headquarters and division offices and AASHTO. This report summarizes the results of the exchange, and is one of series of FHWA reports documenting the results of national peer exchanges on integrating climate change considerations into the transportation planning process.

State and Local News

Northeast and Mid-Atlantic States Launch Transportation and Climate Initiative. On June 16, 11 Northeast states and the District of Columbia launched a Transportation and Climate Change Initiative “to help reduce greenhouse gas emissions, minimize our transportation system’s reliance on high-carbon fuels, promote sustainable growth, address the challenges of vehicle-miles traveled and help build the clean energy economy.” More information and a copy of the signed declaration of intent are available on the Georgetown Climate Center website.

MassDOT Announces Comprehensive Sustainable Transportation Initiative. On June 2, MassDOT launched GreenDOT, an effort to incorporate sustainability into all of the DOT’s activities. The initiative has a goal of reducing GHG emissions by over 2 million tons by 2020. The DOT aims to combat climate change by measures such as balancing highway expansion projects with projects that promote biking, walking, public transit, and smart growth. The DOT will also make investments in a green fleet and renewable power. The policy directive includes an illustrative list of the initiatives that MassDOT is implementing to achieve the GreenDOT goals. For more information, see the MassDOT Policy Directive or the press release.

New York City Panel on Climate Change Releases Adaptation Resources. The NPCC has released Climate Change Adaptation in New York City: Building a Risk Management Response, to provide a “foundation” for climate change adaptation in New York City and tools to start formulating an adaptation response. The document includes a brief analysis of NYC’s transit system vulnerabilities. NPCC’s eight step Adaptation Assessment Guidebook is included as Appendix B. And a workbook on “Incorporating Climate Change into Design and Performance Standards” is Appendix C.

California Air Resources Board Releases Draft Regional GHG Reduction Targets. CARB has released the draft GHG emission reduction targets for passenger vehicles for the state’s 18 MPOs as part of the implementation of SB 375. The 2020 and 2035 targets are expressed in per capita ghg emissions range compared to 2005 levels. The targets were informed by scenario planning analyses. As most of the infrastructure decisions affecting the 2020 network have already been made, the nearer term targets are based largely on operational improvements. Many MPOs also adjusted their 2020 forecasts to take the economic downturn into account. The four largest MPOs have a draft 2020 reduction target of 5-10 percent.

Announcements

FHWA Seeks Pilot Locations For Climate Vulnerability/Risk Assessment. FHWA is soliciting interested DOTs and MPOs to partner with us in piloting approaches to conduct climate change vulnerability and risk assessments of transportation infrastructure. The purpose of the pilots is twofold; 1) to assist State DOTs and MPOs more quickly advance existing adaptation assessment activities and 2) to assist FHWA in “test-driving” the model. Based on the feedback received through the pilots, FHWA will revise and finalize the model for national application. It is anticipated that 3-4 awards will be made at approximately $200,000 to $300,000 each. By Federal statute, a 50% non-Federal match is required for these funds to be awarded to the pilot areas. In-kind contributions such as staffing can be counted towards the match requirement. Applications are due to the relevant FHWA Division Office by July 30. For more information, see the solicitation announcement and the conceptual model which will soon be available on the FHWA Climate Change Activities Webpage.

FTA Seeks Applicants for Greenhouse Gas and Energy Reduction Projects. FTA has $75 million in FY10 funds available in its Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER) Program for grants to public agencies. The grants are for capital projects that reduce GHG emissions or energy use from public transit systems. Projects must request between $1,000,000 and $25,000,000. Applications for projects less than $1,000,000 may be applied for if they are part of a consolidated proposal submitted by the State DOT that, in total, meets or exceeds the $1,000,000 threshold. Applications are due August 11. For more information, see the announcement on the grants.gov website.

Northern Transportation and Air Quality Summit to be Held Aug 24-26 in Cambridge, MA. Registration is now open for NTAQS, the biennial Air Quality conference sponsored by FHWA and EPA Regions 1, 2, and 3. Several presentations on climate change are planned. The Boston MPO and NESCAUM are co-sponsors of this years’ event.

EPA Seeks 2010 Clean Air Excellence Award Nominations. In a June 21 Federal Register Notice, EPA issued a call for nominees to recognize efforts toward achieving cleaner air. These recognition awards are open to both the public and private sector. Applications must be postmarked by August 13.

If you have any suggestions for inclusion in future issues of Transportation and Climate Change News, or if someone forwarded this newsletter to you and you’d like to receive it directly in the future, please send your suggestions or request to Becky Lupes at Rebecca.Lupes@dot.gov.

FHWA HQ Contacts in the Office of Planning, Environment & Realty:

Office of Natural and Human Environment, Sustainable Transport & Climate Change Team
Diane Turchetta, Acting Team Leader Diane.Turchetta@dot.gov
Kathy Daniel, Kathy.Daniel@dot.gov
John Davies, JohnG.Davies@dot.gov
Connie Hill Galloway, Connie.Hill@dot.gov
Robert Kafalenos, Robert.Kafalenos@dot.gov
Faiz Khan, Faiz.Khan@dot.gov
Becky Lupes, Rebecca.Lupes@dot.gov

Office of Planning
Robin Smith, Robin.Smith@dot.gov

Office of Project Development & Environmental Review
Shari Schaftlein, Shari.Schaftlein@dot.gov

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Source: Prepared by the Office of Planning, Environment and Realty  – Federal Highway Administration (www.fhwa.dot.gov/hep/climate)

Recent Events

Obama Administration Officials Release Progress Report on Work of Climate Change Adaptation Task Force. On March 16, the CEQ, NOAA, and the Office of Science and Technology Policy released an interim progress report of the Interagency Climate Change Adaptation Task Force.  The report recommends key components to include in a national strategy on climate change adaptation.  It calls for a national adaptation strategy that has a “flexible, forward thinking approach” shifting away from using past conditions to predict the future.  It also calls for adaptation responses to be included in current U.S. government plans, processes and approaches, so that adaptation and resilience approaches become part of existing activities.  Comments on the report are being accepted through May 15.  For full text of the report and to submit a comment, see the Interagency Adaptation Task Force website.

FHWA Posts Study of State Climate Action Plans. This study, completed last summer, reviews progress on state climate action plans in all 50 states.  The report provides a basic summary and analysis of the data gathered on transportation emission reduction strategies. It also assesses the level of certainty in estimates of strategies’ impacts on GHG emissions.  The report, accompanying data spreadsheet, and summary PowerPoint presentation are available on the research page FHWA’s Climate Change Website.

NCHRP Publishes Study on Mechanisms for Integrating Transportation-Related Greenhouse Gas Reductions into Transportation Decision Making. This study provides a factual basis for State DOTs and MPOs to weigh alternatives for managing GHG emissions from transportation.  The report covers five dimensions of GHG management policy: geographic level of implementation, target metric, sources covered, reduction target base, and regulatory nature of target (voluntary or mandatory).  The web-only study is available here.

Social Cost of Carbon for Regulatory Impact Analysis. The “social cost of carbon” (SCC) is an estimate of the monetized damages associated with an incremental increase in carbon emissions in a given year. It is intended to include (but is not limited to) changes in net agricultural productivity, human health, property damages from increased flood risk, and the value of ecosystem services.  The estimates presented in the report are meant to allow agencies to incorporate the social benefits of reducing CO₂ emissions into cost-benefit analyses of regulatory actions that have small, or “marginal,” impacts on cumulative global emissions. The report assists agencies in complying with Executive Order 12866, which requires a cost-benefit analysis of intended regulation. DOT Participated in the interagency process that produced this document.  The report is available here.

State and Local News

Oregon Legislation Calls for a Statewide Transportation Strategy to Achieve Greenhouse Gas Emission Reduction Goals. On March 18, Oregon Governor Ted Kulongoski signed Senate Bill 1059 which calls for the Oregon Transportation Commission in consultation with MPOs, other state agencies, local governments, and other stakeholders to adopt a statewide transportation strategy to reduce GHG emissions. It also calls for the DOT and the Department of Land Conservation and Development to establish guidelines for alternative land use and transportation scenarios that may reduce GHGs.  The legislation also calls for the Department of Land Conservation to establish a light-duty vehicle GHG reduction target in each MPO Region.  Local governments within MPO areas will be required to consider how regional transportation plans could be altered to reduce GHG emission. Full details of the bill are providedhere.

North Carolina Holds Climate Change Adaptation Workshop. On March 2-3, the North Carolina Interagency Leadership Team hosted this workshop on how the state can increase its resilience to projected climate threats.  The workshop was sponsored in part by FHWA and NCDOT.  Presentations and additional information are available here.

Midwest Transportation and Air Quality Summit Conference Proceedings Posted.  On October 27-29, 2009, the Illinois Department of Transportation hosted this summit which included several presentations on climate change.  The proceedings are available here.

Announcements

2010 TRB Energy and Environment Conference, June 6-9 in Raleigh. This conference serves as a platform to develop better transportation solutions through the integration of diverse environmental and transportation perspectives.  Many conference sessions relating to climate change are planned:

• Addressing Climate Change Impacts at the Transportation Project Scale
• Integrating Climate Change Preparedness into State DOT Activities
• Impact of Climate Policy on Transportation
• The Global Supply Chain and Green House Gases
• Adapting Transportation to Climate Change
• Emerging State Approaches to Regulating Climate Change Impacts of Land Development
• How to Achieve a Low Carbon Transport System in 2050
• Multi-Pollutant and Other Co-Benefits of Climate Change Policy
• Balancing Energy, Security, Carbon Mitigation, and Sustainability
• Air Quality and Greenhouse Gas Emissions from Freight Transportation

An early registration rate is available until April 30.  Registration, an agenda, and additional conference information is available here.

Reminders

CEQ Draft NEPA Guidance on Considerations of Effects of Climate Change and Greenhouse Gas Emissions – Comments due May 24.  The guidance covers when and how Federal agencies should analyze the environmental impacts of GHG emissions and climate change when they describe the environmental impacts of a proposed action under NEPA.  Text of the draft guidance and a comment submittal form are available here on the CEQ website.

Note: If you have any suggestions for inclusion in future issues of Transportation and Climate Change News, or if someone forwarded this newsletter to you and you’d like to receive it directly in the future, please send your suggestions or request to Becky Lupes at Rebecca.Lupes@dot.gov.

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Prepared by the Office of Planning, Environment and Realty, Federal Highway Administration

Recent Events

Two New Reports on Climate Change Science are published. The Climate Change Science Compendium 2009 and The Copenhagen Diagnosis, 2009: Updating the World on the Latest Climate Science present research results released since the Intergovernmental Panel on Climate Change (IPCC) Fourth Assessment Report was published in 2007 (the Fifth Assessment Report is due in 2013).  The reports present scientific findings, interpretations, ideas, and conclusions from about 400 major scientific contributions released through peer-reviewed literature or from research institutions.  They present findings from the International Polar Year, a collaborative, international effort researching the Polar Regions; data made possible due to new technologies; and evidence of unexpected rates of change in the extent of Arctic sea ice, ocean acidification, and species loss.

TRB Revamps its Climate Change Website.  The redesigned website provides an easy way to find all of TRB’s climate-change-related TRB E-Newsletter items, meetings sponsored or cosponsored by TRB, TRB standing committees and task forces, TRB research projects, TRB policy studies and reports, papers from TRB’s journal, the Transportation Research Record, and products from other arms of the National Academies, such as the National Research Council.  In addition, the site links to climate-change-related items in two of TRB’s databases: Research in Progress and Research Needs Statements.

The Psychology of Climate Change Communication: A Guide for Scientists, Journalists, Educators, Political Aides, and the Interested Public is published. Columbia University’s Center for Research on Environmental Decisions developed the guide, which covers:

• Knowing your audience; using mental models
• Getting your audience’s attention
• Translating scientific data into concrete experience
• The overuse of emotional appeals
• Addressing scientific and climate uncertainties
• Tapping into social identities and affiliations
• Encouraging group participation
• Making behavior change easier

2009 National Household Travel Survey (NHTS) data is published.  The Federal Highway Administration (FHWA) has been collecting national data on travel behavior of the American public for 40 years.  The NHTS dataset allows analysis of daily travel by all modes, all times of day, and for all purposes, including characteristics of the people traveling, their household, and their vehicles. The 2009 NHTS has data on the travel of 150,000 households – 1 million trips.  The report includes data from new or updated questions on hybrid/alternative-fuel vehicle use, alternate mode use, flexibility in work arrival time, telecommuting, mobility and disabilities, travel to school, internet deliveries to households, interstate use and tolling.  The NHTS website is a good source of information to help you with your program, planning, and policy work.  The site includes policy briefs on topics such as “The ‘Carbon Footprint’ of Daily Travel,” “Travel to School: The Distance Factor,” and “Working at Home—The Quiet Revolution.” For more information, contact FHWA’s Office of Policy and Information.

State and Local News

Local Governments Plan for Development of Land Vulnerable to Rising Sea Level. It is almost impossible to plan for sea level rise unless one knows whether a parcel of land will be given up to the sea, elevated with the rising sea, or protected – with a dike, for example. Through a multi-year $2 million study, the U.S. Environmental Protection Agency worked with local land use planners in 131 jurisdictions along the Atlantic coast from Massachusetts to Florida to map which areas are likely to be protected from rising sea level based on available planning data and existing government policies.  The Delaware Valley Regional Planning Commission in Philadelphia, the Coastal Regional Commission of Georgia, and four Florida regional planning commissions created sea level rise planning maps that divide coastal land into four categories: developed (shore protection almost certain), intermediate (shore protection likely), undeveloped (shore protection unlikely), and conservation (no shore protection), to help start the dialogue for communities interested in deciding what they should do.  An article in the scientific journal Environmental Research Letters summarizes the study.  State-specific summaries and GIS data are also available.

Analysis of Macroeconomic Effects of Michigan’s Climate Action Plan is Released. The analysis indicates that implementation of Michigan’s Plan would expand the state’s economy and cut household energy prices. The Plan recommends 54 multi-sector climate policy strategies.  Transportation-related strategies include Anti-Idling Technologies and Practices, Vehicle Purchase Incentives such as rebates, Mode Shift from Truck to Rail, Renewable Fuel Standard (biofuels goals), Transit, and Smart Growth/Land Use.  The analysis indicates that anti-idling technologies and practices will result in greater GHG emission reductions between 2009 and 2025 than transit or smart growth/land use strategies.

California Air Resources Board (CARB) Approves Climate Change Proposed Scoping Plan: A framework for change. The plan outlines strategies to reduce the State’s GHG emissions to 1990 levels by 2020.  It includes several measures related to transportation (see Emissions Reduction Measures, Regional Transportation-Related GHG Targets, pp. 47-51) and notes that the state has allocated resources for MPOs to initiate or augment comprehensive scenario planning, or Blueprint, efforts that engage a broad set of stakeholders at the local level on the impacts of land use and transportation choices (see the following article).  The plan notes co-benefits of reducing GHGs, such as air-quality-related public health benefits and local economic benefits.

California Releases Final 2009 Climate Adaptation Strategy. Multiple state agencies were involved in developing this multi-sector strategy to guide California in adapting to climate change impacts.  The strategy summarizes the science on climate change impacts in seven sectors, including Transportation and Energy Infrastructure, and provides recommendations on how to manage against those threats.  The strategy is in response to Gov. Schwarzenegger’s Executive Order S-13-08 requiring state agencies to identify how they can respond to rising temperatures, changing precipitation patterns, sea level rise, and extreme natural events.  The state’s adaptation strategy will be updated as new data become available.

A Guide to Transportation Decisionmaking is published. The FHWA and the Federal Transit Administration (FTA) created the guide to help the public understand how transportation decisions are made at the local, State, and national levels, and to encourage them to contribute their ideas. It updates the process through SAFETEA-LU and replaces the older A Citizen’s Guide to Transportation Decisionmaking.  To receive a hard copy, contact Brenda Kragh at Brenda.Kragh@dot.gov.

Announcements

AASHTO/FHWA/FTA Announce Webinars on Climate Change

With assistance from FHWA and FTA, the American Association of State Highway and Transportation Officials (AASHTO) are sponsoring a series of six webinars on climate change, February-June 2010. The webinars are designed for state DOTs–CEOs; chief engineers; and planning, communications, environment, engineering, and government affairs staff–and anyone else who is interested in the topics (e.g., MPOs or other local and regional agencies).

The webinar recording and slides from the first webinar, Climate Change 101:  An Overview of Climate Change for State DOTs, are posted on AASHTO’s Center for Environmental Excellence webpage, under the Products and Programs tab on the left hand column. This link will take you directly to where the information from Climate 101 and future webinars will be posted: http://environment.transportation.org/center/products_programs/.  The topics, dates, and times for the next two webinars are:

GHG Targets, Methodologies, and Legislation – Wednesday, March 10, 2:00-3:30 Eastern.  Issues in setting GHG reduction targets for transportation, methodologies for estimating transportation GHG, and prospects for climate change legislation affecting transportation.  Lead Presenters:  Bill Malley, Perkins Coie, LLP (Targets and Legislation), Steve Lawe, Resource Systems Group (Methodologies), and Brian Gregor, Oregon DOT (ORDOT’s “GreenSTEP,” a promising new GHG methodology that ORDOT is developing for estimating statewide GHG emissions from transportation).  To register, visit: https://www2.gotomeeting.com/register/938268586.

Climate Change Adaptation for Transportation – Wednesday, March 31, 2:00-3:30 Eastern.  The latest research and risk-based frameworks for adapting surface transportation infrastructure and networks to climate change.  Lead Presenters:  Mike Meyer, Georgia Tech/Parsons Brinckerhoff, and a state DOT executive (TBD) who has been working on transportation adaptation to climate change. To register, visit:https://www2.gotomeeting.com/register/865949283.

FYI

What’s the hubbub about public opinion polls on climate change all about, and why should we care?

Considering the views of the public and of other transportation stakeholders is an integral part of our Federal-aid highway program.  Recent polls have shown a sharp decline in the percentage of Americans who say there is solid evidence that global temperatures are rising (57% in October 2009 vs. 71% in April 2008 according to the Pew Research Center or who see global warming as a very serious problem (35% in October 2009 vs. 44% in April 2008).  Yale University and George Mason University (GMU) polling results indicate that “public concern about global warming, and public trust in a range of information sources, has dropped sharply over the past year” (see Climate Change in the American Mind: Americans’ global warming beliefs and attitudes in January 2010).

However, the relationship between public concern about or belief in climate change doesn’t seem to be reflected in whether or not they think action should be taken to reduce GHG emissions.  In the Pew survey, 50% favored setting limits and making companies pay for their “carbon” emissions even if this may lead to higher energy prices, while only 35% said they thought climate change was a very serious problem.

To get a clearer assessment of public opinion about climate change, it’s valuable to consider trends over the long term.  The longest running public opinion poll on the environment is the Gallup Environment poll, which has been conducted nationwide for more than 20 years.  Over that time public concern about the greenhouse effect/global warming has stayed fairly consistent, with 63% in 1988 who worried a great deal or a fair amount and, in 2009, 60% who worried a great deal or a fair amount.  When asked if they favored imposing mandatory controls on CO₂ emissions and other GHGs, in the 2003, 2006, and 2007 polls 75-79% of Americans said yes.  Even in the 2009 poll 70% said yes.  Similar to the recent Pew survey, 8-16% more Americans favored controlling GHG emissions than the percentage who worried a great deal or a fair amount about global warming. For the first time in the Gallup poll’s history, however, in 2009 the public favored economic growth vs. environmental protection by 51% to 42% (Gallup attributed this to the recession).  The Yale/GMU January 2010 poll showed this sentiment had rebounded to 63% favoring protecting the environment, even if it reduces economic growth, vs. 37% who favored economic growth, even if it leads to environmental problems (see Q244 in Climate Change in the American Mind: Public Support for Climate & Energy Policies in January 2010). More information will be posted on FHWA’s climate change website after Gallup’s March 2010 poll results are released.

Next month: We hear that EPA is about to officially release the MOVES model.  What is it and can it help transportation agencies to develop their GHG emissions’ baselines and inventories?

Errata: Based on input about our November/December newsletter, we have updated two of the articles.  The lead article on COP-15 now includes detail on DOT’s participation in Copenhagen.  Based on feedback from EPA, we have updated the FYI piece on cap-and-trade.

If you have any suggestions for inclusion in future issues of Transportation and Climate Change News, or if someone forwarded this newsletter to you and you’d like to receive it directly, please send your suggestions or request to Kathy Daniel at Kathy.Daniel@dot.gov.

FHWA HQ Contacts in the Office of Planning, Environment and Realty

Office of Natural and Human Environment, Sustainable Transport & Climate Change Team

• Rob Ritter, Team Leader, Robert.Ritter@dot.gov
• Dave Carlson, David.Carlson@dot.gov
• Kathy Daniel, Kathy.Daniel@dot.gov
• John Davies, JohnG.Davies@dot.gov
• Connie Hill Galloway, Connie.Hill@dot.gov
• Robert Kafalenos, Robert.Kafalenos@dot.gov
• Becky Lupes, Rebecca.Lupes@dot.gov
• Diane Turchetta, Diane.Turchetta@dot.gov

Office of Planning

Robin Smith, Robin.Smith@dot.gov

Office of Project Development and Environmental Review
Shari Schaftlein, Shari.Schaftlein@dot.gov

www.fhwa.dot.gov/hep/climate/

FHWA Highways and Climate Change website : www.climate.dot.gov/

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• The IPCC needs to change and switch to shorter, more targeted reports (guardian.co.uk)
• IPCC’s Himalayan Glacier ‘Mistake’ No Accident (usnews.com)

(Source: Office of Planning, Environment and Realty – Federal Highway Administration)

Recent Events

U.S. DOE and U.S. EPA announce the 2010 Fuel Economy Guide for model year 2010 vehicles. Each vehicle listing gives an estimated annual fuel cost, based on the vehicle’s MPG rating and national estimates for annual mileage and fuel prices. The online version of the guide allows consumers to input their local gasoline prices and typical driving habits to receive a personalized fuel cost estimate. Fuel efficiency is important for reducing CO2 and other GHGs. The top ten fuel economy leaders for 2010 include nine hybrid vehicles, from compact cars to SUVs.

World Resources Institute issues provisional GHG emissions reporting standard for public sector. The standard was developed in consultation with agencies from all levels of government and is supported by the Federal Energy Management Program within U.S. DOE and U.S. EPA. The standard includes guidance on how to apply GHG accounting principles to government operations at the federal, state and local level. The standard is compatible with the Local Government Operations Protocol recently adopted by The Climate Registry, ICLEI Local Governments for Sustainability (ICLEI), the California Air Resources Board (CARB) and California Climate Action Registry (CCAR). For questions or to submit comments on the standard, please email Stephen Russell or Mary Sotos at pspcomments@wri.org.

EESI publishes State Actions on Climate Change: A Focus on How Our Communities Grow, to encourage State, regional, and local governments to focus on land use reform as a key strategy for reducing GHG emissions. The publication is the result of collaboration with the American Planning Association to develop tools to assist planners. The study examined State and regional climate action plans for their inclusion of transportation, green building, and land use or “smart growth” practices and found that the plans cover a broad range of strategies, because each area has unique geographic and socioeconomic conditions. Of the three, transportation practices were the dominant feature, along with, to a lesser degree, green building policies. Some common transportation policies include adopting California’s vehicle emissions standard (the country’s most aggressive standard), creating more mass transit options, and providing incentives to lower VMT. Specific smart growth practices appeared to be the least likely component of the plans. A table at the end of the document shows some aspects of urban planning that are incorporated. Any GHG reduction targets adopted or regional climate action plans to which a state belongs are provided.

Simple Measures Can Yield Big GHG Cuts, Scientists Say in Proceedings of the National Academy of Sciences. Dr. Thomas Dietz, Michigan State University assistant vice president for environmental research, and his colleagues find that simple, voluntary activities such as routine vehicle maintenance, carpooling and trip chaining, eco-driving, and use of low-rolling-resistance tires can result in significant reductions in GHG emissions and, therefore, “deserve increased policy attention.” They examined 17 household action types in five behavioral categories. Adoption of these actions typically is the result of several policy tools and strong social marketing, the authors state. They estimate that if the behaviors became the norm across the nation it could save 123 million metric tons of carbon per year, equal to 7.4% of U.S. national emissions, within ten years with little or no reduction in household well-being. Their estimates are based on “how many families could reasonably be expected to take such measures if they were provided information, offered financial assistance and could interact with others doing so.”

Managing Our Coastal Zone in a Changing Climate: The Time to Act is Now Issued by the Parliament of the Commonwealth of Australia Provides Insights Relevant to U.S. The fact that many Australian coastal communities have single-access roads is an issue of grave concern to the Commonwealth. The report noted that evacuation routes were a significant factor in the extent of a July 2009 bushfire tragedy (“Black Saturday”). Dr. John Church, from [the Commonwealth Scientific and Industrial Research Organisation, Australia’s national science agency] pointed out that “sea-level-rise planning benchmarks need to be part of a risk management framework,” stating “We really have to move into a risk assessment framework…where we talk more about probabilities and the risks that we are prepared to take….One problem that we have is that planners tend to come to us and say, “How much do we need to allow for sea level rise?’ The retort I always give is, ‘What kind of risks do you want to take?’ I think this is a very important change in process that we need: to put the onus of the risk back onto the planners and the policymakers, not leave it to the scientists.’

State and Local News

Draft Pennsylvania Climate Action Plan released for comment. The plan contains 52 climate policy actions, which are estimated to reduce the Commonwealth’s GHG emissions by 95.6 million metric tons (a 36 percent reduction below year 2000 business-as-usual levels, 42% if recent state and federal actions are included) and to provide a net gain of $5.13 billion and 54,000 new jobs by 2020. The Plan does not address climate change adaptation. The GHG emissions inventory and projections, which cover 1990 to 2020, use “standardized methodology prescribed by the [EPA] and in accordance with international standards.” Transportation is the third largest source of GHG emissions in Pennsylvania (24% in 2000, of which gasoline-powered on-road vehicles accounted for about 64% and on-road diesel vehicles for 15%). Of all the sectors analyzed, GHG mitigation actions from transit and ground passenger transportation are projected to produce the second largest financial gain for the Commonwealth. The Land Use and Transportation work plan recommendations are listed in the following table.

¹NA in this column means “not applicable.” Work plan numbers 1,2, and 4 are recent state actions that are being implemented by the state; and the federal government will be implementing national vehicle GHG emissions and corporate average fuel economy (CAFE) standards starting in 2012.
²Because T-9 uses federal dollars exclusively, it should be noted that the cost figures for T-9 are calculations of how many federal dollars – not state dollars – would be required to implement the work plan.
³This cost per ton value excludes the emission reductions associated with the “Federal Vehicle GHG Emissions and CAFE Standards” since costs (savings) were not quantified for this recent federal action.
GHG = greenhouse gas; MMtCO₂e = million metrice tons of carbon dioxide equivalent; $/tCO₂e = dollars per metric ton of carbon dioxide equivalent; NPV = net present value; NQ = not quantified; PA = Pennsylvania; PAYD = Pay-As-You-Drive; CAFE = Corporate Average Fuel Economy.

Climate Change and Transportation in Maine published by MaineDOT. This white paper prepares MaineDOT to respond to the Governor’s call to evaluate climate change adaptation options and positions the agency to work with transportation stakeholders to evaluate short-term and long-term approaches to preparing for and adapting to climate change. Judy Gates, Director of MaineDOT’s Environmental Office said “…uncertainty [about long-range impacts due to climate change] can create paralysis in an agency charged with making and justifying long-term, fiscally-responsible decisions around the safety and efficiency of public travel. But the long life-cycles of most transportation infrastructure demand early preparation to protect significant tax payer investments…” The white paper includes a table showing how Maine’s current and proposed adaptation strategies compare to seven other States whose Climate Action Plans address adaptation (see below). The paper references the part of TRB’s Special Report 290: Potential Impacts of Climate Change on U.S. Transportation that discusses the Caltrans process of evaluating bridges for seismic retrofitting, in which TRB suggests that a similar approach could be used to screen and identify critical infrastructure that is vulnerable to the impacts of climate change. MaineDOT has already included climate change as a factor to be considered in future planning with an eye towards conducting technical, risk-based assessments such as California’s.

Announcements

Behavior, Energy and Climate Change Conference in DC, November 16-18, has webcast option. The webcast costs $150 for one day or $300 for all three days, versus $320 and $600, respectively, for on-site attendance. The webcast option is limited to 200 people who register by November 12.The conference is sponsored by the American Council for an Energy-Efficient Economy, Stanford University’s Precourt Energy Efficiency Center, and the California Institute for Energy and Environment.

TRB announces webinar: A Transportation Research Program for Mitigating and Adapting to Climate Change and Conserving Energy. This web briefing on December 2, from 2:00-3:00 p.m. EST will explore the findings of TRB’s Special Report 299: A Transportation Research Program for Mitigating and Adapting to Climate Change and Conserving Energy.Participants must register at least 24 hours in advance, space is limited, and there is a fee for non-TRB-Sponsor employees. To learn more about current and planned FHWA research on climate change mitigation and adaptation, visithttp://www.fhwa.dot.gov/hep/climate/index.htm.

FYI

What is the United Nations Framework Convention on Climate Change (UNFCCC), the Convention? The Convention is an international treaty adopted in 1992 in Rio de Janeiro and ratified by almost all of the countries of the world, in which they agreed to undertake policies and measures to return their greenhouse gas emissions to 1990 levels by 2000. In 1997, all but two of the Convention signatories (the U.S. and Turkey) adopted an addition to the Convention, the Kyoto Protocol, which has specific binding GHG emission targets to be achieved in the 2008 – 2012 time period (which would have been 7% for the U.S.) The U.S. has not ratified the Protocol primarily because China and India are exempt from a numerical cap on their emissions. Below are data from the UNFCCC on trends in GHG emissions in industrialized countries (called Annex I Parties) that committed to voluntary GHG reductions under the Convention

Related news. Indian Environment and Forest Minister Jairam Ramesh and Chinese Minister for National Development and Reforms Xie Zhenhua signed a 5-year commitment for their countries to collaborate on GHG emission reduction programs, projects, technology development, and demonstration. The Ministers agreed to work together to protect and promote the interests of developing countries like China and India.

Next month:What is “cap and trade” GHG emissions trading, which is in the media so much lately?

This webinar will explore the findings of Transportation Research Board Special Report 298: Driving and the Built Environment:  Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions.  This congressionally mandated study examines the relationship between land development patterns and vehicle miles traveled (VMT) in the United States to assess whether petroleum use, and by extension greenhouse gas (GHG) emissions, could be reduced by changes in the design of development patterns.   The study estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals.

Commissioned papers used by the committee to help develop Special Report 298 are available online.  A four page summary of and a press release on the report is also available online.

Image Courtesy: TRB - Click the image to access the report

The committee chair, José A. Gómez-Ibáñez, Derek C. Bok Professor of Urban Planning and Public Policy of Harvard University, will present the study findings.   The report estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals.

Questions from the audience will be addressed by Dr. Gómez-Ibáñez and two committee members who also contributed to the report:

• Dr. Marlon Boarnet, University of California, Irvine
• Mr. Andrew Cotugno, Portland METRO

Questions may be posed any time during the webinar, and will be answered at the end of the session.
Registration:  There is no fee to join this webinar. Space is limited, so we encourage participants to register 24 hours prior to the start of the webinar.

For questions about using this software, including webinar audio or visual complications, please contact Reggie Gillum at rgillum@nas.edu or 202-334-2382.

Prepared by the Office of Planning, Environment and Realty, Federal Highway Administration(FHWA)

Recent Events

DOT’s National Highway Traffic Safety Administration (NHTSA) and the U.S. Environmental Protection Agency (EPA) Propose Landmark Joint Regulations to Establish Light-Duty Vehicle Greenhouse Gas (GHG) Emission Standards and Corporate Average Fuel Economy Standards (CAFE). The proposed regulations, published in the Federal Register on September 28, 2009, have two goals: reduce GHG emissions and improve fuel economy. The proposal follows from the National Fuel Efficiency Policy announced by President Obama on May 19, 2009, responding to the country’s critical need to address global climate change and to reduce oil consumption. EPA is proposing the first-ever GHG emissions standards under the Clean Air Act; NHTSA is proposing CAFE standards under the Energy Policy and Conservation Act. These standards apply to passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2012 through 2016 and would result in an overall fleet fuel economy of 35.5 mpg. Comments must be received on or before November 27, 2009. To read the proposed rulemaking and find out how to submit comments, go to http://edocket.access.gpo.gov/2009/E9-22516.htm. (See related article on trends in fuel economy from 1923-2006)

Climate Change Bill Introduced in the Senate. On September 30, Senators Kerry and Boxer introduced the Clean Energy Jobs and American Power Act “to create clean energy jobs, promote energy independence, reduce global warming pollution, and transition to a clean energy economy.” The bill would add two new sections (Titles VII and VIII) to the Clean Air Act, which would set declining limits on GHG emissions and establish a Pollution Reduction Investment (PRI) program, also known as cap-and-trade. The Act would require EPA to establish 1) GHG emission standards for new heavy-duty vehicles and engines, and for nonroad vehicles and engines and 2) to standardized emission models and related methodologies for States and MPOs. It would create an emissions reduction program, allowing DOT to provide grants to States and MPOs to help them reduce GHG emissions from the transportation sector. It would establish goals to reduce GHG emissions from the nation’s largest stationary sources-initially around 7,500 facilities that account for nearly three-quarters of U.S. carbon pollution-to 97% of 2005 levels by 2012, 80% by 2020, 58% by 2030, and 17% by 2050 (versus a reduction to 20% of 2005 GHG emissions by 2050 called for in the House bill, the American Security and Clean Energy Act, introduced by Congressmen Waxman and Markey, which passed the House on June 26, 2009). The Boxer-Kerry bill also would establish a National Climate Change Adaptation Program and require EPA to distribute formula-based funding to States for projects and activities that address impacts on coastal watersheds.

EPA Finalizes Nation’s First GHG Emissions’ Reporting System/Monitoring to Begin in 2010. On January 1, 2010, EPA will, for the first time, require large, stationary-source emitters of GHGs to begin collecting data under a new reporting system, which will cover approximately 85 percent of the nation’s GHG emissions and apply to roughly 10,000 facilities. The reporting system will provide a better understanding of where GHGs are coming from and will guide development of policies and programs to reduce emissions. The data will also allow businesses to track their emissions, compare them with those of similar facilities, and provide assistance in identifying cost-effective ways to reduce emissions in the future. Fossil fuel and industrial GHG suppliers, motor vehicle and engine manufacturers, and facilities that emit 25,000 metric tons or more of carbon dioxide equivalent (CO2e) per year will be required to report GHG emissions data to EPA annually. More information on the new reporting system and reporting requirements is available at:http://epa.gov/climatechange/emissions/ghgrulemaking.html. State and local officials interested in additional information about developing and implementing cost-effective climate and energy strategies that help further environmental goals and achieve public health and economic benefits may visit: http://epa.gov/cleanenergy/energy-programs/state-and-local/index.html.

U.S. Climate Envoy Elaborates on President Obama’s Speech at United Nations Climate Summit Regarding Climate Change and December U.N. Conference of Parties (COP15). Speaking at a White House press briefing after the President’s climate change speech at the U.N., Todd Stern, the U.S. climate envoy, said that the U.S. would still have a solid bargaining position in Copenhagen even if the Administration fails to push its own GHG legislation through Congress before the intergovernmental conference. “We would like to see the maximum possible progress… on our domestic legislation,” Stern said. “In the event that there’s not domestic legislation done by the time of Copenhagen, we will negotiate with that in mind. But certainly the most progress we can get would be helpful.” At the U.N., the President said that the major developing countries, where virtually all of the growth in emissions over the next 30 years is going to occur, also have to take actions. Elaborating on that Stern said “[The major developing countries] have to stand behind those actions to the same degree that the US and other developed countries do. The President is making that very clear. And that has not traditionally been the way that the climate change negotiations and the whole climate change international debate have gone on.” (See related “FYI” article.)

Driving and the Built Environment: The Effects of Compact Development on Motorized Travel, Energy Use, and CO2 Emissions (TRB Special Report 298) Published. This recently-released report examines the relationship between land development patterns and vehicle miles traveled (VMT) in the United States to assess whether petroleum use, and by extension GHG emissions, could be reduced by changes in the design of development patterns. The report estimates the contributions that changes in residential and mixed-use development patterns and transit investments could make in reducing VMT by 2030 and 2050, and the impact this could have in meeting future transportation-related GHG reduction goals. Increasing population and employment density in metropolitan areas could reduce vehicle travel, energy use, and CO2 emissions from less than 1 percent up to 11 percent by 2050 compared to a base case for household vehicle usage, depending on the assumptions used. Commissioned papers used by the committee to help develop Special Report 298 are available online. A four page summary of and a press release onthe report is also downloadable at http://books.nap.edu/catalog.php?record_id=12747&utm_medium=etmail&utm_source=National%20Academies%20Press&utm_campaign=NAP+mail+new+09.8.09&utm_content=Downloader&utm_term=. On Wednesday, October 21, TRB will be hosting a webinar to explore the findings of this congressionally-mandated study. Space is limited. To reserve a “seat,” go to https://www1.gotomeeting.com/register/606169224.

NSF Awards NCSE $1.67M Climate Change Education Grant. The National Council for Science and the Environment (NCSE) has been awarded a three-year grant of $1,666,820 by the National Science Foundation to create a nationwide cyber-enabled learning community for solutions to climate change to be known as CAMEL (Climate, Adaptation, and Mitigation e-Learning). CAMEL will engage experts in science, policy and decision-making, education, and assessment in the production of a virtual toolbox of curricular resources designed for teaching climate change causes, consequences, and solutions.The project was developed by theCouncil of Environmental Deans and Directors (CEDD), which is managed by NCSE. More information on CAMEL, including a PowerPoint presentation by principal investigator David Hassenzahl and a video thereof, can be found at the CEDD website (http://ncseonline.org/Updates/cms.cfm?id=3274).

U.S. Energy Information Administration (EIA) Releases Its Annual Energy Review (AER).The AER is EIA’s primary report of historical annual energy statistics. For many series, data begin with the year 1949. Included are data on total energy production, consumption, and trade; overviews of petroleum, natural gas, coal, electricity, nuclear energy, renewable energy, international energy, as well as financial and environmental indicators; and data unit conversion tables. Two especially interesting graphics are for Primary Energy Consumption by Source and Sector, 2008 (the most recent year for which data is available) and the Petroleum Overview, 1949-2008, which shows how closely petroleum consumption in the U.S. tracks with petroleum imports (see below).

Publications released by University of Michigan Transportation Research Institute, Ann Arbor, Michigan:

Effect of “Cash for Clunkers” Program on Overall Fuel Economy of Purchased New Vehicles. September 2009. Conclusions: Based on data from October 2007 through June 2009 and using unemployment rate and price of gasoline as predictors of the fuel economy, the program improved the average fuel economy of all vehicles purchased by 0.6 mpg in July 2009 and 0.7 mpg in August 2009.
Economic Indicators as Predictors of Number and Fuel Economy of Purchased New Vehicles. July 2009. Conclusions: During October 2007 through June 2009, average fuel economy of purchased light-duty vehicles improved by a substantial amount-1.1 mpg-as a result of unemployment and price of gasoline; however, significantly fewer vehicles were purchased as a result of unemployment. The price of gasoline did not reduce the number of vehicles purchased.
Recent Reductions in Carbon Dioxide Emissions from New Vehicles. July 2009. Conclusions: Improved fuel economy of purchased new vehicles and decrease in distances driven, resulted in lower CO2 emissions per driver from purchased new vehicles were lower in November 2007 through April 2009, when compared to October 2007. The greatest reduction in emissions-12%-occurred in July 2008. The reduction in April 2009 (the latest month examined) was 8%.
Mechanisms involved in recent large reductions in U.S. road fatalities. Injury Prevention, June 2009. Conclusion: One factor in the large reductions in U.S. road fatalities was the decrease in leisure driving related to the price of gasoline.
Fuel efficiency of vehicles on U.S. roads: 1923-2006. Energy Policy, 2009. Conclusions: Overall fleet fuel efficiency decreased from 14 mpg in 1923 to 11.9 mpg in 1973. Starting in 1974, efficiency increased rapidly to 16.9 mpg in 1991. Thereafter, improvements have been small, with efficiency reaching 17.2 mpg in 2006.

State and Local News

Delaware Valley Regional Planning Commission (DVRPC) Releases Regional GHG Emissions Inventory Available for Download at No Charge. This inventory will help regional policy makers and citizens understand the sources of GHG emissions so they can make well-informed decisions for regional and local policies to reduce them. In addition, the inventory has been allocated to the municipal level, supporting local action in cities, boroughs, and townships across the region. The U.S. EPA is actively engaged with this work as a pilot for developing a standard national protocol for carrying out GHG emissions inventories at the metropolitan level.

U.S. EPA Offers Free, Downloadable Webinars: Greenhouse Gas Inventory 101 for Local, Regional, and State Governments covering:
Creating an Inventory. Topics include understanding the purpose and scope of a GHG inventory, inventories vs. registries, setting a boundary, setting a baseline, quantification approaches, certification and reporting protocols, comparability, and level of effort.
Translating Inventory Results into Action. Topics include describing the various uses of GHG inventories, including benchmarking, tracking emissions and progress over time, setting emission reduction goals, policy options for meeting goals, evaluating policy options, and processes for setting goals and policies.
State Inventory Tool (SIT) Training. Topics include background information on the development of the SIT modules and a live demonstration of the CO2 from Fossil Fuel Combustion Module, Natural Gas and Oil Module, Synthesis Module, and Projection Tool.

Announcements

Association of Metropolitan Planning Organizations’ 2009 Annual Conference to be held October 28-30, 2009 in Savannah, GA. There will be sessions on Critical Issues Related to Land Use Planning in Transportation and Livability, plus a pre-conference workshop on Practical Examples of Integrating Land Use Planning with Transportation Planning. Three sessions will be devoted to climate change:
Strategies to Reduce GHG Emissions with presentations on Moving Cooler by David Jackson from Cambridge Systematics; TRB Special Report on Land Use, VMT, and GHG by Professor Jose Gomez-Ibanez, Harvard Kennedy School; and Global Climate Change: A “Top 10” List for MPOs by Cindy Burbank, Parsons Brinckerhoff.
GHG Emissions and Air Quality Standards with presentations on Alternative Regulatory and Incentive-Based Approaches to Reducing GHG Emissions: Potential Implications for MPOs by Michael Grant and Janet D’Ignazio, ICF International, and Implementing AQ Standards in the Context of New Planning Changes by Tracy Clymer, Cambridge Systematics. The session will be moderated by Sarah Siwek, Sarah Siwek & Associates.
Climate Change: Adaptation with presentations on Adapting to Climate Change Impacts by Michael Culp and Rob Ritter, FHWA, and Adaptation in Response to Global Climate Change: International Best Practices in Long Range Planning by Michael Flood and Chris Dorney, Parsons Brinckerhoff.

National Association of Development Organizations (NADO) Holds National Rural Transportation Conference in coordination with the AMPO conference. A climate change session on October 29 will cover strategies for beginning to incorporate climate change into regional transportation planning in rural and small metro areas. FHWA will make a presentation and Stephen Lawe, RSG Inc., will talk about a new GHG emissions model that may be useful for RPOs and small MPOs that don’t have their own modeling capabilities.

FYI

What are the United Nations Climate Change Conference in Copenhagen, Denmark and COP15 that I’ve been hearing about? The 15th annual Conference of the Parties (COP 15), which will be held from December 7-18, 2009 in Copenhagen, Denmark, is the culmination of a series of meetings among the 192 parties to the United Nations Framework Convention on Climate Change (UNFCCC). The COP adopt decisions and resolutions related to reducing GHG emissions, which make up a detailed set of rules for implementation of the Convention. Concurrently with the COP, there is a Conference of the Parties to the Kyoto Protocol, which was adopted in 1997 and came into force in 2005 after a sufficient number of countries had ratified it. Together the Conferences are called the United Nations Climate Change Conference.

Next month: What is the United Nations Framework Convention on Climate Change (UNFCCC)?

Previous Newsletters

• August 2009
• July 2009
• June 2009
• May 2009
• April 2009
• March 2009
• February 2009
• January 2009
• December 2008
• November 2008
• October 2008
• September 2008

If you have any suggestions for inclusion in future issues of Transportation and Climate Change News, or if someone forwarded this newsletter to you and you would like to receive it directly in the future, please send your suggestions or request to Kathy Daniel at Kathy.Daniel@dot.gov.