Outline
Introduction
Vision and Background
Goal 1:  Reduce the number of vehicles and the need to travel.
Goal 2:  Increase efficiency of remaining vehicles. 
Goal 3:  Reduce the CO2 intensity of the remaining fuel that we need. 
Goal 4:  Align costs of externalities with end users. 
Resources   

The transportation sector in the 7-county area in 2005 contributed almost 18,000,000 tons of Carbon Dioxide equivalents, or 28% of Northeast Ohio's emission inventory. This inventory number includes general transportation fuel use (17,829,172 tons) and public transportation fuel use in the 7 county region (107,102 tons).

Other sources that contribute to the region's transportation footprint (but aren't included) are port and water operations, airport operations, offroad and construction activity, and rail activity. Learn more about Northeast Ohio's CO2 emissions inventory and review additional transportation reports and background reading.

Over the past few months, a diverse group of representatives including county engineers, county planners, port authorities, transit agencies, MPOs, ODOT, and other public and private sector representatives contributed ideas and validated data for our Transportation Climate Change Plan. 

Vision
In 2050, Northeast Ohio is a region with clusters, corridors, connectivity and choices.  With 10 major population and business clusters, each connected to other clusters by complete street corridors providing enhanced connectivity and choices for how to travel.  Modes of transportation considered "alternative" in 2009 - walking, biking, public transit -- have become the preferred ways to efficiently move about our region whenever possible.

• CO2 emissions reduction:  30% reduction, 5.4 millions tons of CO2 eliminated by 2030. 
• Trend:  In 2008 there were roughly 1 billion vehicles in the world. This number is estimated to reach 2 billion by 2050.  In Northeast Ohio, there are 2.4 million registered vehicles in the seven-county region. Some of these are collector cars, boat trailers, or third cars that don't get driven often. Most, however, are driven thousands of miles each year, contributing to carbon dioxide emissions and other air pullutants.
• Trend:  A typcial vehicle owner will spend more than $2000 a year for gasoline alone.  The American Public Transportation Association estimates that the cost of owning and operating one car per year in the Cleveland area at over $8900 -- including parking, gasoline, insurance, repairs, depreciation and finance costs.   
• Trend:  Center for Neighborhood Technology's (CNT) Housing and Transportation Affordability Index estimates that most of the Cleveland-Akron area is above the recommended 45% of income that housing and transportation take up.
  
  
• Trend:  In 2008, with increases in the cost of gasoline to over $4 a gallon but with no official VMT reduction programs in place, the United States saw its VMT decline by for the first time.   Ohio led the nation in month-over-month VMT decline, registering a 10.2% decline in VMT for January 2009 vs. January 2008.  The challenge going forward is that most of this decline in VMT is related to economic activity (less jobs, less money = less driving) and could be expected to increase again as the economy picks up.  (See FHWA Traffic Trend Volumes).  However, many people have now been exposed to transit, biking, walking and otherwise driving less, and many of these people may continue to drive fewer miles in the future.
• Trend:  Public transportation ridership nationwide (inlcuding Northeast Ohio) continues to increase.  GCRTA ridership increased for the 6th straight year in 2008, despite service cutbacks and fare increases.  (GCRTA press release)
• Trend:  Job growth has shifted from the central core.  See Brookings Report, "Job Sprawl Revisited: The Changing Geography of Metropolitan Employment," where Cleveland ranked as "Rapid Decentralization" and Akron ranked as "Moderate Decentralization."  The rapid decentralization in Cleveland occurred depsite a loss of jobs overall in the region, not as a result of overall job creation.  Job sprawl is one significant factor which leads to increases in VMT and makes effective transit service more difficult and costly.
• Implementation activity 1.1:  Northeast Ohio must adopt smart growth and updated land use plans which consider and reward proximity.
  • Background:  No existing regional entity is chartered with creating or enforcing a land use plan in Northeast Ohio.  Potential participants and "owners" of the process include County Governments, Northeast Ohio Regional Sewer District, and the regional Metropolitan Planning Organizations, NOACA and AMATS. 
  • Charts:  Gasoline use  vs. density chart; 
                   Density and transit use chart;  
                   Population and Transportation Change, 1990-2005 chart.
  • Policy 1.1.1:  Ohio must adopt legislation similar to California SB 375 that ties land use planning to transportation investments and pollution.  The ODOT 21st Century Transportation Priorities Task Force report recommends this step as well.   [State policy change, medium term, small cost]
  • Policy 1.1.2:  Introduce location efficiency into planning process and begin regional education and modeling.   [Local MPO, short term, little cost]  
  • Policy 1.1.3:  Consider urban growth boundary to prioritize land use in the 7 county region, preserving farmland, riparian areas, and development corridors.  Washington and Oregon require all communities to establish a growth boundary.  Many jurisdictions in other states have local growth boundaries.  (See 100,000 acres of farm land lost between 2002 and 2007 in NEO).  [responsible party?, medium term, significant cost]
• Implementation activity 1.2:  Align climate change mitigation activities and CO2 modeling to all transportation and development activities with NOACA 2030 Connections goals and AMATS Long Range Transportation Plan.
  • Background:  NOACA 2030 Connection Goals;  AMATS Long Range Transportation Plan.
  • Policy 1.2.1:  Make goals front and center on NOACA and AMATS website, as well as all projects.  [NOACA and AMATS, near term, little cost]
  • Policy 1.2.2:  Make all of NOACA's data available on web for researchers and public to use.  See MORPC DataPort section of website for an example of data that is not currently readily available to the public from NOACA.  Similarly, Albany, NY posts all of the thematic GIS mapping activities in one central location.  [NOACA and AMATS, near term, little cost]
  • Policy 1.2.3:  Adopt specific metrics to support goals.  Instead of general language of "establish a more balanced transportation system," set specific targets for mode splits - biking, walking, transit - like other MPOs have done. [NOACA and AMATS, near term, little cost to include metrics, small cost to gather and measure data]
  • Policy 1.2.4:  Include specific climate change mitigation and adaptation links in all transportation projects in regional long range transportation plans from AMATS and NOACA.  [NOACA and AMATS, near term, little cost]
  • Policy 1.2.5:  Calculate and model CO2 emissions for existing transportation networks and for all proposed transportation projects (e.g., new interchanges, increased highway lanes).  New York state has required CO2 analysis since 2002 and at least 11 Metropolitan Planning Authorities (MPOs) from San Diego to Maine also require CO2 modeling.  Opportunity for MPOs to lead in the creation of a "MPO CO2 Modeling Tool."   [Local MPO, short term, no cost]  
• Implementation activity 1.3:  Decrease per capita vehicle miles traveled in region 30% by 2030. 
  • Background: A 30% reduction in VMT correlates directly to a 30% reduction in GHG using today's engine technologies and efficiencies.   This is an aggressive goal, as most national predictions are that VMT will continue to grow at around 1% per year.  However, few new roadway expansion projects are anticipated in Northeast Ohio, and the population growth is currently estimated to remain relatively flat, suggesting that this is an achievable reduction for this region.
  • Charts:  US VMT vs. Population Growth 1982-2006 chart;
                    Projected 2030 US VMT vs. Population chart;
                    Ohio VMT chart.
  • Table: 30% reduction in individual VMT would require the following changes:
    

    2009 VMT	30% Reduction of VMT
    15,000	11,500
    12,000	8,400
    10,000	7,000
    8,000	5,600

  • Policy 1.3.1:  Adopt specific regional policies that reduce VMT in Northeast Ohio.   [Local MPOs / cities / businesses, long term, minimal costs]
  • Policy 1.3.2:  Education on true cost of driving on individual and region  [responsible party?, short term, medium cost]
  • Policy 1.3.3:  Competitions to reduce VMT  [responsible party?, short term, low cost]
• Implementation Activity 1.4:  Improve mobility and access to significantly more efficienct public transportation system. 
  • Background:  Public transportation still has a CO2 footprint (less than .1% in Northeast Ohio), but in most individual cases and overall it is a much more efficient way to move people. 
  • Background:  Population density, job density and proximity to transit, along with the frequency of service, are key determining factors of the percentage of trips that are taken by transit in a given area and affect the overall amount of fuel used per person for transportation.
  • Background:  Public transportation has fewer pounds of CO2 per passenger mile than most other modes. 
    

       
      

  • Table:  Transit fleet changes effect on CO2 emissions (diesel to hybrid/electric, fuel cell)
  • Policy 1.4.1:  Working with NOACA and regional transit agencies, develop a transit propensity model for entire region.   Similar transit propensity modeling has been done for South Florida and Albany, NY.   [Local MPOs, short term, medium cost]
  • Policy 1.4.2:   Increase use of bio fuels, electrification, and near term hybrid bus propulsion systems that allow increased transit service miles to meet ridership demand, while holding transit CO2 emissions steady or with a decline.     [Local transit agencies, short to medium term, high cost]
  • Policy 1.4.3:  Identify and prioritize transit investments along key corridors connecting clusters of business and residential activities.  [Local MPOs and cities, short to medium term, medium cost]
  • Policy 1.4.4:  Public subsidies for new job creation tied to accessibility of transit at existing locations - not expansion of service.   [State and city policy , short to medium term, low cost (same as existing subsidies)]
  • Policy 1.4.5:  Increase per capita spending levels on public transportation in Northeast Ohio to match the best systems and levels in the world.   [Local MPOs and cities, short to medium term, medium cost]
  • Policy 1.4.6:  Support ODOT Transportation Priorities Task Force Report options for dedicated transit funding source, including increased gas tax, user fees, and mileage based fees.   [Local cities and residents, short to medium term, medium cost]
• Implementation activity 1.5:  Individually, eliminate 1 current work trip by car per week.  For many individuals, not driving for one work day a week would result in an approximate reduction of 20% of VMT.    
  • Policy 1.5.1:  Promote existing ridesharing services   [Local MPOs / cities / businesses, short term, low cost]
  • Policy 1.5.2:  Expand ridesharing services to create best in class regional ride share portal that is effective for both work related and recurring trips and ocassional trips  [Local MPOs / cities / businesses, medium term, medium cost]
  • Policy 1.5.3:  Catolog existing work from home, flex-time, and telecommuting practices in region and develop plan to expand and track progress towards clearly identified regional metrics.  [Local MPOs / cities / businesses, short term, medium cost]
• Implementation activity 1.6:  Reduce number of vehicles and VMT by increasing mode shift to walking, biking, transit and car sharing services.
  
  • Policy 1.6.1:  Free public transportation (or portions of the network or times of day or among certain groups).  Transit fares in Northeast Ohio account for roughly 20% of the operating cost of transit service.  The rest of the operating cost comes from sales tax revenue, state and federal contributions and advertising.   (CITE: study showing % increase in ridership). 
  • Policy 1.6.2:  Increased funding and attention to transit waiting environments.
  • Policy 1.6.3:  Align incentives for public transportation to same level as employer paid parking.  Currently parking fees receive favorable tax treatment from IRS, while transit passes are taken out of pre-tax income of employee.  (Medium term)
  • Policy 1.6.4:  Increase participation in RTA's "Commuter Advantage" and similar paycheck withdrawal programs for transit passes by allowing weekly or 5 trip passes to be purchased pre-tax, not just monthly passes.  (Short term)
  • Policy 1.6.5:  Promote increased use of car sharing services in Northeast Ohio.
  • Policy 1.6.6:  Incentives to create better biking and walking connectivity and amenities (See Cleveland zoning waivers for parking, and requirements for bike parking in all new parking lots)
  • Policy 1.6.7:  Increase miles of bike lanes, # of bike amenities  (locker rooms, showers, changing areas - not just a bike rack)
  • Policy 1.6.8:  Set mode split metrics for northeast ohio.  4-7% by walking and biking; 12% by transit (from current numbers)
  • Policy 1.6.10:  Complete street legislation passed by all municipalities in region (SEE PDF for example legislation) - more stringent than pilot projects proposed by ODOT task force
  • Policy 1.6.11:  Complete Towpath trail.

• CO2 emissions reduction: 40% reduction, 7.17 millions tons of CO2 eliminated.
• Analysis:  ADD Graphics of GCBL sheets showing scenarios and reduction of CO2 emissions.
• Trends:  2007 Fuel efficiency standards result in projected 30% increase in efficiency by 2030, just through normal turnover of vehicles.
• Trends:  <text>
• Implementation activity 2.1:  Increase efficiency of overall fleet by transitioning to more fuel efficient vehicles. 
  • Background: ADD Comparison of EU data, ICLEI defaults, CAFE standards requirements.
  • Policy 2.1.1:  Create local incentives for fuel efficient vehicles (expansion of priority parking, HOV lanes, on street spaces). 
  • Policy 2.1.2:  At a state level implement tax incentives based on engine size, efficiency, CO2 emissions; Implement state wide CO2 grams/mile standard; increase Research and Development dollars available for advanced engine technologies; Traffic control measures and technology; State targets for vehicle types/efficiencies (SEE: Link to Pew PDF)
  • Policy 2.1.3:  Re-implement incentives for hybrid purchases which have expired.  NY Times Article.
  • Policy 2.1.4:  Consider "cash for clunkers" pilot project to take back/buy back the most inefficient (and old) vehicles from public in Northeast Ohio to accelerate the changeover to more efficienct vehicles.  Improves safety and efficiency of vehicles on road. 
• Implementation activity 2.2:  Increase efficiency of public transportation fleet. 
  • Background: (ADD Table showing turnover of vehicles, increases in hybrid/electrification). 
  • Policy 2.2.1:  Incentives, regulations, targets.
  • Policy 2.2.2:  All new buses are hybrid or fuel cell.  Likely that transit fleets will adopt these technologies in the next decade anyway (See Link, Link).  Faster adoption of cleaner, smoother running fleet will draw more riders (See RTA Link), reduce CO2 and other air pollution, and provide positive marketing message to and for region.
• Implementation activity 2.3:  Increase efficiency of all public and private fleet vehicles. 
  • Policy 2.3.1:  Increased number of hybrids, smaller vehicles, car sharing in city fleets.
  • Policy 2.3.2:  Education of vehicle operators on "eco-driving" or "hyper-miling" techniques that can reduce fuel use by 30%.    Encourage Ohio to join national state movement to join these efforts.
  • Policy 2.3.3:  Laws (or increased voluntary participation) that make compressed air free at gas stations and parking garages will encourage proper tire inflation.
  • Policy 2.3.4:  Anti-idling laws in all cities/municipalities (both public and private vehicles).   In municipal vehicles, idling can account for 30% of fuel use.  Eliminating idling except under specific circumstances, below 32 degrees or above 90 degrees, for example.   (See EPA National Idle Reduction campaign, Clean Fuels Ohio)
  • Policy 2.3.5:  Electrification of airport ground vehicles
• Implementation activity 2.4:  Reduce emissions from rail vehicles in region
  Background:  Class 1 Railroads operating in Northeast Ohio - CSX and NSF.  CSX reported 2003 fuel consumption numbers for all of Ohio: 80,738,318 gals for line haul, 7,225,464 for switching;  NSF reported 2003 fuel consumption numbers for all of Ohio: 76,181,371 gals for line haul, 8,323,755 for switching.
  Background:  Passenger trains - AMTRAK.  In 2004, Amtrak had 280 route miles in Ohio for the Lakeshore Ltd (48&49) traveling between Chicago and NY.  Amtrak estimates 2.35 gallons of fuel used per train mile of travel (provided by Amtrak).  Based on 2004 scheduled service, 479,024 gallons of fuel per year used in our Northeast Ohio Region. 
  Background:  Class 2/3 - regional and local railroads
  Background:  Commuter rail lines: No lines currently operate in Northeast Ohio.
  Policy 2.4.1:  Require use of Genset switcher locomotives by NSF and CSX.
  • Policy 2.4.2:  Electrify yard operations - class 1 yard rail and small switching railroads
• Implementation activity 2.5:  Reduce emissions from water vehicles in region
  • Background:  Port activity: 2004 - 54 salties (visited 79 times), 50 Lakers (1000 port calls) Engine Categories: Category 2 - 5.0 - 30 liters/cylinder; category 3 - >30 l/c Lakers Engine Type - 37 (category 2), 6 (category 3), 7 (steam); Salties Engine Type - 0 (category 2), 54 (category 3), 0 (steam); Trucks: 90% consumed withing 75 miles of port (Link to CSU 1997 study)
  • Policy 2.5.1:  Excursion, tugs, ferries, dredging activity, commercial fishing
  • Policy 2.5.2:  Recreational marine - 4 cylinder engines (See Link, Link).
• Implementation activity 2.6:  Reduce emissions from other offroad gasoline powered sources (lawn equipment, generators, recreational vehicles, construction equipment)
  • Policy 2.6.1: Encourage or require local stores to carry most efficient and least polluting products.  Many lawnmowers sold in the region are not certified to be sold in California (higher standard).  Since Northeast Ohio doesn't meet smog and particulate requirements, make the most efficient products, at the minimum, available in the market.
  • Policy 2.6.2:  Implement and fund lawn equipment buyback program.  

• CO2 emissions reduction:  10% reduction, 1.7 millions tons of CO2 by 2030.
• Implementation activity 3.1:  Increase % of stations offering alternative fuels in Northeast Ohio. 
  • Background: Currently 2.3% of stations offer biodiesel or e85 in Ohio, ranking the State 31st in country.  Biofuels production must be carefully watched to avoid unecessary and undesired consequences (such as raising food prices), but in many cases will play a significant role in reducing carbon by providing fuels that are plant based (within current carbon cycle as opposed to oil or gas), release less CO2 during combustion, and help provide energy security. 
  • Policy 3.1.1: Develop E85, hyrdrogen, biofuels corridor (SEE: E85 corridor from illinois to LA on planetizen link)
  • Policy 3.1.2:  <text>
• Implementation activity 3.2:  Require public fleets to use biofuels, hybrids, and super efficient vehicles.  
  • Background:  ADD Size of public fleet in 7 county region, analysis of turnover rates to hybrids/biofuels)
  • Policy 3.2.1:  <text>
• Implementation activity 3.3:  Introduce pilot projects to increase share of electric vehicles in region. 
  • Policy 3.3.1:  Better Place in Palo Alto, CA currently testing battery swap out stations concept.  Could be used locally at a Lube Stop, or similar existing service provider, for instance
  • Policy 3.3.2:  Large scale electric vehicle charging outlets installed in parking garages and public places (See US example, Lugano, CH example).
  • Policy 3.3.3:  Incentivize or require electrification (or other advanced technologies) of commercial and public fleets - city vehicles, airport vehicles, port vehicles, UPS, Fed Ex, etc.
• Implementation activity 3.4:  Specific CO2 requirements/limits on fuels.
  • Background:    
  • Policy 3.4.1:  <text>
  • Policy 3.4.2:  <text>

• Implementation Activity 4.1: Align CO2 reduction targets with larger air pollution issues. 
  • Background:  Non attainment for smog and ozone can also be addressed through initiatives to improve efficiency and reduce VMT. 
  • Policy 4.1.1:  <text>
• Implementation activity 4.2:  Optimize parking meter, on street, and garage parking.
  • Background:  A surprisingly large percentage of of street level congestion and pollution can attributed to driving around looking for a parking spot. 
  • Background:  Many parking requirements (minimums, pricing) aren't based on significant research.  See Putting Parking into Reverse article about professor Don Shoup, author of The High Cost of Free Parking (2005).
  • Policy 4.2.1:  Undertake pilot projects similar to San Francisco parking projects. 
  • Policy 4.2.2:  Providing real time parking garage and meter information via signs, online, text could significantly reduce CO2 emissions.  See example of system in use at Baltimore airport and smart parking management pilot project at rail station parking lots in California.
• Implementation activity 4.3:  Enforce existing parking requirements. 
  • Policy 4.3.1:  Enforce existing ordinances in Cleveland (1 year as surface lot in downtown), for example.