![]() There are several reasons for differences in emissions trends among these states. Well-to-wheel CO 2-equivalent emission reductions range from 0.07 MMT–0.14 MMT in District of Colombia to 3.30 MMT–7.69 MMT in Oregon. Some states have policies to decarbonize their electricity consumption, and this analysis reflects the benefits of those policies using state-specific grid carbon intensity projections.Įstimates of annual avoided NO x reductions in 2050 ranged from 220 tons–350 tons per year in District of Columbia to 10,220 tons–17,110 tons per year in Pennsylvania. ![]() The annual change in well-to-tank emissions for both fossil-fueled and electric vehicles were projected using emissions factors from the Department of Energy for upstream power generation and petroleum refining emissions. Changes in upstream emissions from increased demand for electricity are accounted for in this analysis. In-use electrical vehicle populations and new EV sales were projected for the calendar years evaluated. Multiple combinations of regulatory program adoption were evaluated for the analysis, allowing states to understand the impact of each regulation on its own and in combination with the other regulations. These two approaches are described, respectively, as the ‘ACT Only EVs’ and the ‘All EVs’ approaches in the report. Since California’s methodology limits its benefits accounting to electric vehicles (EVs) that do not migrate out of state and to the marginal increase in EVs from the ACT, the report includes a comparative analysis showing the benefits with these additional vehicles. ![]() states taking vehicle population and activity projections generated from the U.S. This analysis adopts the methodology developed by the California Resources Board to estimate the benefits of its own programs. Environmental Protection Agency grants California a waiver from federal requirements and states delay implementation by two model years. states to join the more stringent California programs provided the U.S. Since California’s emissions control programs exceed the requirements of federal programs, the Clean Air Act allows other U.S. These programs include the Advanced Clean Trucks (ACT) regulation, the Heavy-Duty Omnibus regulation, and full implementation of the California HD Vehicle Greenhouse Gas (GHG) Phase 2 regulation, including requirements on tractor-trailers. This report evaluates the effects of adopting California heavy-duty vehicle emissions control programs in 13 states and the District of Columbia.
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