Cutting Emissions from Transportation

The transportation sector is the second largest source of U.S. GHG emissions, responsible for 28% of emissions nationally, and nearly 40% in Northeast and Mid-Atlantic states. Transportation fuels, notably gasoline and diesel, must be priced in a way that reflects the cost of these emissions, either through a carbon tax or the Regional Greenhouse Gas Initiative (RGGI), which currently regulates power plant emissions.

Acadia Center is working to change policies so they account for the full lifecycle of the greenhouse gas emissions fuels produce. Gasoline refined from tar sands, for example, has very high extraction emissions. Several different policies could address these upstream emissions, such as the Low Carbon Fuel Standard (LCFS) program in California. The LCFS sets targets for lowering the lifecycle carbon intensity of fuels and allows the market to determine the most cost-effective fuels and strategies for achieving those targets. A good initial step would be to require tracking and reporting by oil importers and wholesalers to allow states to determine how their fuel supplies are changing and what the best policy answer is.

Electrification

Acadia Center is also advancing solutions to help reduce the upfront cost of electric vehicles (EVs), build out charging infrastructure and educate consumers on the benefits of EVs. It is possible to dramatically increase the adoption of EVs over the next few years.

Electrification of the vehicle fleet is one of the key pathways to cleaning up the transportation sector. Switching from a traditional car burning gasoline to a fully electric vehicle can reduce GHG emissions by 60% in the Northeast. As cleaner sources power the electric grid, these benefits will increase. In addition, vehicles running on electricity don’t emit any of the local pollutants that come from gas engines.

EVs save money, too. Switching from gasoline to electricity can cut per-mile costs significantly and allow consumers to spend more of their hard-earned dollars in local economies. Time-of-use rates will allow EV owners to save even more money by charging at night when the cost of generating electricity is low.

To seize the opportunity of EVs, the top priorities are to explore and address potential impacts on the power grid and maximize the ability of EVs to serve as a grid resource.

 

  • Pages from Charge Without a Cause - Final - 7-18-16 (002)

    Charge Without a Cause

    The paper ‘Charge Without a Cause?’ was authored by Paul Chernick with Resource Insight in Massachusetts; John T. Colgan, a former Commissioner at the Illinois Commerce Commission; Rick Gilliam with Vote Solar in Colorado; Douglas Jester with 5 Lakes Energy in Michigan; and Mark LeBel with Acadia Center in Massachusetts. As the National Association of Regulatory Utility Commissioners (NARUC) prepares to hold its 2016 Summer Meetings, this paper assesses an approach to electricity rate design now being proposed by some utilities around the country in response to a changing energy landscape — imposing “demand charges” on residents and small businesses in addition to the large commercial and industrial customers where these types of charges have typically applied.

  • AC_transmissionmemo_spreads_finalforweb_Page_1

    The Hidden Costs of Energy: Overpaying for an Outdated System

    The planning and investment policies that govern our power grid were developed in an earlier era, when large fossil-fueled power plants were constructed to energize population centers. Longstanding policies skew decisions in favor of legacy power grid investments over cleaner, often less expensive and more advanced solutions, and stand in the way of achieving deep emissions reductions and widespread consumer benefits.

  • CT GHG Emissions Inventory Report_Page_1

    Updated Greenhouse Gas Emissions Inventory for Connecticut

    Acadia Center analyzed new data on greenhouse gas (GHG) emissions in Connecticut to develop an updated emissions inventory for the 1990 to 2015 time period. The analysis also looked at possible drivers of recent emissions increases, including fuel prices, economic activity, and policy developments. The updated emissions inventory is intended to help inform and guide both the 2016 Comprehensive Energy Strategy proceeding and the ongoing deliberations of the Governor’s Council on Climate Change.

  • View all related resources