Regional Greenhouse Gas Emissions Inventory. Wilmington Area Planning Council Air Quality Subcommittee September 10 th, 2009

Transcription

1 Regional Greenhouse Gas Emissions Inventory Wilmington Area Planning Council Air Quality Subcommittee September 10 th, 2009 Robert Graff Manager, Office of Energy and Climate Initiatives Delaware Valley Regional Planning Commission Philadelphia, PA Background DVRPC is the Metropolitan Planning Organization for Greater Philadelphia (9 counties, 353 municipalities, 5.5 million people) Significant state, county, and municipal activity on climate change Desire to reduce confusion, foster more efficient use of limited resources Opportunity for DVRPC to provide leadership, support, and coordination Interest from national organizations in partnering

2 GHG Emissions Inventory Process Kicked off in May 2008 Inventory Advisory Group formed close to 100 people: municipal, county, state, regional, national, federal, citizens, businesses Total of four meetings Very engaged participants Managing expectations on both sides WILMAPCO participated Available via Categories Included IPCC and US EPA Inventory Categories: Energy use mobile and stationary Waste disposal solid waste and wastewater Agriculture livestock and soils Industrial processes (non energy) Fugitive emissions from fuel systems Land use, land use change, forestry Does not include emissions embedded in goods and services or activities from outside the region other than electricity

3 Sources of Information Electricity and natural gas from utilities Other fuels from state level inventories On road vehicles: DVRPC model Transit: SEPTA, PATCO, NJT Land use change: DVRPC land use data Fugitive emissions: based on natural gas usage and refining capacity Waste disposal: state averages 2005 DVRPC Emissions by Sector Industrial Processes, 3.6% Fugitive Emissions, 0.9% Waste Management, 2.8% Agriculture, 0.5% Residential Energy, 24.2% Transportation Energy, 30.1% Regional total: 90.4 MMTCO 2 E Energy 1.26% of US total: 7260 MMTCO 2 E Commercial & Industrial Energy, 37.9%

4 Per Capita Emissions MTCO 2 E Allocate to Local Jurisdictions Regional totals allocated to counties and municipalities 90 percent of total to counties 84 percent of total to municipalities High confidence in over 90 percent of allocated emissions Provide a good head start for local and county efforts

5 Transportation Energy On road vehicles: Total: DVRPC travel demand model Allocation: Following slide Aviation: Regional allocation based on one half portion of national flight miles to/from PHL (1.8%). Not allocated below region Freight rail: Based on region s share of national rail tonnage Not allocated below region Marine, off road, public transit, intercity rail, through highway How do you allocate VMT? Home A B Work C Miles traveled in Municipality Trip: Trip Summary A B C D E Home to work A B C Work to restaurant C D 4 3 Restaurant to home D E A E D Restaurant VMT by Municipality VMT Basis A B C D E Total Boundary based Origin based Destination based Origin-destination split Used origin-destination split Methodology widely applicable Through highway and airport trips not allocated

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7 More Than Emissions.... Energy use The more we spend on energy, the less we have for everything else. Household budgets Increasing portion as incomes stagnate and energy prices increase. Viability of place Areas with high energy requirements are most vulnerable

8 What Can Be Done? Provide the same services with less energy efficient cars, furnaces, lighting, buildings, etc. transit to provide mobility without cars Produce energy with less CO 2 some biofuels, solar (heat & electricity), wind, etc. consider nuclear, capturing and storing carbon emitted from fossil fuel combustion Reduce the demand for services energy provides key role for regional planning Sound planning reduces energy/ghg Access to transit Jobs near homes Walkability, density 11 year old can walk to buy milk

9 It will not be easy... the distinction between the G-20 and the Copenhagen climate change negotiations is totally artificial. They are just flip sides of the same global problem how we as a world [can] keep raising standards of living for more and more people in ways that will not, as a byproduct, have both the Market and Mother Nature producing huge amounts of toxic assets. The Price Is Not Right, Thomas L. Friedman, New York Times, March 31, 2009 Increases in fuel efficiency could be bad for the environment unless they re accompanied by powerful disincentives that force drivers to find alternatives to hundred-mile commutes. Economy vs. Environment, David Owen, New Yorker, March 30, 2009 For more information: Or contact: Robert Graff Manager, Office of Energy and Climate Initiatives Delaware Valley Regional Planning Commission rgraff@dvrpc.org