Recent Events

FHWA Selects Vulnerability and Risk Assessment Pilot Locations. FHWA has selected five applicants to pilot a draft conceptual model for conducting climate change vulnerability and risk assessment of transportation infrastructure. The Metropolitan Transportation Commission (San Francisco Bay), New Jersey DOT/North Jersey Transportation Planning Authority (Coastal and Central New Jersey), Virginia DOT (Hampton Roads), Washington State DOT (State of Washington), and Oahu Metropolitan Planning Organization (Island of Oahu) were selected to conduct the pilots over the next year. Based on the feedback received through the pilots, FHWA will revise and finalize the model for national application.

FHWA Launches Beta Version of Sustainability Tool. The Sustainable Highways Self-Evaluation Tool can help transportation agencies make highway projects and programs more sustainable. The tool is modeled after similar evaluation systems, such as GreenRoads, GreenLites, and I-Last for roads, and LEEDs for buildings. It provides a practical tool for integrating sustainability best practices into transportation projects and programs. Climate change considerations (GHG emissions and climate effects) are incorporated as elements of the tool. This is a beta version of the tool, and the site is still under development, so it will evolve as additional components are added or updated. We encourage you to try out the website, and we welcome any feedback.

FHWA Summary of Climate Language in Transportation Plans posted. Climate Change – Model Language in Transportation Plans provides excerpts from various MPO and DOT transportation plans that illustrate how climate change considerations have been integrated into the documents. Agencies that are looking for ideas about how to incorporate climate change into their transportation plans could find the model language very useful.

Report Provides Estimates of GHG Emissions in Transportation Construction, Maintenance, and Operations Activities. This NCHRP 25-25 Task 58 “Quick-Turnaround” research includes a spreadsheet tool to provide estimates of GHG emissions from transportation agencies’ construction, maintenance, and operations activities. The research also includes a synthesis of current research on the topic and identifies research gaps. A TRB webinar presentation with the principal investigator of the project is scheduled for November 10 (see below).

DOT and EPA Propose GHG Standards for Truck and Buses. On October 25, NHTSA and EPA proposed the first-ever fuel economy and GHG emissions standards for medium- and heavy-duty trucks and buses. The new heavy-duty national program (or HD National Program) for model years 2014-2018 would potentially reduce GHG emissions by nearly 250 million metric tons over the life of the vehicles. The HD National Program was developed in response to President Obama’s memo to agency heads at DOT, DOE, EPA, and NHTSA on improving energy security issued in May. Much information on the proposal, including the Notice of Proposed Rulemaking, a fact sheet, a draft EIS, a draft regulatory impact analysis and more is available on the NHTSA’s Fuel Economy Website.

DOT and EPA Publish NOI on 2017-2025 CAFE and GHG Emissions Standards. In an October 13 Federal Register Notice, NHTSA and EPA published a joint Notice of Intent and to develop fuel economy standards for 2017-2025 model year vehicles and an accompanying technical assessment report. The NOI does not propose specific standards but is the first step in the longer rulemaking process and discusses key elements of the program. A final rule is expected by July 31, 2012. As with the rulemaking for model years 2010-2016, EPA and NHTSA have committed to work closely with the California Air Resources Board to coordinate requirements and allow for a single, nationwide fleet. The accompanying technical report includes an initial assessment of the expected technology costs, effectiveness, and lead time to implementation. It also includes assessments on electric vehicle and hydrogen infrastructure and impacts on the economy and auto manufacturing jobs. For more information, see NHTSA’s Fuel Economy Website.

USDOT Releases Sustainability Plan and Progress Report.USDOT has released its Strategic Sustainability Performance Plan, a required report on the agency’s progress implementing E.O. 13514. The plan establishes a goal of 12.3 percent reduction in GHG emissions by 2020. DOT identified three program areas to achieve sustainability goals listed in the plan: sustainable facilities and fleet, sustainable acquisition, and sustainable technology. Sustainability performance plans from other agencies are also available on the CEQ website.

Columbia Law School Creates Databases of Climate Change in EISs. Columbia Law School has compiled and posted two databases of recent environmental studies that include consideration of climate change impacts. The first includes EISs submitted under NEPA. The second includes EISs submitted under CEQA, California’s environmental act. The databases are searchable by project type, lead agency, and State.

EPA, DOT, and HUD Release Partnership Progress Report. This document reports on the first year of the HUD/DOT/EPA Interagency Partnership for Sustainable Communities. The agencies are coordinating investments and aligning policies with the goal to help create more livable communities. For example, DOT used EPA and HUD’s expertise in the review of applications for Recovery Act TIGER grants. Twenty-two of the projects were selected because they would increase transportation choice, promoting livability principles. DOT and HUD also teamed up for a joint TIGER II-Community Challenge Grant Program that will award up to $75 million to support local planning activities that integrate transportation, housing, and economic development. And FTA and HUD developed a Mixed-Income Transit Oriented Development Action Guide to assist local governments foster diverse housing choices near transit stations available to a mix of incomes. These efforts and more are detailed in the report.

Federal Climate Change Adaptation Task Force Releases Progress Report. On October 5, CEQ released the report: Progress Report of the Interagency Climate Change Adaptation Task Force: Recommended Actions in Support of a National Adaptation Strategy. The report discusses the role of the federal government in adapting to climate change, federal policy goals, and next steps. To implement a goal to encourage and mainstream adaptation planning across the federal government, the Task Force recommends federal agencies employ a flexible framework for agency adaptation planning:

• Set a mandate with clear objectives and metrics;
• Understand how climate is changing;
• Apply to mission and operations;
• Develop, prioritize, and implement actions;
• Evaluate and learn; and
• Build awareness and skills.

USDOT and FHWA are active in the Task Force. While FHWA has incorporated many elements of the flexible framework to its own activities, the Vulnerability and Risk Assessment Pilots discussed at the top of this newsletter are serving as FHWA’s pilot of the flexible framework. Read about all of the Task Force’s policy goals and recommended implementation strategies in the report.

State News

CAPCOA Releases Resource on Quantifying Greenhouse Gas Mitigation Measures. The California Air Pollution Control Officers Association released this Resource for Local Government to Assess Emissions Reductions from Greenhouse Gas Mitigation Measures. It includes calculation methodologies for 50 transportation measures. Information includes a range of effectiveness, detailed description, applicability (urban, suburban, rural), calculation method, inputs, assumptions, examples, and literature references for the measures.

Announcements

Seeking Pilot Projects for Sustainable Transportation Design Tool. The Sustainable Transportation Access Rating System (STARS) is a life-cycle, performance-based design and rating system helping transportation projects to improve access, reduce energy use and greenhouse gas emissions and improve cost-effectiveness. STARS is seeking pilot projects to testVersion 1.0.STARS was developed by a partnership between the North American Sustainable Transportation Council, Portland (OR) Bureau of Transportation and the Santa Cruz County Regional Transportation Commission. For more information on STARS please contact Peter Hurley, Portland Bureau of Transportation Project Manager, at 503.823.5007 or peter.t.hurley@portlandoregon.gov.

AASHTO/FHWA Webinar: “How can state DOTs communicate climate change and energy challenges to the public?” Thursday, December 2 at 2:00-3:30 p.m. ET. Edward Maibach of the Center for Climate Change Communication at George Mason University will give a presentation on “Global Warming’s Six Americas,” a market segmentation analysis of different groups of Americans and their views on climate change: Alarmed; Concerned; Cautious; Disengaged: Doubtful; and Dismissive. Based on an awareness of different views about climate change, the webinar will focus on ways that state DOTs and other transportation organizations can communicate with the public about climate change and energy issues. The webinar will also include discussion of the state DOT role in communicating about climate change with other state and Federal agencies. Registration is free and open to all.

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

(Source: NY Times)

Ethanol producers reacted with dismay to California’s approval of the nation’s first low-carbon fuel standard, which will require the state’s mix of fuels to be 10 percent lower in greenhouse gas emissions by 2020.

In a 9-1 vote late Thursday, the state’s Air Resources Board approved the measure (seebackground here).“The drive to force the market toward greater use of alternative fuels will be a boon to the state’s economy and public health — it reduces air pollution, creates new jobs and continues California’s leadership in the fight against global warming,” said the California board’s chairman, Mary D. Nichols, in a statement.

But the ethanol industry is concerned that the regulations give a poor emissions score to their corn-based product, in some cases ranking it as a bigger emitter than petroleum.

“This was a poor decision, based on shaky science, not only for California, but for the nation,” said General Wesley Clark, who co-chairs the pro-ethanol group Growth Energy, in a statement.

The decision, he added, “puts another road block in moving away from dependence on fossil fuels and stifles development of the emerging cellulosic industry.”

Note: Late last night, TransportGooru made detailed post (shown below), immediately following the Calif. Air Resources Board announcement on the adoption of this standard. 

California adopts first-in-the-world regulation to minimize the amount of carbon in fuel

(Source: CBS, LA Times, SF Chronicle)

California took aim today at the oil industry and its effect on global warming, adopting the world’s first regulation to limit greenhouse gas emissions from the fuel that runs cars and trucks.

Photo: AP/Rich Pedroncelli via CBS

The regulation requires producers, refiners and importers of gasoline and diesel to reduce the carbon intensity of their fuel by 10% over the next decade. And it launches the state on an ambitious path toward ratcheting down its overall heat-trapping emissions by 80% by mid-century — a level that scientists deem necessary to avoid drastic disruption to the global climate.

Gov. Arnold Schwarzenegger praised the regulation immediately after the vote.

“California’s first-in-the-world low carbon fuel standard will not only reduce global warming pollution – it will reward innovation, expand consumer choice and encourage the private investment we need to transform our energy infrastructure,” Schwarzenegger said in a statement.

At the all-day public hearing prior to the vote, backers of corn-based ethanol criticized the regulation because it counts – as part of the carbon intensity – the indirect effects of manufacturing the fuel. With corn-based ethanol, that means counting the impact of creating new crop land when existing land is converted to growing corn for fuel instead of food.

Backers of the regulation applauded in the auditorium after the vote.

(Source: Los Angeles Times)

As the state moves to reduce the carbon footprint of fuel, an engineer hopes to build a plant in Lancaster that will convert garbage into an alcohol-based mixture.

California’s proposal “is the first time anyone has attempted, for environmental purposes, to change the content of what goes into cars and trucks,” says Mary D. Nichols, state Air Resources Board chairwoman. “It would revolutionize transportation fuel.”
 
President Obama has also called for a low-carbon standard for the nation’s $400-billion transportation fuel market. A version similar to California’s is incorporated in climate legislation pending before Congress.

But by measuring the “cradle-to-grave” effect of various fuels, the new rule would favor ethanol such as Klann’s, made from non-food sources. Even “low-carbon” corn ethanol — such as the kind produced in California using gas-fired electricity and efficient machinery — has a far higher carbon footprint than so-called cellulosic fuel from landfill waste, trees, switchgrass or sugar cane.

“This is fantastic for us,” said Klann, who uses recycled sulfuric acid to transform paper, construction debris and grass clippings into ethanol. “The paradigm is changing from oil to sustainable fuels. The ones with the lowest carbon footprint will be the winners.”

By 2020, the air board estimates, new-technology fuels along with electricity to power hybrid and electric cars would replace a quarter of the gasoline supply. And that is a critical element of the state’s sweeping plan to reduce its global warming emissions. 

Battered corn ethanol investors have mounted an intense lobbying effort against California’s proposal. Several, including Pacific Ethanol, California’s biggest, had planned to diversify from corn into cellulosic ethanol. They argue that by diminishing the value of their existing plants, the new rule also would cripple their advanced biofuel efforts. 

At issue is the Air Resources Board’s complex modeling, which would calculate each fuel’s carbon footprint not only by its “direct” emissions from drilling or planting to refining to burning, but also “indirect” emissions caused by clearing forests or fields to compensate for food crops such as corn or soy that are diverted to fuel. Opponents say the science behind the indirect modeling is inaccurate. 

Among entrepreneurs like Klann, the mood has never been more hopeful. In an Anaheim lab, the 57-year-old electrical engineer guides a visitor through a maze of pipes, filters, heat exchangers, fermentation tanks and vats of acid like a small boy showing off a chemistry set. “We’re in the forefront of this industry,” he said of his patented “concentrated acid hydrolysis” process. “We expect to have the first plant to produce cellulosic ethanol on a commercial scale.”  

Financing for his Lancaster plant, which recently obtained its final permits, has been delayed by the credit crunch. But if it comes through, the facility will process 170 tons of garbage a day to produce 3.7 million gallons of ethanol a year. Estimated cost per gallon: about $2, Klann says.  

He already has plans for 20 more facilities across the country. Next on the block: a plant outside Palm Springs, partly funded by the U.S. Department of Energy, that would produce 19 million gallons annually. 

Click here to read th entire article.  For interested readers, here is a TransportGooru article on California’s ambitious new fuel regulation standards. 

Tightening the “Green” Screw! California regulators consider instituting first-in-the nation low-carbon fuel standards

(Source: San Jose Mercury news & Calif. ARB)

SACRAMENTO—California air regulators are taking another step to reduce greenhouse gas emissions, considering first-in-the nation standards to require the use of so-called low-carbon fuels.

The California Air Resources Board, which will debate the standards Thursday, considers the regulation a framework for a potential national policy advocated by President Barack Obama on the campaign trail last year. Democrats have included a goal for low-carbon fuels in the latest climate bill they have introduced in Congress.

“We see this as a model for the rest of the country and the world to follow,” said Air Resources Board member Dan Sperling, a transportation expert and professor at the University of California, Davis.

 The proposed regulation calls for reducing the carbon content in California’s transportation fuels 10 percent by 2020, but representatives of the petroleum and ethanol industries are objecting to how the state proposes to achieve that.

California oil producers and refiners are skeptical that cleaner fuels and vehicles powered by hydrogen and natural gas will be available in time to meet the new standards. They are asking the Air Resources Board to delay a decision until next year.

“This is the most transforming fuel regulation we’ve ever done,” said Kathy Rehis-Boyd, executive vice president of the Western States Petroleum Association. “We think there’s still more homework to do on this. There’s a lot of uncertainty.”

“We have a long history of what I call ‘fuel du jour’ approaches,” Sperling said. “What we need is a broad policy framework that doesn’t pick winners.”

The Air Resources Board is not just targeting the emissions of the fuel once it is burned in a vehicle. It also wants to account for all carbon emissions related to the production of the fuel.

For example, refineries could choose to stop buying a heavy crude oil extracted from Canadian oil sands, which takes more energy to convert into gasoline. But accounting for emissions during the entire production cycle of a fuel also would discourage certain fuels from being used in California.

Corn-based ethanol, for example, burns cleanly in a car engine. But making it can take a heavy toll on the environment: Massive tracts of land must be cleared, which requires fuel-powered tractors, then coal- or natural gas-fired plants convert the corn into fuel and petroleum is used to transport the end product to distant markets.

(Source: Los Angeles Times)

Operators balk at having to comply with a California requirement to install costly nozzles and hoses to capture fumes. The governor calls on the Legislature to delay enforcement by a year.

Battered by competition from cheaper chains such as Thrifty and Arco, the 51-year-old businessman said he was refused credit by banks and equipment lenders. Refitting his eight nozzles and hoses would cost more than $60,000, he said. “Even if I could get the funding, I couldn’t make the payments.”

Single-station owners like Hosmanek aren’t the only ones hurting. David Berri, an Irvine businessman whose family owns 22 stations in Orange, San Diego and Los Angeles counties, said he put a 25% deposit on vapor equipment last year. But his bank has since canceled his credit line. His family has put seven stations up for sale, but so far, there are no buyers.

(Source: Autobloggreen)

California Air Resource Board chairwoman Mary Nichols told an EPA hearing last week that the state would consider withdrawing its request for a waiver allowing it to regulate carbon dioxide. Before that happens though a national standard needs to be put in place. If such a standard were established it would make automakers much happier. Currently, 13 other states have adopted the proposed California mandate. The problem is that the California rule establishes average CO₂ emissions requirements for an automaker’s entire fleet, much like CAFE does for fuel economy. 
With CAFE, the entire sales volume for an automaker is averaged across the country. If CO₂ is regulated at the state level, even though each state has the same standard, automakers have different sales mixes in different states. An average would have to be calculated for the sales in each state. In states more where a greater number of larger, heavier emitting vehicles are sold, automakers may have difficulty meeting the averages while sales in other states where more smaller cars are sold could not be used to offset those. 

Click here to read the entire article.  (Video: Mary Nichols, talking about fuuture of climate regulation)