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sector that is harder to achieve significant reductions in), and potential reduction per building'. Furthermore, a more detailed implementation plan associated with the measures included in the draft plan will need to be developed to determine the specific and most effective and cost effective steps for accelerating improvements in energy efficiency. Conclusion #2, commercial buildings: If the trend observed from 2011 -2015 continues, a lower level of reduction in per capita emissions from commercial buildings through efficiency improvements than in residential buildings can be expected in the absence of significant new initiatives. Given the recent trend, it is reasonable to conclude that achieving a 50% reduction by 2025 will be even harder to achieve with commercial buildings than with residential buildings. As with residential buildings, an implementation plan will need to be developed to accelerate improvements in energy efficiency. Transportation Appendix A provides a summary of information used in emissions estimates from the 2012 greenhouse gas inventory. There are several important methodological point that are relevant to transportation oriented climate action planning. 1) Using state statistics from federal data as a proxy for the transportation factor set may not capture the unique characteristics for Carrboro and could therefore be introducing a bias into emissions estimates to the degree that vehicle type and fuel economy deviate from these statistics. For example, data and analysis from the USDOE 10 that draws on local vehicle registration data reveals that the community fleet has a higher average fuel economy per vehicle (26.5 mpg versus 23.3 mpg) than assumed for the 2012 community greenhouse gas inventory estimates. 2) Using an aggregated snapshot for VMT at the time of the inventory does not allow for a more robust assessment of trends and patterns to help understand how VMT has changed over time, nor how it varies at different Carrboro locations. It is therefore limited in offering insights into potential emissions reduction strategies and past and future progress towards the 50% reduction goal. Local data indicate that traffic counts at different locations in Carrboro over the past decade demonstrate distinct differences and changes over time". Additional work is needed to insure that these trends and patterns are captured and accounted for in emissions tracking, and inform transportation strategies to reduce emissions. It is also important to consider the many efforts that the community has been actively involved in for a number of years (e.g., fare free transit, support for bicycle and pedestrian infrastructure and safety, land use planning and transportation demand management that supports mode 9 Experience from the WISE program suggests that 40% is the maximum expected reduction per home through no cost/low cost efforts and retrofits, i.e., short of redevelopment or extensive rehabilitation io hjj rol . / /ap_lros 1.cere.enerj, >ov /sled/ # / ii atE : / /citybeauE:i�fnl2l.com ZO1S /09/01/ central- carrboro- �rafdc- went- down -from - 1997 -to -2013/ n.