Energy Consumption Impacts of the Projects
Contained in CDTC's TIP

Background

The U.S. Department of Transportation has included as one of its policy objectives the conservation of energy through the promotion of the implementation of transportation system improvements which will result in the reduction of motor fuel consumption. Accordingly, in a manner similar to the documentation of the reduction of air pollutant emissions, information relating to motor fuel (user cost) savings has been included in the TIP for the Capital District. This inclusion is intended to promote an awareness among transportation agencies within the Region of the motor fuel savings possible through implementation of transportation improvement projects, and to document the reduction in motor fuel consumption attributable to projects included in the TIP for the Capital District; thus utilizing the contribution of these projects to meeting the national energy conservation objective.

In addition, transportation provisions in the NY State Energy Plan (SEP) call for “redirection of transportation funding toward energy-efficient transportation alternatives, including public transportation, walking, and bicycling”. The NY SEP recognizes the role of transportation projects in improving air quality and reducing greenhouse gases, particularly CO₂.

The 2005-10 TIP Update and Energy Consumption

A review was conducted of the projects added to the TIP during the 2005-10 update for the Capital District to provide an estimate of the annual savings in motor fuel which could be expected with the completion of programmed improvements. The estimate of savings in motor fuel was used to estimate the corresponding savings in energy and greenhouse gas emissions. The methodology used was developed by the Environmental Analysis Bureau of the New York State Department of Transportation.

The results of the analysis are summarized in Tables 9 and 10. The analysis indicates that by year 2010, with the implementation of the TIP and continued progress in implementation of the CDTC New Visions Plan, daily vehicle gasoline consumption will be reduced by 1% from year 2003 levels. Without the TIP and Plan, vehicle gasoline consumption would increase by 7% from year 2003 levels. The TIP and Plan will result in an annual direct energy savings (from vehicle usage) of 2,261 billion BTU's.

Table 9

Energy Impacts of the TIP and New Visions

	Direct Energy Consumption (by motor vehicles)
Scenario	Gasoline used (gallons per day)	% Increase of Gasoline from 2003	Vehicular Travel (thousands of miles per Day)	Miles Per Gallon (Daily)	Gasoline used (thousands of gallons per year)	Direct Energy (billions of BTU's per year)	Annual Direct Energy Net Change: TIP Build vs. No-Build (Billions of BTU's)	Regionally Significant Projects: 5 Year TIP Indirect Energy Consumption (Billions of BTU's) (Construction)
Year 1990			17,740
Year 1996			20,470
Year 2003	1,155,344	na	23,498	20.3	300,389	37,549
Year 2008 No-build	1,241,044	7%	25,109	20.2	322,671	40,334		0
2010 with 2005-10 TIP and Financially Constrained New Visions Plan ^[1]	1,142,828	-1%	23,356	20.4	297,135	37,142	(3,192)	931
Year 2015 No-build	1,289,308	12%	26,564	20.6	335,220	41,903
2015 with 2005-10 TIP and Financially Constrained New Visions Plan ^1	1,134,437	-2%	23,776	21.0	294,954	36,869	(5,033)
Year 2015 with full New Visions Plan ^[2]	1,079,338	-7%	22,734	21.1	280,628	35,079	(1,791)
Year 2025 No-build	1,352,658	17%	28,530	21.1	351,691	43,961
2025 with 2005-10 TIP and Financially Constrained New Visions Plan	1,191,786	3%	25,645	21.5	309,864	38,733	(5,228)
Year 2025 with full New Visions Plan ^2	1,130,219	-2%	24,501	21.7	293,857	36,732	(7,229)

Table 10

Greenhouse Gas Impacts of the TIP and New Visions

	Greenhouse Gas Emissions Resulting
	from the Operation of Motor Vehicles
Scenario	Vehicular Travel (thousands of miles per day)	Carbon Emissions (tons per year)	Percent Increase in Carbon Emissions from 2003	Annual Motor Vehicle Tons of Carbon Emission Net Change: TIP Build vs. No-Build	Regionally Significant Projects: 5 Year TIP Tons of Carbon Emitted from Construction
Year 1990	17,740
Year 1996	20,470
Year 2003	23,498	800,912	Na
Year 2008 No-build	25,109	860,322	7%		0
2008 with 2005-10 TIP and Financially Constrained New Visions Plan ^[3]	23,356	792,236	-1%	(68,085)	20,263
Year 2015 No-build	26,564	893,780	12%
2015 with 2005-10 TIP and Financially Constrained New Visions Plan ^1	23,776	786,421	-2%	(107,359)
Year 2015 with full New Visions Plan ^[4]	22,734	748,224	-7%	(145,556)
Year 2025 No-build	28,530	937,696	17%
2025 with 2005-10 TIP and Financially Constrained New Visions Plan	25,645	826,175	3%	(111,521)
Year 2025 with full New Visions Plan ^2	24,501	783,496	-2%	(154,200)

The Role of Transportation Planning in Reducing Energy
Consumption in the Capital District

CDTC has, and is continuing to address energy and air quality concerns through the planning process. Two of the most cost-effective methods of minimizing motor fuel consumption and traffic congestion problems currently being carried out through CDTC's UPWP include the reduction of traffic demand through ridesharing and CDTC’s Transportation Demand Management program.

CDTC's ridesharing program, initially funded by the New York State Energy Office, and the Federal Transit and Highway Administrations began in January 1989. The rideshare program, called the Commuter Register, provides a free mechanism for people to advertise for and/or find a carpool partner. The Commuter Register started as a newsprint tabloid in January 1989 and was converted to a web-based virtual tabloid ten years later in January 1999. Both the newsprint version and the web version contain informational articles on the connection between carpooling, reduction in fuel consumption, improvement in air quality and reduction in traffic congestion. Information regarding proper vehicle maintenance and associated environmental benefits is also a part of the Commuter Register. The Commuter Register also provides information and links to the area’s transit provider, schedules and fares. It is estimated that the Commuter Register resulted in the formation of 525 new carpools with benefits exceeding 17.8 million vehicle-miles of travel reduced since its inception. Approximately 711,000 gallons of fuel have been saved with attendant tailpipe emission reductions, including CO₂.

Using funds programmed under RG27, Transportation Demand Management (TDM), CDTC and CDTA staffs have initiated two very successful pilot programs aimed at reducing vehicular travel by introducing people to the merits of commuting by bus. The first pilot program was initiated in 2001 when the NYS Department of Environmental Conservation (NYSDEC) moved from Wolf Road to Broadway in downtown Albany. The pilot program offered transit pass discounts to any employee willing to take transit to work. Over 90 people took advantage of the discount coupon program during the pilot. It was estimated that over 1,580,000 miles of travel were saved over the life of the program. This VMT savings translates into a savings of 60,000 gallons of fuel and 645 tons of pollution (CO₂, NOx, HC, CO). The second pilot was a similar initiative, but was aimed at private sector employees. Employees of businesses located in the Downtown Albany Business Improvement District were offered transit discounts for a period of six months. This program introduced almost 500 workers to the transit system; eliminated over 1,930,000 miles of travel, reduced fuel consumption by almost 87,500 gallons and reduced emissions (CO₂, NOx, HC, CO) by 886 tons.

CDTC staff also performs the role of the Capital District Clean Communities coordinator. The Capital Region was designated a “Clean Community” by the US Department of Energy in April 1999. The Capital District provides substantial opportunities for the expansion of the alternative fuel marketplace, particularly with the large state vehicle fleet that operates in the area. Stakeholders in the Capital District Clean Communities (CDCC) coalition recognize the need to provide greater fuel choices in the Capital District and to reduce its dependence on imported oil. The alternative fuels currently in use in the Capital District are compressed natural gas, propane, bio-diesel and electricity. It is estimated that there are 585 CNG, 18 propane, 32 electric and 23 bio-diesel vehicles operating in the Capital District. In addition, there are 90 hybrid-electric vehicles in the NYS fleet that are housed and operate primarily in the Capital District.

CDTC staff estimates that implementation of CDTC's recommendations for low-cost improvements to reduce delay and energy consumption through CDTC's 1989-1993 TSM/Traffic Count Program results in a fuel savings of 136,000 gallons per year.

Concern with energy has been addressed in other CDTC planning activities and projects. For example, park-and-ride services were identified in CDTC's Public Transportation Plan (1971) and in its Fuel Conservation/Fuel Contingency Energy Plan (1979) and corridor service potential was documented in its Park-and-Ride Study (1980). The CDTA service potential was documented in its Park-and-Ride Study (1980) and in the 1986 Park-and-Ride Survey and the Transit Commuter Corridor Study and Saratoga County Park-and-Ride Lot Study (1993). CDTA and NYSDOT have successfully negotiated agreements with lot owners and signed several lots for park-and-ride use. CDTA is currently conducting a study of Park-and-Ride usage and demand; results will be available in the spring of 2005. Upstate Transit commuter bus service has been evaluated as part of CDTA’s Transit Development Plan update. Upstate Transit carries an average of 350 passengers per day, providing 700 round trips. It is estimated that the Upstate Transit service eliminates over 3.2 million vehicle miles of travel annually, and reduces NOx and VOC emissions by 13 tons.

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^[1] The “Financially Constrained New Visions Plan” for 2010, 2015 and 2025 includes the TIP network as well as the VMT reduction that would result from the implementation of the financially constrained New Visions Plan. The year 2010 network includes projects scheduled in the five year TIP period; the year 2015 and 2025 networks include all TIP projects, including those scheduled in the post 5-year period of the TIP. It is assumed that 71% of the VMT reduction of the full implementation of the plan would be achieved by the financially constrained plan.

^[2] “Year 2015 with full New Visions Plan” and “Year 2025 with full New Visions Plan” includes TIP projects plus additional economic development and congestion management projects, as well as VMT reduction that would result from the full implementation of the New Visions Plan.

^[3] The “Financially Constrained New Visions Plan” for 2010, 2015 and 2025 includes the TIP network as well as the VMT reduction that would result from the implementation of the financially constrained New Visions Plan. The year 2010 network includes projects scheduled in the five year TIP period; the year 2015 and 2025 networks include all TIP projects, including those scheduled in the post 5-year period of the TIP. It is assumed that 71% of the VMT reduction of the full implementation of the plan would be achieved by the financially constrained plan.

^[4] “Year 2015 with full New Visions Plan” and “Year 2025 with full New Visions Plan” includes TIP projects plus additional economic development and congestion management projects, as well as VMT reduction that would result from the full implementation of the New Visions Plan.