Evaluation of Environmental and Economic Impacts.
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Transcript of Evaluation of Environmental and Economic Impacts.
![Page 1: Evaluation of Environmental and Economic Impacts.](https://reader036.fdocuments.in/reader036/viewer/2022062409/56649ebd5503460f94bc5e43/html5/thumbnails/1.jpg)
Evaluation of Environmental and Economic Impacts
![Page 2: Evaluation of Environmental and Economic Impacts.](https://reader036.fdocuments.in/reader036/viewer/2022062409/56649ebd5503460f94bc5e43/html5/thumbnails/2.jpg)
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Environmental Impacts
• Baseline emissions inventory• Emissions reductions• Cost effectiveness• Other environmental impacts
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Inventory Development
• Carbon dioxide and methane– Used EMFAC2002 mobile source emissions
model (version 2.2, April 2003)– Emission rates in EMFAC derived from
extensive in-use vehicle testing– Vehicle activity
• Population from DMV registration• Miles traveled from local Transportation
Planning Agencies
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Inventory Development
• Nitrous oxide (N2O)
– Collected N2O and NOx emissions data for ~ 120 vehicles
– Developed correlation between NOx and N2O emission rates
– Used correlation equations to derive N2O emission factors from NOx rates in EMFAC
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Inventory Development
• HFC-134a– Emissions by mass balance– Lifetime emissions = initial charge + recharges
- amount recovered at end
– Number of recharges: 12,000 vehicles in 9 fleets; surveys of 966 vehicle owners
– End-of-life recovery: survey of dismantlers, discussions with USEPA & California reclaimers
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Inventory Development
• HFC-134a– Over 16 year lifetime, average HFC-134a
vehicle emits ~80 grams per year– Includes leakage, accidental and end-of life
releases, and servicing fugitives– Does not include emissions from:
• “do-it-yourself” repairs• topping Freon systems with HFC-134a
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Climate Change Inventory
Calendar Year 2010 CO2 Equivalent Emissions in Tons per Day
CH4 CO2 N2O HFCs
PC and LDT1 594 296,320 3,625 4,824
LDT2 254 120,760 2,283 1,511
Total Light Duty 848 417,080 5,908 6,335
CO2 equivalent baseline inventorywithout impact of regulation
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Climate Change Inventory
CO2 equivalent inventory without impact of regulation
2010(tons per day)
2020(tons per day)
2030(tons per day)
PC and LDT1 305,400 350,500 400,000
LDT2 124,800 146,900 175,500
Total Light Duty 430,200 497,400 575,500
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Impact onCO2 Equivalent Emissions
(tons per day)
0
100,000
200,000
300,000
400,000
500,000
600,000
LDT2
PC and LDT1
2020 2030
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0
100000
200000
300000
400000
500000
600000
700000
2000 2005 2010 2015 2020 2025 2030 2035
Calendar Year
Ton
s P
er D
Ay
Without Regulation
With Regulation
Linear (WithoutRegulation)
Impact on Emissions Trends
-17% -25%
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Cost Effectiveness
• Technology improvements reduce operating costs more than they increase vehicle costs
• Annualized costs based on NESCAFF and other sources; assumes average vehicle life of 16 years
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Cost Effectiveness
2020 2030
Increased Vehicle Costs $837 million $1,692 million
Reduced Operating Costs (Savings) ($5,324 million) ($8,785 million)
Net Annualized Costs (Savings) ($4,487 million) ($7,092 million)
Emissions Reduction (tons/year) 31.3 million 52.3 million
Cost Effectiveness ($/ton) -143 -136
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Other Environmental Impacts
• Positive impacts on:– fuel cycle emissions– energy cost and demand– other environmental media
• Other considerations– effect on consumer behavior including
vehicle use and purchase
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Fuel Cycle CO2 Equivalent Emission Reductions
(tons per day)
0
50,000
100,000
150,000
200,000
Upstream
Vehicle
20302020
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Economic Impacts
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Analysis of Potential Economic Impacts
• Statewide Impacts
• Community Impacts
• Consumer Response
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Statewide Impacts
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Scope of Analysis
• Potential Impacts on:– Business Expansion or Elimination– Employment– Total Output – Personal Income
• E-DRAM Model of California Economy
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Impacts on California Economy
• Annualized Costs
• Annual Operating Cost Savings
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Economic Impacts on California
0.47621,83921,763Jobs (1000s)
Income (billions in $2003))
Output (billions in $2003)
Jobs (1000s)
Income (billions in $2003)
Output (billions in $2003)
Impact on
0.30$7.72,789$2,781
(0.10)($4.7)$4,237$4,242
2030
0.305718,71818,661
0.30$5.4$2,015$2009
(0.08)($2.6)$3,075$3,078
2020
PercentChange*With Reg.BaselineYear
* - Change in output/income presented to the nearest $100 million
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State and Local Governments
• 420,000 Government Vehicles
• Average 12,500 Miles/Year
• Costs and Savings Similar to Consumers
• Net Positive Impacts
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Summary of Potential Impacts
• Net Positive Impacts on:– Costs and Savings– Employment– Personal Income– Business Expansion– State and Local Governments
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Community Impacts
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Community Impacts
• Low-income communities and communities of color may be particularly vulnerable to climate change
• Working with outside sources to study the impacts of climate change on these communities
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Community Input
• ARB has been working with stakeholders to get input from communities throughout the process
• Input at the community level is essential to a successful partnership and regulation
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Community Outreach
Date Organization/Meeting Location
February 27, 2003CLCV Education Fund EnvironmentalJustice Forum Los Angeles
July 22, 2003Environmental Justice CoalitionMeeting Oakland
October 30, 2003CLCV Education Fund EnvironmentalJustice Forum Los Angeles
February 18, 2004 ARB's EJ Focused Public Workshop Los Angeles
May 13, 2004
Partnership for the Public Health,Environmental Justice Sub-CommitteeMeeting North Richmond
May 20, 2004Bluewater Network EnvironmentalJustice Forum San Francisco
June 10, 2004 3rd Street Celebration North Richmond
June 17, 2004 Community Health Roundtable Fresno
July 6, 2004 ARB's EJ Focused Public Workshop Oakland
July 8, 2004 ARB's EJ Focused Public Workshop Fresno
July 13, 2004 ARB's EJ Focused Public Workshop Pacoima
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Low-Income Impact
• Annualized costs are from $13 to $33
• Annual reduction in operating costs are from ~$100-150
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Impacts on Affiliated Businesses
• Used San Diego as example
• Net increase in jobs and businesses– Reduction in future growth of gasoline
station jobs and businesses – More than offset by increased growth of
jobs and businesses in other sectors
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Consumer Response
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CARBITS Model
• Consumer Choice Model
• Developed By UC Davis
• Household Vehicle Purchase
• 14 Vehicle Classes
• Inputs of Vehicle Attributes
• Outputs of Sales and Fleet Size
• Regulation Compared to Baseline
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Baseline Scenario
• Vehicle Prices Increase Slightly
• Operating Costs Decline Slightly
• Fuel Price - $1.74/gallon
• Acceleration Increases Slightly
• All Other Attributes Remain the Same
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Regulatory Scenario
• Vehicle Prices Increase by Vehicle Class/Model Year
• Operating Costs Decline by Vehicle Class/Model Year
• All Other Attributes Remain the Same
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Consumer ResponseResults
Growth in Vehicle Sales
-
500
1,000
1,500
2,000
2,500
2008 2010 2012 2014 2016 2018 2020
Ne
w v
eh
icle
sa
les
(th
ou
sa
nd
s)
Baseline scenario sales (thousands) Regulation scenario sales (thousands)
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Consumer ResponseResults
Aging of the Fleet
9.00
9.20
9.40
9.60
9.80
10.00
10.20
10.40
20
09
20
10
20
11
20
12
20
13
20
14
20
15
20
16
20
17
20
18
20
19
20
20
Av
era
ge
ag
e (
ye
ars
)
Baseline scenario Regulation scenario
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Consumer ResponseFleet Turnover Effect
• Based on CARBITS Results
• Pollutants Considered –ROG
–NOx
–PM10
• Emission Impacts < 0.1% in 2020
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Consumer ResponseVehicle Miles Traveled Impact
• Rebound Effect Definition
• UC Irvine Study
• California-Specific Estimates
• Rebound number for 2020
• Similar Results with Travel Demand Models
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Consumer ResponseVehicle Miles Traveled Impact
• Rebound Effect of 1.27%
• Pollutants Considered –ROG
–NOx
–PM10 –CO
• Emission Impacts < 0.3% in 2020
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Summary of Economic Analysis
• Net Positive Statewide Impacts
• Net Positive Community Impacts
• Consumer Response Produces Consistent Results